CN101356071A - 混合动力车辆及其装配方法 - Google Patents

混合动力车辆及其装配方法 Download PDF

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CN101356071A
CN101356071A CNA2006800507378A CN200680050737A CN101356071A CN 101356071 A CN101356071 A CN 101356071A CN A2006800507378 A CNA2006800507378 A CN A2006800507378A CN 200680050737 A CN200680050737 A CN 200680050737A CN 101356071 A CN101356071 A CN 101356071A
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CN101356071B (zh
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莱姆比特·萨拉索
罗伯特·D·金
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General Electric Co
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    • 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
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    • 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
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • 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
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Abstract

一种并行混合动力车辆，包括：热力发动机(12)、包括输入和输出的传动装置(14)以及电子设备(32)。传动装置输入耦合到发动机(12)，而传动装置输出耦合到电子设备(32)，使得由热力发动机(12)生成的基本全部扭矩通过所述传动装置(14)引导到所述电子设备(32)，以及差动装置(16)，电子设备(32)耦合到差动装置(16)，使得在第一运行模式期间，电子设备(32)用作通过传动装置(14)接收由发动机(12)生成的基本全部扭矩的马达，并且使得在第二运行模式期间，电子设备(32)用作通过差动装置(16)接收由车辆生成的基本全部扭矩的发电机。

Description

混合动力车辆及其装配方法
技术领域
本发明一般涉及车辆，并且尤其涉及混合动力(hybrid)车辆、以及将已知车辆翻新以获得混合动力车辆的方法。
背景技术
图1图示了用于传统车辆的已知传动系(power train)，如可以在重型卡车或公共汽车中使用的。图2图示了包括耦合在发动机和传动装置之间的已知的电驱动系统的并行混合动力车辆。在该配置中的电驱动系统通常被称为整体式启动器发电机(alternator generator)(ISG)或软混合(Mild Hybrid)，并且在车辆发动加速以及爬坡期间提供发动机启动(cranking)、提供电扭矩的功能，并且还可以用作充电车辆启动照明和点火(SLI)电池的发电机。
如已知的，混合动力车辆提供许多优点，其中最重要的是燃料效率。然而，混合动力车辆也包括额外的组件，如上述电驱动系统，其与发动机结合工作以实现燃料效率。因为已知混合动力车辆的增加的复杂性，所以该车辆被最初制造使得该电驱动系统与发动机系统整体地形成。特别地，在制造期间，至少一种已知混合动力车辆的电驱动系统耦合在发动机和传动系统之间，以生产混合动力车辆。
因此，修改传统的车辆以包含耦合在发动机和传动系统之间的电驱动系统可能是高成本和空间受限的。结果，传统的车辆不能实现混合动力车辆的燃料效率，因此也不可能受益于运行该车辆的减小的成本。
