CN102438853A - 电力驱动式车辆 - Google Patents
电力驱动式车辆 Download PDFInfo
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Abstract
本发明提供一种电力驱动式车辆(1),其搭载有能够利用于行驶的蓄电池(12),并能够由外部电源(40)对蓄电池(12)进行充电,其中,具有车辆侧ECU(50),在由外部电源(40)供给的电力小于对蓄电池(12)可接受的电力(W)所设定的预定的阈值α时,所述车辆侧ECU(50)允许由可对蓄电池(12)进行充电的发电装置(11)对蓄电池(12)充电。具体而言,车辆侧ECU(50)在由外部电源(40)供给的电力小于预定的阈值α,并且并行充电请求开关(72)被操作为进行并行充电时,允许由发电装置(11)对蓄电池(12)进行充电。
Description
技术领域
本发明涉及一种电力驱动式车辆,尤其涉及一种能够由外部电源对蓄电池进行充电的电力驱动式车辆。
背景技术
近年来,开发出了一种搭载有能够利用于行驶的蓄电池,并且能够由外部电源进行充电(即,能够进行插入式充电)的混合动力车辆或者电动汽车等的电力驱动式车辆(例如,参照专利文献1)。
在先技术文献
专利文献
专利文献1:日本特开2009-171642号公报
发明内容
本发明所要解决的问题
另外,在能够进行插入式充电的电力驱动式车辆上,当使用外部电源进行充电时,除了利用例如公共设置的快速充电设备外,还考虑利用家庭用电源。但是,虽然家庭用电源的方便性较高,但是和快速充电设备相比,能够供给的电力较小。因此,在这种情况下存在需要花费大量时间来进行充电的问题。相对于此,在电力驱动式车辆中搭载了具有对车辆进行驱动所需的足够发电能力的电动机驱动式发电装置时,能够在由发电装置进行发电的同时对车辆进行驱动。因此,在这种情况下,蓄电池的充电并不是必须充足的。但是,在这种情况下实现发电装置的小型化是比较困难的,受此影响,使得车辆的能量效率必然较差。
因此,在本发明所涉及的电力驱动式车辆中,从能量效率的观点出发,优选为,即使在使用家庭用电源等可供给的电力较小的外部电源时,也能够更加迅速地对蓄电池进行充电从而确保更多的蓄电池充电量,与其对应地限制发电装置的发电能力并实现其小型化。
因此,本发明是鉴于上述课题而实施的发明,其目的在于,提供一种电力驱动式车辆,其即使在利用可供给的电力较小的外部电源时,也能够实现更加迅速的蓄电池充电。
解决课题的方法
为了解决上述问题,本发明的电力驱动式车辆搭载有能够利用于行驶的蓄电池,并能够由外部电源对所述蓄电池进行充电,其中,具有控制单元,在由所述外部电源供给的电力小于对所述蓄电池可接受的电力所设定的预定的阈值时,所述控制单元允许由可对所述蓄电池进行充电的发电装置对所述蓄电池充电。
此外,本发明优选采用以下结构,即,还具有操作单元,所述操作单元能够选择是否由所述外部电源以及所述发电装置对所述蓄电池进行并行充电,在由所述外部电源供给的电力小于所述预定的阈值,并且所述操作单元被操作为进行所述并行充电时,所述控制单元允许由所述发电装置对所述蓄电池进行充电。
此外,本发明优选采用以下结构,即,还具有管理单元,当对所述蓄电池进行充电时,所述管理单元在由所述外部电源供给的电力和由所述发电装置供给的电力中,至少对由所述发电装置供给的电力进行管理。
发明效果
根据本发明,即使在利用可供给的电力较小的外部电源的情况下,也能够实现更加迅速的蓄电池充电。
附图说明
图1为模式化地表示电力驱动式车辆1的图。
图2为模式化地表示发电装置11的图。
图3为通过流程图来表示车辆侧ECU50的动作的图。
图4为通过流程图来表示车辆侧ECU50的动作的图。
符号说明
1…电力驱动式车辆;
11…发电装置;
111…发动机;
12…蓄电池;
13…电动机;
20…外部充电装置;
30…充电电缆;
40…外部电源;
50…车辆侧ECU;
71…钥匙开关;
72…并行充电请求开关;
73…快速充电请求开关;
74…操作面板。
具体实施方式
以下,参照附图对用于实施本发明的方式进行详细说明。
如图1所示,电力驱动式车辆1具有发电装置11、蓄电池12和电动机13。电力驱动式车辆1以可拆装的方式而搭载有发电装置11。以可拆装的方式搭载了发电装置11的电力驱动式车辆1,在未搭载发电装置11的状态下、以及与发电装置11之间的电连接被切断的状态下,也能够进行驾驶。另一方面,发电装置11只要是处于和电力驱动式车辆1电连接的状态下,即使未搭载于电力驱动式车辆1上,也能够对蓄电池12进行充电。
