WO2002031334A1 - Vehicule hybride - Google Patents
Vehicule hybride Download PDFInfo
- Publication number
- WO2002031334A1 WO2002031334A1 PCT/JP2001/008823 JP0108823W WO0231334A1 WO 2002031334 A1 WO2002031334 A1 WO 2002031334A1 JP 0108823 W JP0108823 W JP 0108823W WO 0231334 A1 WO0231334 A1 WO 0231334A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- internal combustion
- combustion engine
- vehicle
- generator motor
- power
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/15—Preventing overcharging
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
- F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
- F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E20/00—Combustion technologies with mitigation potential
- Y02E20/14—Combined heat and power generation [CHP]
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- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- 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
- Y02T10/62—Hybrid vehicles
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- 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
- Y02T10/64—Electric machine technologies in electromobility
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- 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
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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a hybrid vehicle including an internal combustion engine, a generator motor, and a Rankine cycle device.
- Japanese Patent Application Laid-Open No. Hei 5-3 / 2007 discloses a Rankine cycle device that converts heat energy of exhaust gas of an internal combustion engine into mechanical energy and assists the driving force of a vehicle with the mechanical energy or drives a generator to obtain electric power. It is known from Japanese Patent Application Laid-Open No. 2004-241, Japanese Patent Application Laid-Open No. 56-101012.
- an eight-hybrid vehicle that includes an internal combustion engine and a generator motor, assists the driving force of the internal combustion engine with the drive of the generator motor during acceleration or cruise, and charges the battery with the regenerative power of the generator motor during deceleration.
- the present invention has been made in view of the above circumstances, and has as its object to reduce the fuel consumption of an internal combustion engine by maximizing the energy recovery efficiency in any operating state of a vehicle.
- an internal combustion engine for generating a driving force for traveling a method for generating a driving force for traveling with electric power from a power storage means, and A generator motor that generates electric power for charging the vehicle, and a Rankine cycle device that operates by using waste heat during operation of the internal combustion engine to generate driving power for traveling.
- a hybrid vehicle characterized by the following is proposed.
- the run-in cycle device that operates by using the waste heat when the internal combustion engine is operated to generate the driving force for traveling is provided.
- the Rankine cycle device can recover energy even when accelerating or cruising a vehicle that cannot perform regenerative braking.
- the driving force of the internal combustion engine can be assisted by the driving force of the generator motor operated by the electric power of the power storage means and the driving force of the Rankine cycle device, and fuel consumption can be reduced.
- an internal combustion engine that generates driving power for traveling, and generates electric power for generating driving power for traveling and electric power for charging the electric storage means using electric power from the electric storage means
- a hybrid vehicle including a generator motor and a Rankine cycle device that operates by using waste heat during operation of the internal combustion engine to generate electric power for charging the electric storage means.
- a Rankine cycle device that operates by using waste heat during operation of the internal combustion engine to generate electric power for charging the power storage means.
- the storage means In addition to charging the storage means with the energy recovered by the regenerative braking of the generator motor when the vehicle decelerates, it also stores the energy recovered by the Rankine cycle device when accelerating or cruising a vehicle that cannot perform regenerative braking.
- the means can be charged and the driving force of the internal combustion engine can be assisted by the driving force of the generator motor operated by the electric power of the power storage means, thereby reducing fuel consumption.
- the Rankine cycle device when the generator motor is not generating power, the Rankine cycle device generates power for charging the storage means.
- a featured hybrid vehicle is proposed.
- the Rankine cycle device generates electric power for charging the power storage means when accelerating or cruising the vehicle in which the generator motor cannot generate regenerative electric power. Since the power storage means can be charged in all states during deceleration, the performance of the generator motor can be fully utilized.
- the battery 8 in each embodiment corresponds to the power storage means of the present invention
- the motive motor 2 and the first generator motor 2a of the second embodiment correspond to the generator motor of the present invention.
- FIGS. 1 to 13 show a first embodiment of the present invention.
- FIG. 1 is a diagram showing an entire configuration of a hybrid vehicle
- FIG. 2 is a diagram showing a configuration of a Rankine cycle device
- FIG. 3 is a flowchart of a main routine.
