JPH0693892A - Hybrid automobile - Google Patents
Hybrid automobileInfo
- Publication number
- JPH0693892A JPH0693892A JP24366292A JP24366292A JPH0693892A JP H0693892 A JPH0693892 A JP H0693892A JP 24366292 A JP24366292 A JP 24366292A JP 24366292 A JP24366292 A JP 24366292A JP H0693892 A JPH0693892 A JP H0693892A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- motor
- battery
- output
- traveling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1415—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with a generator driven by a prime mover other than the motor of a vehicle
-
- 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
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、バッテリ電力で回転す
るモータを走行用の動力源とし、エンジンに結合した発
電機によりバッテリへの充電を行うようにしたハイブリ
ッド自動車に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle in which a motor rotating by battery power is used as a driving power source and a battery is charged by a generator connected to an engine.
【０００２】[0002]
【従来の技術】バッテリ電力で回転するモータとエンジ
ンに駆動される発電機とを搭載したハイブリッド自動車
として例えば特開昭５５−１５７９０１号が知られてい
る。2. Description of the Related Art For example, Japanese Patent Laid-Open No. 55-157901 is known as a hybrid vehicle equipped with a motor that is rotated by battery power and a generator that is driven by an engine.
【０００３】これは、バッテリ電力で回転するモータに
より走行する一方で、エンジンの運転により発電機から
バッテリへ充電するもので，バッテリの充電量が所定の
下限値を下回ると、エンジンを起動して発電機からバッ
テリへ充電し、充電量が所定の上限値に達するとエンジ
ンを停止するように構成されている。This is to charge the battery from the generator by the operation of the engine while running by a motor that rotates with battery power. When the charged amount of the battery falls below a predetermined lower limit value, the engine is started. It is configured to charge the battery from the generator and stop the engine when the charged amount reaches a predetermined upper limit value.
【０００４】[0004]
【発明の課題】ところが、このハイブリッド自動車にお
いては、運転中のエンジンは車両の走行状態に関係なく
常に定格出力に維持されるので、エンジンの運転が行わ
れている限り、低速走行時や停止時であっても高速走行
時と同量の排気ガスが排出される。However, in this hybrid vehicle, the engine in operation is always maintained at the rated output regardless of the running state of the vehicle. Therefore, as long as the engine is operating, the engine is running at low speed or at a stop. However, the same amount of exhaust gas as during high-speed driving is emitted.
【０００５】そのため、このハイブリッド自動車の場合
にはハイドロカーボン（ＨＣ）等の有害成分の排出量を
高速走行時を含めた総量として減少させる効果はあるも
のの、低速走行が多い都市部での環境改善効果は限られ
たものとなっていた。Therefore, in the case of this hybrid vehicle, although it has the effect of reducing the emission of harmful components such as hydrocarbons (HC) as a total amount including during high-speed traveling, it improves the environment in urban areas where low-speed traveling is common. The effect was limited.
【０００６】また、このハイブリッド自動車におけるエ
ンジンの運転と停止は走行状態とは無関係に行われるた
めに、例えば低速走行中や停止状態のように負荷が小さ
い時にエンジンが定格運転を行っていたり、加速時や登
坂時などの高負荷時でもエンジンが停止しているといっ
た状況が発生しやすく、エンジンを直接の動力源とする
通常の自動車のエンジン音に慣れたドライバにとって違
和感を感じやすいという問題もあった。Further, since the operation and stop of the engine in this hybrid vehicle are performed independently of the running state, the engine is operating at the rated operation or accelerating when the load is small such as during low speed running or in the stopped state. There is also a problem that the engine is likely to stop even when the engine is under heavy load, such as when driving uphill or climbing a slope, and it is easy for a driver who is accustomed to the engine sound of a normal car that uses the engine as a direct power source to feel uncomfortable. It was
【０００７】本発明は、上記問題点を解決すべくなされ
たもので、ハイブリッド自動車におけるエンジンの運転
を走行負荷に対応させることを目的とする。The present invention has been made to solve the above problems, and an object thereof is to make the operation of an engine in a hybrid vehicle correspond to a running load.