发电装置11为发动机驱动式的发电装置。如图2所示,发电装置11具有发动机111、发电机112、和发电装置侧ECU(Electronic control unit:电子控制装置)113。发动机111对发电机112进行驱动,被驱动的发电机112产生交流电。而且产生的交流电在被充电至蓄电池12之前,通过未图示的整流电路而被整流为直流电。发电装置侧ECU113主要是为了对发动机111进行控制而设置。
蓄电池12为直流蓄电池,并且经由作为电力系统配线的高电压系统配线而以可拆装的方式和发电装置11电连接。而且,发电装置11发电的电力经由高电压系统配线而被充电至蓄电池12。在蓄电池12中,可以应用例如将多个额定电压DC12V的蓄电池以串联方式连接在一起的结构。电动机13为行驶驱动源,且为直流电动机。电动机13接受来自蓄电池12的电力供给,从而使输出轴14旋转。而且,其旋转输出经由变速器15而被传递至作为驱动轮的左右一对后轮2,其结果为,对后轮2进行驱动。如此,电力驱动式车辆1成为一种串联复合式的电力驱动式车辆。
电力驱动式车辆1除了作为驱动轮的左右一对后轮2外,还具有作为转向轮的左右一对前轮3、用于对前轮3进行手动转向的方向盘4、用于改变电动机13的电动机转数的加速踏板5、用于对车辆施加制动的制动踏板6以及制动单元7、鼓式制动器8,其中,所述鼓式制动器8在与制动踏板6被缆线接合的同时也被连接在制动单元7上,并且分别被设置在各个前轮2、各个后轮3上。在加速踏板5上,设置有加速开度传感器61,用于对加速踏板5的踩下量进行检测,在制动踏板6上,设置有制动开关62,用于对制动踏板6的踩下的有无进行检测。
并且,电力驱动式车辆1还具有外部充电装置20。外部充电装置20为,用于从外部电源40对蓄电池12进行电力充电的装置。此外,外部充电装置20被构成为,能够实施由电力线输送通信(PLC:Power Line Communication)而实现的通信,并且具有对是否连接有外部电源40进行判断的功能。外部充电装置20经由充电电缆30而与外部电源40连接。作为外部电源40,更具体而言可以使用例如100V电源、200V电源、或者快速充电设备。
并且,电力驱动式车辆1还具有钥匙开关71、并行充电请求开关72、快速充电请求开关73、和操作面板74。钥匙开关71为,可对是否运转电动机13进行选择的操作单元,且为用于实施运转请求的操作单元。并行充电请求开关72为,可对是否由外部电源40以及发电装置11对蓄电池12进行并行充电进行选择的操作单元,且为用于实施并行充电请求的操作单元。快速充电请求开关73为,可对并行充电时是否由发电装置11进行使发电量优先的发电进行选择的操作单元,且为用于实施快速充电请求的操作单元。操作面板74为,能够实施与蓄电池12的充电相关的各种设定的操作单元。该开关71、72以及73和操作面板74被设置在未图示的仪表板上。
并且,电力驱动式车辆1还具有作为第1控制装置的车辆侧ECU50。车辆侧ECU50具有,由未图示的CPU、ROM、RAM等组成的微电脑和输入输出电路。另外,相当于第2控制装置的发电装置侧ECU113也具有相同的结构。在车辆侧ECU50上,以可拆装的方式而电连接有发电装置11(更加具体而言,为发电装置侧ECU113)。关于该点,具体而言,车辆侧ECU50和发电装置11是经由作为控制系统配线的低电压系统配线而被连接在一起的。此外,在车辆侧ECU50上,除了电连接有电动机13等的各种控制对象外,还电连接有:加速开度传感器61、制动开关62,钥匙开关71、并行充电请求开关72、快速充电请求开关73、和操作面板74等的各种传感器、开关类部件。
并且,在车辆侧ECU50上,除了为了检测是否连接有外部电源40而连接有外部充电装置20外,还为了对蓄电池充电量进行检测而连接有蓄电池12。此外,在车辆侧ECU50上,还连接有用于对由外部电源40供给的电力进行检测的、未图示的电流计以及电压计。而且,车辆侧ECU50根据这些部件的检测值而对由外部电源40供给的电力进行检测。另外,外部电源40所能够供给的电流、外部电源40的电压、和外部电源40所能够供给的电力,例如可通过电力线输送通信而从外部电源40进行通知,也可通过其他方法被检测、通知。
ROM为,用于存储记载有供CPU实行的各种处理的程序和映射数据(mapdata)等的结构。CPU根据存储在ROM中的程序,而根据需要利用RAM的临时存储区域而实施处理,由此,在车辆侧ECU50和发电装置侧ECU113上,功能性地实现了各种控制单元、判断单元、检测单元和计算单元等。
例如在车辆侧ECU50中,功能性地实现了如下控制单元,即在由外部电源40供给的电力小于对蓄电池12可接受的电力W所设定的预定的阈值α时,所述控制单元允许由发电装置11对蓄电池12进行充电。