发明内容
在一个方面，提供了一种车辆。该车辆包括热力发动机、包括输入和输出的传动装置(transmission)、以及电子设备。该传动装置输入耦合到发动机，而该传动装置输出耦合到电子设备，使得由热力发动机生成的基本全部扭矩通过该传动装置引导到该电子设备，以及差动装置(differential)，该电子设备耦合到该差动装置，使得在第一运行模式期间，该电子设备用作通过该传动装置接收由发动机生成的基本全部扭矩的马达，该传动装置输出扭矩与由电马达产生的扭矩求和并传输到差动装置，使得在第二运行模式期间，该电子设备用作通过该传动装置接收由车辆生成的基本全部扭矩的发电机。
在另一方面，提供一种翻新车辆的方法。该车辆包括热力发动机、耦合到该发动机的传动装置、差动装置、以及耦合在该传动装置和该差动装置之间的至少一个驱动轴。该方法包括：移除所述至少一个驱动轴，并且在该发动机和该差动装置之间耦合电马达，使得该电马达接收由该发动机生成的基本全部扭矩，并且使得该差动装置接收由该发动机和该电马达生成的基本全部扭矩。
附图说明
图1图示用于传统车辆的现有技术传动系；
图2图示用于传统混合动力的现有技术传动系；
图3是示例性的混合动力车辆的示意性图示；
图4是图3中所示的控制系统的简化的示意性图示；
图5是图3中所示的一部分控制系统的简单示意性图示；
图6是图3中所示的一部分控制系统的简单示意性图示；以及
图7图示将马达/发电机耦合到图3中所示的车辆的替代方法。
具体实施方式
图3图示并行混合动力车辆10，如例如重型卡车。如这里使用的，车辆代表可以用来将操作者从第一位置移动到第二位置的任何广泛类型的设备，并且可以包括例如卡车、公共汽车、汽车、越野车等。车辆10包括：热力发动机12、耦合到热力发动机12的传动装置14、差动装置16、以及耦合在传动装置14和差动装置16之间的至少一个驱动轴18。车辆10还包括：耦合到差动装置16的各端的至少两个车轮20。在一个实施例中，车辆10配置为后轮驱动车辆，使得差动装置位于车辆10的后端附近，并且因此配置为驱动车轮20的至少一个。可选地，车辆10配置为前轮驱动车辆。
在示例性实施例中，热力发动机12可以使用内燃汽油发动机、内燃柴油发动机、外燃发动机、和燃气涡轮发动机的至少一个来实现。
如图3中所示，车辆10还包括混合动力驱动系统30，其包括至少一个电子设备(如耦合在传动装置14和差动装置16之间的电马达/发电机32)、电耦合到马达/发电机32的电马达驱动和能量管理控制系统(EMDEMCS)34、耦合到EMDEMCS 34的能量存储系统36、以及耦合到EMDEMCS 34和能量存储系统36的车辆系统控制(VSC)部分38。在示例性实施例中，能量存储系统包括多个电池，如但不限于，以串联或并联安排耦合在一起的钠氯化镍电池、钠硫电池、燃料电池、镍金属氢电池、锂离子电池、锂聚合物电池、镍镉电池、和/或铅酸电池。
在一个实施例中，电马达/发电机32直接耦合到传动装置14，并且车辆10包括至少一个驱动轴18，以便将马达/发电机32耦合到差动装置16。在另一个实施例中，电马达/发电机32直接耦合到差动装置16，并且车辆10包括至少一个驱动轴18，以便将马达/发电机32耦合到传动装置14。在图3中图示的示例性实施例中，车辆10包括第一驱动轴40、第二驱动轴42以及多个万向节44，以便利在传动装置14和差动装置16之间耦合马达/发电机32。
具体地，第一驱动轴40使用至少两个万向节44耦合在传动装置14和马达/发电机32之间，而第二驱动轴42使用至少两个万向节44耦合在马达/发电机32和差动装置之间。如此，当车辆以第一模式运行时，电子设备32用作通过该传动装置14接收由发动机12生成的基本全部扭矩的马达，该传动装置输出扭矩与由电马达产生的扭矩求和并且传输到差动装置，并且使得在第二运行模式期间，该电子设备32用作通过该传动装置16接收由车辆10生成的基本全部扭矩的发电机。如这里使用的，短语基本全部扭矩代表由发动机或传动装置生成的标称扭矩而不代表出现在典型系统中的微小机械或电子损失。例如，由轴承、摩擦等导致的内部损失。