- Fig. 4 is a flowchart of the stop processing routine
- Fig. 5 is a flowchart of the acceleration routine
- Fig. 6 is a flowchart of the cruise routine
- Fig. 7 is a flowchart of the deceleration routine.
- FIG. 8 is a diagram showing a map for judging stop, acceleration, cruise and deceleration
- FIG. 8 is a diagram showing a map for judging stop, acceleration, cruise and deceleration
- FIG. 9 is a diagram showing a map for judging the electric motor assist region, the internal combustion engine running region and the charging region, and FIG. FIG. 11 shows threshold values
- FIG. 11 is a diagram showing a map for determining an internal combustion engine driving region, an electric motor driving region, and a charging region.
- FIG. 12 is a time chart showing an example of a vehicle driving pattern.
- 1 3 is a time chart showing another example of a travel pattern of the vehicle.
- FIG. 14 is a diagram showing an overall configuration of a hybrid vehicle according to a second embodiment of the present invention.
- the hybrid vehicle includes an internal combustion engine 1 that generates driving force for traveling, the internal combustion engine 1 and the generator motor 2 are connected in series via a clutch 3, and the generator motor 2 further includes a transmission 4, It is connected to drive wheels 7 via a clutch 5 and a differential 6. Therefore, if the internal combustion engine 1 is driven with the clutch 3 engaged, the driving force is transmitted to the drive wheels 7 via the clutch 3, the generator motor 2, the transmission 4, the clutch 5, and the differential device 6, and To run.
- the generator motor 2 may be idle, but if the generator motor 2 is driven by the electric power from the battery 8, the driving force of the internal combustion engine 1 can be assisted by the driving force of the generator motor 2, or If the electric motor 2 is driven by the driving force of the internal combustion engine 1 to function as a generator, the battery 8 can be charged. Further, when the vehicle is decelerating, if the clutch 3 is disengaged and the generator motor 2 is driven by the driving force reversely transmitted from the drive wheels 7, the battery 8 can be charged with the regenerative electric power generated by the generator motor 2. .
- the vehicle is provided with a Rankine cycle device 9 operated by waste heat of the internal combustion engine 1, and the driving force output from the Rankine cycle device 9 is input to the transmission 4 (see arrow a).
- the transmission 4 integrates the driving force generated by the Rankine cycle device 9 and the driving force generated by the internal combustion engine 1 or the generator motor 2 using, for example, a planetary gear mechanism and transmits the driving force to the driving wheel 7. .
- the Rankine cycle device 9 has a known structure.
- the evaporator 10 generates waste heat of the internal combustion engine 1, for example, high-temperature high-pressure steam using exhaust gas as a heat source, and the high-temperature high-pressure steam.
- Expander 11 that generates axial output by expansion of water, condenser 1 2 that condenses temperature-lowering steam discharged from expander 1 1 into water, and evaporator that evaporates water from condenser 12 And a water supply pump 13 for supplying water.
- the internal combustion engine 1, the generator motor 2, and the Rankine cycle device 9 are controlled by an electronic control unit based on outputs of a vehicle speed sensor, a vehicle body acceleration sensor, a throttle opening sensor, a battery voltage sensor, a battery current sensor, and the like.
- step S1 of the main routine in FIG. 3 the throttle opening is detected in step S2, and the vehicle speed and throttle are detected in step S3.
- the required output of the vehicle is calculated from the opening. If the vehicle is in a stop state in the following step S4, the stop processing described below is executed in step S5, and if the vehicle is in an acceleration state in step S6, the acceleration processing described later is performed in step S7. If the vehicle is in a cruise state in step S8, the cruise process described later is executed in step S9. If the vehicle is in a deceleration state in step S10, the process will be described later in step S11. Execute deceleration processing.
- step S12 the driving force control of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 in accordance with the above-mentioned stop-time processing, acceleration-time processing, cruise-time processing and deceleration-time processing is executed.