预定的阈值α为,用于根据外部电源40的电源能力,来决定是否允许并行充电的数值。预定的阈值α在本实施例中具体被设定为,大于通过100V电源而能够供给的电力,并且分别小于通过200V电源以及快速充电设备而能够供给的电力的数值。
而且,控制单元以如下方式而实现,即,在由外部电源40供给的电力小于预定的阈值α,并且并行充电请求开关72被操作为进行并行充电时(在有并行充电请求时),允许由发电装置11对蓄电池12进行充电。
此外,在车辆侧ECU50中,功能性地实现了管理单元,例如在对蓄电池12进行充电时,所述管理单元对被供给至蓄电池12的电力进行管理。
关于这一点,管理单元具体而言是以如下方式而实现的,即,在由外部电源40供给的电力和由发电装置11供给的电力中,至少对由发电装置11供给的电力进行管理。
当对由发电装置11供给的电力进行管理时,管理单元具体而言是以如下方式而实现的,即,按照发电装置11以及外部电源40的电源能力、和快速充电请求的有无,从而在能够以最大输出运转发动机111的快速充电动作点、或者能够以最佳耗油率运转发动机111的最佳耗油率动作点,实施用于运转发动机111的控制,或者实施用于运转发动机111的控制(以下,称为补电控制),从而对相当于蓄电池12可接受的电力W和由外部电源40所能够供给的电力的差的电力进行补电。
关于这一点,当进行所涉及的控制时,管理单元更具体而言是以如下方式而实现的,即,判断由外部电源40供给的电力、与在快速充电动作点运转发动机111时由发电装置11供给的电力之和(以下,称为第1和),是否小于蓄电池12可接受的电力W。
而且,在第1和小于蓄电池12可接受的电力W,并且有快速充电请求时,管理单元以如下方式实现,即,实施用于在快速充电动作点运转发动机111的控制。
另一方面,在第1和小于蓄电池12可接受的电力W,并且无快速充电请求时,管理单元以如下方式实现,即,实施用于在最佳耗油率动作点运转发动机111的控制。
此外,当第1和在蓄电池12可接受的电力W以上时,管理单元对以下内容进行判断,即,由外部电源40供给的电力、与在最佳耗油率动作点运转发动机111时由发电装置11供给的电力的和(以下,称为第2和),是否小于蓄电池12可接受的电力W。
而且,在第2和小于蓄电池12可接受的电力W,并且无快速充电请求时,管理单元以如下方式实现,即,实施用于在最佳耗油率动作点运转发动机111的控制。
另一方面,在第2和小于蓄电池12可接受的电力W,并且有快速充电请求时,管理单元以实施补电控制的方式而实现。
此外,当第2和在蓄电池12可接受的电力W以上时,管理单元以如下方式实现,即,不论快速充电请求的有无,均实施补电控制。
另外,管理单元也可以以如下方式实现,即,作为补电控制,例如当具有快速充电请求时,则在重视发电量的运转条件下实施用于运转发动机111的控制,并且当无快速充电请求时,则在重视耗油率的运转条件下实施用于运转发动机111的控制。
另一方面,在对由发电装置11供给的电力进行管理时,管理单元进一步以按照充电的经过来进行管理的方式而实现。例如,管理单元以如下方式实现,即,在蓄电池12的充电量已经大于设定值β(例如80%)时,停止发动机111的运转。此外,例如,管理单元还可以以如下方式实现,即,在成为了相对于完成蓄电池12的充电所需要的请求充电时间γ,利用由外部电源40供给的电力能够完成蓄电池12的充电的状态(以下,称为不需要并行充电的状态)时,停止发动机111。另一方面,在没有设定值β或者请求充电时间γ的设定的情况下,管理单元以如下方式实现,即,在完成了蓄电池12的充电时,停止发动机111。另外,设定值β或者请求充电时间γ可以通过操作面板74来进行设定。
接下来,使用图3以及图4所示的流程图对车辆侧ECU50所实施的动作进行说明。如图3所示,车辆侧ECU50对是否连接有外部电源40进行判断(步骤S1)。如果在步骤S1中判断为否定,则由于不需要特别的处理,因而结束本流程。另一方面,如果在步骤S1中判断为肯定,则车辆侧ECU50对由外部电源40供给的电力(外部电源能力)是否小于预定的阈值α进行判断(步骤S2)。如果在步骤S2中判断为否定,则车辆侧ECU50停止发动机111(步骤S11)。另外,此时发动机111也可以是已经停止的。在这种情况下,仅通过外部电源40对蓄电池12进行充电。
另一方面,如果在步骤S2中判断为肯定,则车辆侧ECU50对是否具有并行充电请求进行判断(步骤S3)。如果在步骤S3中判断为否定,则进入步骤S11。另一方面,如果在步骤S3中判断为肯定,则车辆侧ECU50对第1和是否小于蓄电池12可接受的电力W进行判断(步骤S4)。如果判断为肯定,则车辆侧ECU50对是否具有快速充电请求进行判断(步骤S5)。如果判断为肯定,则车辆侧ECU50在快速充电动作点运转发动机111(步骤S8)。另一方面,如果在步骤S5中判断为否定,则车辆侧ECU50在最佳耗油率动作点运转发动机111(步骤S9)。