此外，尽管示例性实施例图示了包括耦合在传动装置14和差动装置16之间的电子设备32的车辆，但是应该认识到车辆10可以包括例如代替差动装置16的单轮轴。因此，示例性实施例中的电子设备32耦合在驱动部分(即，耦合到传动装置14的发动机12)和被驱动部分(即，差动装置16或简单轮轴)之间。可选地，电子设备32包括离合器(未示出)，其可以用来在选择的驱动条件期间从动力传动系(drivetrain)去耦一部分电子设备32。例如，当车辆10例如在高速公路上运行时，操作者可以选择从动力传动系统分离电子设备32以便利最优化燃料效率。如此，电子设备32可以包括转子轴，使得电子设备32如所示仍配置为从传动装置14到差动装置16传输扭矩。
在一个实施例中，传动装置14是手动操作的传动装置，其包括多个齿轮，使得从发动机12接收的输入扭矩使用齿轮比倍增，并且传输到电子设备32。如此，手动传动装置包括离合器50。在另一个实施例中，传动装置14是具有一个或多个离散齿轮比的自动传动装置，并且如此可以包括扭矩转换器52。可选地，传动装置14是自动变速(shift)的手动传动装置并且包括离合器50。在示例性实施例中，自动传动装置具有可连续变化的齿轮比，该齿轮比在大约0.5比1和大约5.0比1之间变化。
在示例性实施例中，系统30执行如2中图示的传统ISG配置的至少一些功能，包括但不限于，在车辆加速期间提供额外的助推扭矩和动力到机械传动系，并且还在车辆减速期间和保持速度在下坡档时提供减速扭矩和动力。
图4是图3中示出的EMDEMCS 34和能量存储系统36的简化示意性图示。在一个实施例中，EMDEMCS包括相对低成本的能量存储接口(ESI)电路60，该能量存储接口电路60包括电力电缆62和至少一个电力接触器64，使得第一能量存储单元66电压直接电连接到DC-AC换流器68的输入。
具体地，第一能量存储单元66连接到电路60，该电路60经由正DC链路70和负DC链路72电连接到可变频率控制换流器(如电马达驱动换流器68)，以便便利控制到马达30的功率。
EMDEMCS还包括预充电和接口电路80和耦合到该预充电和接口电路80的第二存储单元82。在示例性实施例中，该第二存储单元82是超电容器。如这里使用的，超电容器代表具有大于100法拉的单元(cell)电容的电容器。在示例性实施例中，这里描述的超电容器具有大于1000法拉的单元电容。超电容器82包括多个超电容单元，该多个超电容单元以实现增加的电压的串联安排或以实现增加的电流能力的并联安排的至少一种耦合到一起。
图5是预充电和接口电路80的第一实施例的简单示意性图示。如图5中所示，电路80包括与主接触器94并联耦合的预充电电阻器90和预充电接触器92。在运行期间，当接口控制电路80检测跨接主接触器94的电压差处于或低于确定的电压值时，主接触器94被启用或闭合。可选地，主接触器94在预充电接触器92已经被闭合确定长度的时间时被闭合。在上面两种预充电实施例中，在主接触器94被闭合后，接口控制电路80命令预充电接触器92开路(open)。
图6是预充电和接口电路80的第二实施例的简单示意性图示。如图6中所示，电路80包括主接触器94和与主接触器94并联耦合的恒定电流电路96。可选地，使用在美国专利5,373,195中描述的构思，将第一能量存储66的电压从换流器68的DC输入去耦。
在运行期间，在初始车辆启动后，超电容器82和第一能量存储单元66(例如，电池)经由主接触器94电连接。在当车辆正在加速时的第一运行模式期间，功率提供到电马达驱动换流器68，因此通过实际上以并联安排耦合的能量存储单元66和82的组合，电子设备用作马达30。两个能量存储单元66和82之间的功率分配(power split)由电池的开路电压和相关联的内部电阻确定，而超电容器电压由超电容器的开路电压和其对应的有效串联电阻(ESR)确定。在车辆加速完成后，第一能量存储单元66部分地充电超电容器82。
此外，在当车辆正减速或保持速度在下坡档时的第二运行模式期间，马达30被控制来用作发电机，使得功率从车辆的驱动轮20流经差动装置16，以驱动现在正用作发电机的电子设备32和换流器，以便便利充电第一能量存储单元66和超电容器82。