【０００８】[0008]
【課題を達成するための手段】請求項１の発明は、走行
動力用のモータと、モータに電力を供給するバッテリ
と、バッテリに充電する発電機と、発電機を回転駆動す
るエンジンとを備えたハイブリッド自動車において、モ
ータの消費電力を検出する手段と、検出手段が検出した
モータの消費電力に基づきエンジンの出力を制御する手
段とを備えている。The invention of claim 1 comprises a motor for traveling power, a battery for supplying electric power to the motor, a generator for charging the battery, and an engine for rotationally driving the generator. The hybrid vehicle includes means for detecting the power consumption of the motor and means for controlling the output of the engine based on the power consumption of the motor detected by the detection means.
【０００９】また、請求項２の発明は、走行動力用のモ
ータと、モータに電力を供給するバッテリと、バッテリ
に充電する発電機と、発電機を回転駆動するエンジンと
を備えたハイブリッド自動車において、走行速度を検出
する手段と、検出手段が検出した走行速度に基づきエン
ジンの出力を制御する手段とを備えている。According to a second aspect of the present invention, there is provided a hybrid vehicle including a motor for traveling power, a battery for supplying electric power to the motor, a generator for charging the battery, and an engine for rotationally driving the generator. A means for detecting the traveling speed and a means for controlling the output of the engine based on the traveling speed detected by the detecting means are provided.
【００１０】[0010]
【作用】請求項１の発明にあっては、走行動力源である
モータの消費電力は自動車の走行状態に対応して変化す
るので、消費電力に基づいてエンジン出力を制御するこ
とにより、走行負荷に対応したエンジンの運転が行われ
る。According to the invention of claim 1, since the power consumption of the motor, which is the power source for traveling, changes in accordance with the traveling state of the automobile, the engine output is controlled based on the power consumption, so that the traveling load is reduced. The engine operation corresponding to is performed.
【００１１】また、請求項２の発明にあっては、走行速
度に基づきエンジン出力を制御することによって、走行
負荷に対応したエンジンの運転が行える。According to the second aspect of the present invention, the engine output can be controlled based on the traveling speed, so that the engine can be operated according to the traveling load.
【００１２】[0012]
【実施例】図１〜図４に本発明の実施例を示す。1 to 4 show an embodiment of the present invention.
【００１３】図１はハイブリッド自動車の動力機構の構
成を示す。この自動車は走行動力源としてモータ５を備
え、このモータ５にバッテリ１から電流を供給する一
方、発電機２の運転によりバッテリ１に充電する。バッ
テリ１とモータ５の間には３相交流に変換するインバー
タ６が介装される。FIG. 1 shows the structure of the power mechanism of a hybrid vehicle. This motor vehicle is equipped with a motor 5 as a driving power source, and a current is supplied from the battery 1 to the motor 5, while the battery 1 is charged by the operation of the generator 2. An inverter 6 that converts three-phase alternating current is provided between the battery 1 and the motor 5.
【００１４】発電機２はエンジン３に直結し、エンジン
３の運転に応じて発電を行う。発電機２は電機子２ａ，
界磁コイル２ｂ，励磁器２ｃ，回転整流器２ｄ及び自動
電圧調整器（ＡＶＲ）２ｅなどで構成された交流発電器
であり、全波整流器４を介してバッテリ１に接続され
る。The generator 2 is directly connected to the engine 3 and generates power according to the operation of the engine 3. The generator 2 has an armature 2a,
The AC generator is composed of a field coil 2b, an exciter 2c, a rotary rectifier 2d, an automatic voltage regulator (AVR) 2e, etc., and is connected to the battery 1 via a full-wave rectifier 4.
【００１５】エンジン３の運転は出力制御手段としての
スロットル開度指令部９とスロットル位置制御部１０に
よりスロットルアクチュエータ１２を介して制御され
る。The operation of the engine 3 is controlled via a throttle actuator 12 by a throttle opening command section 9 and a throttle position control section 10 as output control means.
【００１６】エンジン３にはスロットル開度を検出する
スロットル開度センサ１１が取り付けられ、このスロッ
トル開度センサ１１の検出した開度信号がスロットル位
置制御部１０に入力される。A throttle opening sensor 11 for detecting the throttle opening is attached to the engine 3, and an opening signal detected by the throttle opening sensor 11 is input to the throttle position control section 10.