另一方面,如果在步骤S4中判断为否定,则车辆侧ECU50对第2和是否小于蓄电池12可接受的电力W进行判断(步骤S6)。如果判断为肯定,则车辆侧ECU50对是否无快速充电请求进行判断(步骤S7)。如果判断为肯定,即无快速充电请求时,则车辆侧ECU50在最佳耗油率动作点运转发动机111(步骤S9)。另一方面,如果在步骤S6或者步骤S7中判断为否定,则车辆侧ECU50进行补电控制(步骤S10)。在电力驱动式车辆中,当进入步骤S8、S9或者步骤S10时,以此方式进行并行充电。
另一方面,当进行并行充电时,如图4所示,车辆侧ECU50进一步对是否有设定值β的设定进行判断(步骤S21)。如果判断为肯定,则车辆侧ECU50对蓄电池充电量(SOC)是否大于设定值β进行判断(步骤S22)。如果判断为肯定,则车辆侧ECU50停止发动机111(步骤S26)。另一方面,当在步骤S21或者步骤S22中判断为否定时,则车辆侧ECU50对是否具有请求充电时间γ的设定进行判断(步骤S23)。如果判断为肯定,则车辆侧ECU50对是否已成为不需要并行充电的状态进行判断(步骤S24)。是否已成为不需要并行充电的状态,能够根据例如蓄电池12可接受的电力W、由发电装置11以及外部电源40供给的电力、目前的蓄电池充电量、请求充电时间γ、和剩余的充电时间而进行判断。
如果在步骤S24中判断为肯定,则车辆侧ECU50停止发动机111(步骤S26)。另一方面,如果在步骤S23或者S24中判断为否定,则车辆侧ECU50对蓄电池12的充电是否已结束进行判断(步骤S25)。如果判断为否定,则返回到步骤S21。另一方面,如果在步骤S25中判断为肯定,则车辆侧ECU50停止发动机111(步骤S26)。
接下来,对电力驱动式车辆1的作用效果进行说明。在电力驱动式车辆1中,当由外部电源40供给的电力小于预定的阈值α时,允许由发电装置11对蓄电池12进行充电。因此,在电力驱动式车辆1中,能够通过发电装置11以及外部电源40的多个电源对蓄电池12进行充电。因此在电力驱动式车辆1中,即便在例如作为外部电源40而利用了可供给的电力较小的外部电源时,也能够进行更加迅速的蓄电池12的充电。
此外,在电力驱动式车辆1中,在还具有并行充电请求时,允许由发电装置11对蓄电池12进行充电。因此,在电力驱动式车辆1中,能够防止违反用户的意愿地由发电装置11对蓄电池12进行并行充电而造成的、不经济的充电。
此外,在电力驱动式车辆1中,根据在实施并行充电时发电装置11以及外部电源40的电源能力和快速充电请求的有无,从而在快速充电动作点或者最佳耗油率动作点对发动机111进行运转。因此,在电力驱动式车辆1中,在具有作为用户的请求的快速充电请求时,能够通过在快速充电动作点对发动机111进行运转从而实现更加快速的充电,而在没有快速充电请求时,能够通过在最佳耗油率动作点对发动机111进行运转从而实现经济性的充电。
此外,在电力驱动式车辆1中,即便在根据发电装置11以及外部电源40的电源能力,无法在快速充电动作点或者最佳耗油率动作点运转发动机111时,也能够通过实施补电控制来达成,通过并行充电而实现的、对蓄电池12的迅速充电。
此外,在电力驱动式车辆1中,当并行充电中蓄电池充电量大于设定值β时,使发动机111停止。因此,在电力驱动式车辆1中,对于用户来说,在可通过并行充电而将蓄电池快速地充电至最低限度的蓄电池充电量的同时,还可仅由外部电源40来对其以上的蓄电池充电量进行充电,由此,能够实现更加经济性的充电。
此外,在电力驱动式车辆1中,当在并行充电中变为不需要并行充电的状态时,使发动机111停止。因此,在电力驱动式车辆1中,能够防止出现在完成蓄电池12的充电时发电装置11实施了所需程度之上的发电的现象,由此也能够实现更加经济性的充电。
上述的实施例为本发明的优选实施例。但是,本发明并不限定于此,在不脱离本发明的技术思想的范围内,能够实施各种变形。
例如,在上述的实施例中,对电力驱动式车辆1为串联复合式的电力驱动式车辆的情况进行了说明。但是在本发明中并不必须限定于此,电力驱动式车辆也可以是,可由发动机和电动机共同对驱动轮进行驱动的、并联混合动力式的电力驱动式车辆。
此外,在上述的实施例中,对以可自由拆装的方式而搭载在电力驱动式车辆1上的发电装置11作为发电装置的情况进行了说明。但是在本发明中,并不必须限定于此,可对蓄电池进行充电的发电装置也可以是,例如以可自由拆装的方式而搭载在电力驱动式车辆上的发电装置以外的发电装置。
此外,在上述的实施例中,对以下情况进行了说明,即,预定的阈值α被设定为,大于通过100V电源所能够供给的电力且分别小于通过200V电源以及快速充电设备所能够供给的电力的数值。