图7图示耦合马达/发电机到车辆的替代方法。如图7中所示，车辆10包括相对高速低扭矩牵引马达100，其使用齿轮减速单元102耦合到驱动轴18。在示例性实施例中，齿轮减速单元102使用多个轴承104可旋转地耦合到驱动轴18。此外，高速低扭矩牵引马达100和齿轮减速单元102使用多个马达底座(mount)106耦合到一部分车辆底盘，以便便利在相对于底盘基本固定的位置中紧固高速低扭矩牵引马达100和齿轮减速单元102。可选地，高速低扭矩牵引马达100使用固定比率齿轮传动装置(gear assembly)、链传动、或带传动的至少一个耦合到驱动轴18，使得电子设备可以相对高扭矩和相对更低的旋转速度操作，以便便利实现与使用齿轮传动装置102实现的机械比率大约相同的机械比率。此外，机车10可以包括耦合在电马达100和齿轮减速单元102之间的离合器(未示出)，以便便利当换流器68停用时减小马达100内的损失。
可选地，电子设备100包括离合器110，其可以用来在选择的驱动条件期间从动力传动系去耦一部分电子设备32。例如，当车辆10在例如高速公路上运行时，操作者或相关联的控制可以选择来从动力传动系分离电子设备100，以便便利最优化燃料效率。
在图4或7中示出的实施例中，选择示例性牵引马达30，使得马达30当电激励(即，换流器68停用)时在运行期间展示低阻力(drag)。例如，马达30可以是感应马达或开关式磁阻马达。此外，马达30也可以是具有图7中示出的可选离合器110的永磁(PM)马达
在示例性实施例中，混合动力系统30可以在已知车辆上翻新，以便便利提高车辆的性能。例如，为了在已知车辆上安装混合动力系统30，至少一个耦合在传动系统和差动系统之间的驱动轴被移除。然后电子设备耦合在传动系统和差动系统之间，使得在上述第一运行模式下电马达接收由发动机和传动装置生成的基本全部扭矩，传动装置输出扭矩与由电马达产生的扭矩求和并且传输到差动装置，并且在第二运行模式下使得马达通过差动装置接收由车辆生成的基本全部扭矩。
这里描述的是包括一种包括电子设备(如耦合在车辆传动装置和差动装置之间的马达/发电机)的系统的混合动力车辆。该系统能够以至少三种运行模式运行：热力发动机车辆运行模式，其中电马达驱动系统被VSC停用；混合动力车辆运行模式，其中VSC启用热力发动机和电驱动系统；以及零排放车辆(ZEV)，电子车辆运行模式，其中VSC停用热力发动机或命令热力发动机以低功率空闲模式运行，命令传动装置处于中间齿轮，并且启用电驱动系统，以允许车辆使用来自能量存储单元的能量在降低的性能下并且在有限的范围上(自我保护(limp home)模式)运行。
另外的特征是用于更小的车辆平台的全电推进车辆(即，小型货运车辆或校车)的电驱动系统、与更大车辆(运输公共汽车或大型密封货运、饮料货运车辆、以及垃圾运输车)的并行混合动力实现的通用性。
如此，这里描述的系统通过与其它已知的传统车辆相比改进燃料效率并且减少排放而提供改进的系统效率。该系统也可以在现有的传统机械驱动卡车、公共汽车、或其它车辆上翻新。主要由于通过电驱动子系统的传动装置导致的来回程(round trip)损失的消除，与已知的混合动力车辆相比，从电驱动系统的提高的来回程效率和更高级别的再生制动捕获中，该系统提供改进的燃油经济性和排放减少，并且电驱动系统、能量存储系统、以及相关联的能量管理控制的实现成本减少。
尽管已经根据各种特定实施例描述了本发明，但本领域的技术人员将认识到，本发明能够用权利要求的精神和范围内的修改来实现。

Claims (23)

1.一种车辆，包括：
热力发动机；
包括输入和输出的传动装置；
电子设备，所述传动装置输入耦合到所述发动机并且所述传动装置输出耦合到所述电子设备，使得由所述热力发动机生成的基本全部扭矩通过所述传动装置引导到所述电子设备；以及
差动装置，所述电子设备耦合到所述差动装置，使得在第一运行模式期间，所述电子设备用作通过所述传动装置接收由所述发动机生成的基本全部扭矩的马达，并且使得在第二运行模式期间，所述电子设备用作接收由所述差动装置生成的基本全部扭矩的发电机。
2.如权利要求1所述的车辆，其中所述发动机包括内燃汽油发动机、内燃柴油发动机、外燃发动机、和燃气涡轮发动机的至少一个。
3.如权利要求1所述的车辆，其中所述传动装置包括自动变速手动传动装置。
4.如权利要求1所述的车辆，其中所述传动装置包括自动传动装置，该自动传动装置包括耦合在所述发动机和所述自动传动装置之间的扭矩转换器。
5.如权利要求4所述的车辆，其中所述传动装置包括具有一个或多个离散齿轮比的自动传动装置。
6.如权利要求4所述的车辆，其中所述传动装置包括具有在大约0.5比1和大约5.0比1之间变化的连续可变齿轮比的自动传动装置。
7.如权利要求1所述的车辆，其中所述传动装置包括手动传动装置，该手动传动装置包括耦合在所述发动机和所述手动传动装置之间的离合器。