- the horizontal axis represents the speed
- the vertical axis represents the required output, on which a parabolic running resistance line is set. If the vehicle speed and the required output are both 0, it is determined that the vehicle is in a stopped state, and the vehicle speed If the required output is in the shaded area near the running resistance line, it is determined that the vehicle is in the cruise state. If the vehicle speed and the required output are above the shaded area, it is determined that the vehicle is in the accelerated state. If the required output is below the shaded area, it is determined that the vehicle is in a deceleration state.
- the vehicle speed is substantially constant on an uphill road, it is considered that the vehicle is accelerating, and if the vehicle speed is approximately constant on a downhill road, it is considered that the vehicle is decelerating. If the absolute value of the deceleration is equal to or less than the predetermined value, it is considered that the vehicle is in a cruise state.
- step S5 stop control
- step S21 the output of the internal combustion engine 1 is set to 0 (stop), in step S22, the output of the generator motor 2 is set to 0, and in step S23, the output of the Rankine cycle device 9 is set.
- the total output of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 is set to 0 in step S24.
- step S7 acceleration control
- step S31 the required driving force Ftr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S32, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current.
- step S33 the required driving force Ftr is applied to the map of FIG. 9 to determine whether the current operating state is in the motor assist area, the internal combustion engine running area, or the charging area.
- the map in Fig. 9 shows the vehicle speed V car on the horizontal axis and the required driving force F tr on the vertical axis, where the first threshold F 1 (V car) and the second threshold F 2 (V car) is set.
- step S33 If the required driving force Ftr is equal to or larger than the first threshold value F1 (Vcar) in step S33, it is determined that the motor is in the motor assist region, and in step S34, the assist permission flag AST-FLG is set. Set to “1”.
- the assist permission flag ASTFLG power is set to "1".
- the remaining battery capacity Es0c is equal to or more than the second threshold value E2 in FIG.
- the assist amount Pm to be generated in the generator motor 2 in step S 37 is determined by a map search according to the required driving force F tr and the vehicle speed Vcar. If the remaining battery capacity E soc is equal to or less than the first threshold value E 1 in FIG. 10 and the driving force cannot be assisted by the generator motor 2 in step S38, the generator motor 2 generates the battery in step S39.
- the power assist amount Pm is set to 0, and the assist permission flag AST—FLG is reset to “0”.
- step S41 the power generation permission flag REG—FLG is set to “1 Set it to
- step S42 when the power generation permission flag REG-FLG is set to "1" in step S43, the remaining battery capacity Es0c is equal to or more than the second threshold value E2 in FIG. If it is not necessary to charge the battery, the power generation amount Pm to be generated in the generator motor 2 is set to 0 in step S44, and the power generation permission flag REG-FLG is reset to "0".
- step S45 when the remaining battery capacity Es0c is equal to or smaller than the first threshold value E1 in FIG. 10 and the battery 8 needs to be charged, the power generation amount Pm to be generated in the generator motor 2 in step S46. Is determined by a map search according to the required driving force F tr and the vehicle speed Vcar.
- the Rankine cycle output P rc which is the output of the Rankine cycle device 9, is calculated from the operating state of the internal combustion engine 1, and in step S48, the assist amount Pm (or negative value) of the generator motor 2 is calculated from the required driving force F tr.
- the target internal combustion engine output P e is calculated by subtracting the Rankine cycle output P rc from the power generation amount Pm of the generator motor 2) and the target internal combustion engine output P e with the minimum fuel consumption in step S49.
- the rotation speed Ne of the internal combustion engine 1 to be obtained is calculated.
- the driving force of the internal combustion engine 1 is assisted by the driving force of the generator motor 2 on condition that the remaining battery capacity E soc is sufficient. If the required driving force F tr is small during vehicle acceleration, Since the battery 8 is charged by driving the generator motor 2 with the driving force of the internal combustion engine 1 on condition that the battery 8 does not become overcharged, the acceleration performance of the vehicle is improved, and the battery 8 is used in preparation for cruise following acceleration. Can be charged.
- step S9 (cruise control) will be described with reference to the flowchart of FIG.