但是在本发明中,并不必须限定于此,预定的阈值也可以被设定为,例如,大于200V电源所能够供给的电力且小于快速充电设备所能够供给的电力的数值。
关于这一点,蓄电池可接受的电力,也可以在快速充电设备所能够供给的电力以上,此时,预定的阈值也可以被设定为,在快速充电设备所能够供给的电力以上且蓄电池可接受的电力以下的数值。
此外,在上述的实施例中,对管理单元以对由发电装置11供给的电力进行管理的方式而实现的情况进行了说明。
但是在本发明中,并不必须限定于此,管理单元也可以进一步对由外部电源40供给的电力进行管理。关于这一点,管理单元具体而言也可以以如下方式而实现,例如,对由外部电源供给的电力和由发电装置供给的电力之间的电力分配进行管理。
此时,在例如由外部电源供给的电力的电费根据时间段而有所不同时,可以根据该电费的时间段信息,与电费较高的时间段相比,在电费较低的时间段使由外部电源供给的电力的比例增大,同时也据此而使由发电装置供给的电力的比例降低,其中也包括停止发动机的情况。
此外,在该情况下,可以根据例如发电装置中被用于发动机的燃料残余量,而在达到预定残余量时使由外部电源供给的电力的比例增大,同时也据此而使由发电装置供给的电力的比例降低,其中也包括停止发动机的情况。
此外,在这些情况下,当降低由发电装置供给的电力的比例时,例如可以在最佳耗油率动作点,运转在快速充电动作点运转着的发动机,或者停止在最佳耗油率动作点运转着的发动机。
此外,在上述的实施例中,通过车辆侧ECU50而被功能性地实现了的各种单元,也可以通过例如其他的电子控制装置或者专用的电路等的硬件或者这些构件的组合来实现。
Claims (3)
1.一种电力驱动式车辆,
其搭载有能够利用于行驶的蓄电池,并能够由外部电源对所述蓄电池进行充电,其中,
具有控制单元,在由所述外部电源供给的电力小于对所述蓄电池可接受的电力所设定的预定的阈值时,所述控制单元允许由可对所述蓄电池进行充电的发电装置对所述蓄电池充电。
2.如权利要求1所述的电力驱动式车辆,其中,
还具有操作单元,所述操作单元能够选择是否由所述外部电源以及所述发电装置对所述蓄电池进行并行充电,
在由所述外部电源供给的电力小于所述预定的阈值,并且所述操作单元被操作为进行所述并行充电时,所述控制单元允许由所述发电装置对所述蓄电池进行充电。
3.如权利要求1或者2所述的电力驱动式车辆,其中,
还具有管理单元,当对所述蓄电池进行充电时,所述管理单元在由所述外部电源供给的电力和由所述发电装置供给的电力中,至少对由所述发电装置供给的电力进行管理。
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CN102438853B CN102438853B (zh) | 2014-12-17 |
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EP (1) | EP2402204B1 (zh) |
JP (1) | JP4775522B2 (zh) |
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AU2011294451B2 (en) * | 2010-08-24 | 2016-08-25 | Sony Corporation | Transmitter apparatus, receiver apparatus, and communication system |
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JP5839697B2 (ja) | 2012-04-26 | 2016-01-06 | 日立建機株式会社 | 運行管理システム |
DE102013208078A1 (de) * | 2013-05-02 | 2014-11-06 | Robert Bosch Gmbh | Vorrichtung und Verfahren zum Betreiben einer Energiespeicheranordnung eines Kraftfahrzeuges |
USD827572S1 (en) | 2015-03-31 | 2018-09-04 | Ini Power Systems, Inc. | Flexible fuel generator |
US10030609B2 (en) | 2015-11-05 | 2018-07-24 | Ini Power Systems, Inc. | Thermal choke, autostart generator system, and method of use thereof |