8.如权利要求1所述的车辆，还包括耦合在所述传动装置和所述电子设备之间的驱动轴。
9.如权利要求1所述的车辆，其中所述电子设备直接耦合到所述传动装置。
10.如权利要求1所述的车辆，还包括耦合在所述电子设备和所述差动装置之间的驱动轴。
11.如权利要求1所述的车辆，其中所述电子设备直接耦合到所述差动装置。
12.如权利要求1所述的车辆，还包括耦合到所述差动装置的至少两个车轮。
13.如权利要求1所述的车辆，还包括：
耦合在所述传动装置和所述电子设备之间的第一驱动轴；以及
耦合在所述电子设备和所述差动装置之间的第二驱动轴。
14.如权利要求1所述的车辆，还包括耦合到所述电子设备的控制系统，所述控制系统包括：
能量存储系统；以及
耦合到所述电子设备和所述能量存储系统的车辆系统控制(VSC)系统，所述车辆系统控制系统配置来以热力发动机车辆运行模式、混合动力车辆运行模式、以及电子车辆运行模式的至少一个来运行车辆。
15.如权利要求1所述的车辆，其中所述电子设备配置为在以第一模式运行时，从所述能量存储系统接收能量。
16.如权利要求1所述的车辆，其中所述电子设备配置为在以第二模式运行时，至少部分地充电所述能量存储系统。
17.如权利要求14所述的车辆，其中所述能量存储系统包括至少一个电池和至少一个超电容器。
18.如权利要求17所述的车辆，还包括预充电和接口电路，其耦合在所述至少一个电池和至少一个超电容器之间，并且配置来在第一运行模式中引导能量从超电容器到电子设备，并且在第二运行模式中引导能量从电子设备到超电容器。
19.一种翻新车辆的方法，该车辆包括热力发动机、耦合到发动机的传动装置、差动装置、以及耦合在传动装置和差动装置之间的至少一个驱动轴，所述方法包括：
移除所述至少一个驱动轴；以及
在传动装置和差动装置之间耦合电子设备，使得在第一运行模式期间，电子设备用作通过传动装置接收由发动机生成的基本全部扭矩的马达，并且使得在第二运行模式期间，电子设备用作接收由差动装置生成的基本全部扭矩的发电机。
20.如权利要求19所述的方法，其中移除所述至少一个驱动轴还包括：
重新安装具有比第一驱动轴的长度短的长度的第二驱动轴，使得电子设备耦合在传动装置和差动装置之间。
21.如权利要求19所述的方法，还包括：
将控制系统耦合到电子设备，所述控制系统包括能量存储系统和车辆系统控制(VSC)系统，使得车辆控制系统耦合到电子设备和能量存储系统，并且使得车辆系统控制系统配置为以热力发动机车辆运行模式、混合动力车辆运行模式、以及电子车辆运行模式的至少一个来运行车辆。
22.如权利要求21所述的方法，其中能量存储系统包括至少一个电池和至少一个超电容器，所述方法还包括在所述至少一个电池和至少一个超电容器之间耦合预充电和接口电路，使得在第一运行模式中引导能量从超电容器引导到电子设备，并且使得在第二运行模式中引导能量从电子设备到超电容器。
23.如权利要求22所述的方法，还包括将电子设备使用固定比率齿轮组、链驱动、或带驱动的至少一个耦合到第二驱动轴，使得电子设备可以相对高的速度和相对低的扭矩操作。
CN2006800507378A 2006-01-09 2006-12-20 混合动力车辆 Active CN101356071B (zh)

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CN104010865A (zh) * 2011-11-08 2014-08-27 沃尔沃拉斯特瓦格纳公司 混合动力车辆中的方法和装置
CN104010865B (zh) * 2011-11-08 2017-11-03 沃尔沃拉斯特瓦格纳公司 为混合动力车辆传动系中的dc分配系统加电的方法和装置
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CN104612843A (zh) * 2014-11-15 2015-05-13 罗显平 电子控制燃气发动机及其车辆
CN105620265A (zh) * 2016-01-29 2016-06-01 山东中泰弘业新能源科技有限公司 一种用于混合动力汽车发动机的电辅助增压控制系统
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