- step S51 the required output Ptr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S52, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. If the remaining battery capacity E s 0 c is equal to or larger than the second threshold value E 2 in FIG. 10 in the subsequent step S53, it is determined that traveling by the generator motor 2 is possible, and the discharge permission flag DCH—FLG is set in step S54. Set to “1”.
- step S55 when the discharge permission flag DCH-FLG is set to "1", in step S56, the required output Ptr is equal to or less than the threshold P1 in FIG. If it is possible to run at step S57, the motor output Pm to be generated by the generator motor 2 in step S57 is set as the required output Ptr. If the required output Ptr exceeds the threshold value P1 shown in FIG. 11 in step S58 and it is impossible to run only with the output of the generator motor 2, the motor output Pm to be generated by the generator motor 2 in step S59. Is set based on the vehicle speed Vcar and the required output Ptr, and a value obtained by subtracting the motor output Pm from the required output Ptr is set as a target internal combustion engine output Pe.
- step S60 If the remaining battery capacity Es0c is less than the first threshold value E1 in FIG. 10 in the subsequent step S60, it is determined that the internal combustion engine 1 needs to generate power, and in step S61, the power generation permission flag REG—FLG Is set to “1” and the discharge enable flag DCH — FLG is reset to “0”.
- the power generation amount Pm to be generated in the generator motor 2 in step S64 is set to a value obtained by subtracting the required output P tr from the set value P bsfc, and the output of the internal combustion engine 1 is obtained.
- the generator motor 2 is driven by the power generation amount Pm which is a part of the set value P bsfc to charge the battery 8.
- Step S If the remaining battery capacity E soc is equal to or greater than the second threshold value E 2 in FIG. 10 and charging of the battery 8 is unnecessary in step 6, the power generation amount P m to be generated in the generator motor 2 in step S 66 is determined. Set to 0 and reset the power generation permission flag REG—FLG to “0”.
- the Rankine cycle output P rc which is the output of the Rankine cycle device 9 is calculated from the operating state of the internal combustion engine 1, and in step S68, the motor output P m ( Alternatively, the target internal combustion engine output P e is calculated by subtracting the power generation amount P m of the generator motor 2 having a negative value and the Rankine cycle output P rc, and in step S 69, the target internal combustion engine output is calculated with the minimum fuel consumption.
- the engine speed Ne of the internal combustion engine 1 for obtaining the engine output Pe is calculated.
- step S11 control during deceleration
- step S71 the required output of the vehicle, that is, the required regenerative output Ptr is calculated from the vehicle speed and the throttle opening, and in step S72, the remaining battery capacity Es0c is calculated from the battery voltage and the battery current. . If the remaining battery capacity Es0c is equal to or less than the third threshold value E3 in FIG. 10 in the following step S73, it is determined that the battery 8 can be charged by the regenerative power, and the charging permission flag is set in step S74. C HA—set FLG to “1”.
- step S76 when the charge permission flag C HA—FLG is set to “1”, in step S76, the absolute value of the required regenerative output Ptr becomes the absolute value of the threshold value P2 in FIG. If the value is equal to or less than the value, the regeneration output Pm of the required regeneration output is directly used as the regeneration output Pm of the generator motor 2 in step S77. If the absolute value of the required regenerative output Ptr exceeds the absolute value of the threshold P2 in FIG. 11 in step S78, the step In S79, the regenerative output Pm of the generator motor 2 is set to the threshold value P2.
- step S80 If the remaining battery capacity E s 0c exceeds the third threshold value E 3 in FIG. 10 in the subsequent step S80, it is determined that the battery 8 cannot be charged any more, and charging is permitted in step S81.
- step S82 When the charge permission flag CHA-FLG is reset to "0" in the following step S82, and when the internal combustion engine 1 is operating in step S83, regenerative braking is performed in step S84. Decelerate the vehicle with the engine brake and the mechanical brake without performing the operation. If the internal combustion engine 1 is stopped in step S85, the vehicle is decelerated by the female brake in step S86.
- the regenerative braking is executed by the generator motor 2 to charge the battery 8 with regenerative electric power, and the battery 8 becomes overcharged. If there is a danger, regenerative braking is prohibited and the vehicle is decelerated by the engine brake and mechanical brake.Therefore, it is possible to maximize the remaining battery capacity E soc while minimizing fuel consumption. it can.