JP2018033314A (ja) * | 2016-04-05 | 2018-03-01 | 三菱重工業株式会社 | 電気自動車及び充電装置 |
US10279695B2 (en) * | 2016-08-08 | 2019-05-07 | Hyundai Motor Company | Electric vehicle parallel charging method and apparatus |
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JPH10155205A (ja) | 1996-11-22 | 1998-06-09 | Yamaha Motor Co Ltd | 電動式車両 |
JPH10290533A (ja) * | 1997-04-14 | 1998-10-27 | Honda Motor Co Ltd | バッテリ充電システム |
JPH11178109A (ja) * | 1997-12-04 | 1999-07-02 | Toyota Motor Corp | ハイブリッド駆動装置 |
US6321707B1 (en) * | 1998-11-12 | 2001-11-27 | James Dunn | Multifunction auxiliary vehicle power and starter system |
JP4132382B2 (ja) * | 1999-04-09 | 2008-08-13 | 富士重工業株式会社 | 電気自動車のバッテリ充電装置 |
US7348760B2 (en) * | 2000-09-21 | 2008-03-25 | O2Micro International Limited | Power management topologies |
EP1377477B1 (en) * | 2001-04-05 | 2006-12-27 | Electrovaya Inc. | Energy storage device for loads having variable power rates |
JP2003004822A (ja) * | 2001-06-15 | 2003-01-08 | Matsushita Electric Ind Co Ltd | 電池電源装置 |
JP2003176748A (ja) * | 2001-12-11 | 2003-06-27 | Araco Corp | ハイブリッド車両 |
JP2004088979A (ja) * | 2002-08-29 | 2004-03-18 | Aichi Corp | 車両の充電作動制御装置 |
JP3896973B2 (ja) * | 2003-02-25 | 2007-03-22 | 株式会社デンソー | 車両用電気系の管理方法 |
US7240653B2 (en) * | 2005-10-31 | 2007-07-10 | Caterpillar Inc | System for assisting a main engine start-up |
CN101150259B (zh) * | 2006-09-18 | 2010-05-12 | 比亚迪股份有限公司 | 电动车充电系统 |
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JP2008270191A (ja) * | 2007-03-26 | 2008-11-06 | Yamaha Motor Co Ltd | 燃料電池システムおよびその運転方法 |
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CN102438853B (zh) | 2014-12-17 |
US20120091790A1 (en) | 2012-04-19 |
EP2402204A1 (en) | 2012-01-04 |
WO2011058630A1 (ja) | 2011-05-19 |
EP2402204B1 (en) | 2016-01-06 |
JPWO2011058630A1 (ja) | 2013-03-28 |
JP4775522B2 (ja) | 2011-09-21 |
EP2402204A4 (en) | 2014-03-05 |
US8872470B2 (en) | 2014-10-28 |
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