- Fig. 12 shows an example of the running pattern of a vehicle.
- the vehicle travels using both the driving force of the internal combustion engine 1 and the driving force of the generator motor 2 during acceleration, and travels using the driving force of the internal combustion engine 1 during cruise and decelerates.
- the internal combustion engine 1 is stopped and the battery 8 is charged with the regenerative power of the generator motor 2.
- the driving force of the internal combustion engine 1 is assisted by the output of the Rankine cycle device 9.
- Fig. 13 shows another example of the running pattern of the vehicle, using a generator motor 2 capable of outputting a large low-speed torque when the vehicle starts, running with the driving force of the internal combustion engine 1 during acceleration, and running during cruise.
- the vehicle runs with the driving force of the generator motor 2, stops the internal combustion engine 1 during deceleration, and charges the battery 8 with the regenerative power of the generator motor 2.
- the driving force of the internal combustion engine 1 is assisted by the output of the Rankine cycle device 9.
- the generator motor 2 is provided between the internal combustion engine 1 and the transmission 4, but in the second embodiment, the first generator motor 2a driven by the battery 8 is a differential motor.
- Second generator, motor 2 b connected to device 6 and driven by battery 8 Is connected to the internal combustion engine 1.
- the first generator motor 2a is used for traveling with the driving force of only the first generator motor 2a, assisting the driving force of the internal combustion engine 1, and generating regenerative electric power
- the second generator motor 2b is Used for starting the internal combustion engine 1 and generating electric power by the driving force of the internal combustion engine 1.
- the driving force output from the Rankine cycle device 9 is input to the transmission 4 via driving force integrating means such as a planetary gear mechanism (see arrow a).
- the shaft output of the Rankine cycle device 9 is directly used as a drive source for running the vehicle as shown by an arrow a in FIGS. It is possible to drive a generator (not shown) with the shaft output. As shown by the arrow b, the electric power generated by the generator is charged into the battery 8 and used to drive the generator motors 2, 2a, 2b.
- the battery 8 When the vehicle is accelerating or cruising, regenerative power cannot be obtained by the generator motors 2 and 2a.At this time, the battery 8 is charged with the power generated by the Rankine cycle device 9, thereby driving the internal combustion engine 1 Without using the battery, the battery 8 can be charged with the power generated by the Rankine cycle device 9 or the regenerative power of the generator motors 2 and 2a in all cases of acceleration, cruise, and deceleration.
- the performance of a and 2b can be fully utilized.
- the generator motor 2 outputs an output corresponding to the Rankine cycle output Prc in the first and second embodiments as the motor output Pm.
- the battery 8 is exemplified as the power storage means, but it is also possible to use a capacity instead of the battery 8.
- the present invention can be applied to an existing hybrid vehicle equipped with an internal combustion engine and a generator motor, and further improving the energy recovery efficiency by adding a Rankine cycle device to the hybrid vehicle. And fuel consumption T that saves
Description
Claims
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE60133209T DE60133209T2 (de) | 2000-10-10 | 2001-10-05 | Hybridfahrzeug |
BR0114487-1A BR0114487A (pt) | 2000-10-10 | 2001-10-05 | Veìculo hìbrido |
EP01974728A EP1326017B1 (en) | 2000-10-10 | 2001-10-05 | Hybrid vehicle |
US10/398,168 US7056251B2 (en) | 2000-10-10 | 2001-10-05 | Hybrid vehicle |
AU2001294200A AU2001294200B9 (en) | 2000-10-10 | 2001-10-05 | Hybrid vehicle |
KR10-2003-7004686A KR20030046481A (ko) | 2000-10-10 | 2001-10-05 | 하이브리드 차량 |
CA002425427A CA2425427A1 (en) | 2000-10-10 | 2001-10-05 | Hybrid vehicle |
AU9420001A AU9420001A (en) | 2000-10-10 | 2001-10-05 | Hybrid vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2000-314435 | 2000-10-10 | ||
JP2000314435A JP2002115573A (ja) | 2000-10-10 | 2000-10-10 | ハイブリッド車両 |
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WO2002031334A1 true WO2002031334A1 (fr) | 2002-04-18 |
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PCT/JP2001/008823 WO2002031334A1 (fr) | 2000-10-10 | 2001-10-05 | Vehicule hybride |
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US (1) | US7056251B2 (ja) |
EP (1) | EP1326017B1 (ja) |
JP (1) | JP2002115573A (ja) |
KR (1) | KR20030046481A (ja) |
CN (1) | CN1469971A (ja) |
AU (2) | AU2001294200B9 (ja) |
BR (1) | BR0114487A (ja) |
CA (1) | CA2425427A1 (ja) |
DE (1) | DE60133209T2 (ja) |
WO (1) | WO2002031334A1 (ja) |
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FR2842144B1 (fr) * | 2002-07-11 | 2005-01-28 | Peugeot Citroen Automobiles Sa | Procede et dispositif de transmission de puissance pour une vehicule automobile comprenant un moteur thermique et au moins une machine electrique |
JP3889381B2 (ja) * | 2003-08-01 | 2007-03-07 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
JP4606840B2 (ja) * | 2004-10-29 | 2011-01-05 | 株式会社デンソー | 複合流体機械およびそれを用いた冷凍装置 |
JP4396515B2 (ja) * | 2004-12-22 | 2010-01-13 | トヨタ自動車株式会社 | 電源装置 |
JP2006200492A (ja) * | 2005-01-24 | 2006-08-03 | Honda Motor Co Ltd | 車両用ランキンサイクル装置 |
FR2885169A1 (fr) * | 2005-04-27 | 2006-11-03 | Renault Sas | Systeme de gestion de l'energie calorifique a bord d'un vehicule comportant un circuit a cycle de rankine |
KR20080012435A (ko) * | 2006-08-03 | 2008-02-12 | 세이지 이시베 | 하이브리드 차량의 내연 기관 폐열 회수 시스템,하이브리드 시스템 및 발전용 내연 기관의 폐열 회수시스템 |
DE102006042651A1 (de) * | 2006-09-12 | 2008-05-08 | Bayerische Motoren Werke Ag | Kraftfahrzeug mit Hybridantrieb |
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US8109097B2 (en) * | 2007-03-07 | 2012-02-07 | Thermal Power Recovery, Llc | High efficiency dual cycle internal combustion engine with steam power recovered from waste heat |
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- 2001-10-05 BR BR0114487-1A patent/BR0114487A/pt not_active IP Right Cessation
- 2001-10-05 US US10/398,168 patent/US7056251B2/en not_active Expired - Fee Related
- 2001-10-05 EP EP01974728A patent/EP1326017B1/en not_active Revoked
- 2001-10-05 WO PCT/JP2001/008823 patent/WO2002031334A1/ja active IP Right Grant
- 2001-10-05 AU AU2001294200A patent/AU2001294200B9/en not_active Expired - Fee Related
- 2001-10-05 AU AU9420001A patent/AU9420001A/xx active Pending
- 2001-10-05 CN CNA018171818A patent/CN1469971A/zh active Pending
- 2001-10-05 DE DE60133209T patent/DE60133209T2/de not_active Expired - Lifetime
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Also Published As
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DE60133209D1 (de) | 2008-04-24 |
AU2001294200B2 (en) | 2005-01-13 |
AU9420001A (en) | 2002-04-22 |
BR0114487A (pt) | 2003-11-18 |
EP1326017A1 (en) | 2003-07-09 |
CA2425427A1 (en) | 2003-04-09 |
DE60133209T2 (de) | 2009-03-19 |
US7056251B2 (en) | 2006-06-06 |
JP2002115573A (ja) | 2002-04-19 |
EP1326017A4 (en) | 2006-05-24 |
US20040063535A1 (en) | 2004-04-01 |
EP1326017B1 (en) | 2008-03-12 |
KR20030046481A (ko) | 2003-06-12 |
AU2001294200B9 (en) | 2005-05-05 |
CN1469971A (zh) | 2004-01-21 |
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