【００１７】モータ５の消費電力を検出する手段とし
て、バッテリ１とインバータ６の間の電流の平均値を検
出して目標電流演算部１４に入力する消費電流検出部８
が設けられる。目標電流演算部１４は消費電流検出部８
の検出電流平均値に所定のゲインＫ（１＞Ｋ）を乗じて
目標電流を演算し、目標電流信号をスロットル開度指令
部９に入力する。As a means for detecting the power consumption of the motor 5, a current consumption detector 8 for detecting the average value of the current between the battery 1 and the inverter 6 and inputting it to the target current calculator 14.
Is provided. The target current calculator 14 is the consumed current detector 8
The target current is calculated by multiplying the average value of the detected current of (1) by a predetermined gain K (1> K), and the target current signal is input to the throttle opening command unit 9.
【００１８】また、全波整流器４とバッテリ１の間の充
電電流を検出する充電電流検出部１３が設けられ、検出
された充電電流信号がスロットル開度指令部９に入力さ
れる。A charging current detector 13 for detecting the charging current between the full-wave rectifier 4 and the battery 1 is provided, and the detected charging current signal is input to the throttle opening commander 9.
【００１９】スロットル開度指令部９は目標電流演算部
１４から入力される目標電流信号と充電電流検出部１３
から入力される充電電流信号とに基づいてスロットル位
置制御部１０に開度指令信号を出力する。具体的には図
２のフローチャートに示すように、目標電流信号が充電
電流信号より大きい時は、スロットル開度を小さくする
開度指令信号をスロットル位置制御部１０に出力し（Ｓ
２，Ｓ３）、目標電流信号が充電電流信号より小さい時
はスロットル開度を大きくする開度指令信号をスロット
ル位置制御部１０に出力する（Ｓ２，Ｓ４）。そして、
この動作を目標電流信号と充電電流信号とが等しくなる
まで繰り返す（Ｓ１）。The throttle opening commanding section 9 includes a target current signal input from the target current calculating section 14 and a charging current detecting section 13.
An opening command signal is output to the throttle position control unit 10 based on the charging current signal input from the. Specifically, as shown in the flowchart of FIG. 2, when the target current signal is larger than the charging current signal, an opening command signal for reducing the throttle opening is output to the throttle position control unit 10 (S
2, S3), when the target current signal is smaller than the charging current signal, an opening command signal for increasing the throttle opening is output to the throttle position control unit 10 (S2, S4). And
This operation is repeated until the target current signal and the charging current signal become equal (S1).
【００２０】スロットル位置制御部１０はスロットル開
度指令部９が出力する開度指令信号と、スロットル開度
センサ１１の検出する開度信号とが一致するようにスロ
ットルアクチュエータ１２を介してエンジン３のスロッ
トル開度を制御する。The throttle position controller 10 controls the engine 3 via the throttle actuator 12 so that the opening command signal output by the throttle opening commander 9 and the opening signal detected by the throttle opening sensor 11 coincide with each other. Control the throttle opening.
【００２１】次に作用を説明する。Next, the operation will be described.
【００２２】図３はバイブリッド自動車の走行速度
（ａ）と走行に伴う消費電力（ｂ）と発電機出力
（ｃ），（ｄ）を対比させたグラフであり、（ｄ）はこ
の実施例のハイブリッド自動車を、（ｃ）は従来のハイ
ブリット自動車を示す。横軸はいずれも時間経過を示
し、ｔ2以前はほぼ一定した高速による郊外の走行状態
を、ｔ2以降は低速で加減速や停止を数多く含む都市部
の走行状態を示す。FIG. 3 is a graph in which the traveling speed (a) of the hybrid vehicle, the power consumption (b) associated with traveling, and the generator outputs (c) and (d) are compared with each other. (C) shows a conventional hybrid vehicle. The horizontal axis indicates the passage of time in each case, and shows the running state in the suburbs at a substantially constant high speed before t 2 and the running state in the urban area including many acceleration / deceleration and stop at a low speed after t 2 .
【００２３】消費電力は郊外の走行ではほぼ一定である
が、都市部では加速時に瞬間的に大電力を消費し、減速
時にはエネルギー回生が行われるという具合に消費電力
が大きく変動する。Although the power consumption is substantially constant in the suburbs, the power consumption fluctuates greatly in the urban area such that large power is consumed instantaneously during acceleration and energy regeneration is performed during deceleration.
【００２４】これに対して、この実施例では走行中はエ
ンジン３と発電機２を常時運転してバッテリ３へ充電
し、目標電流量と充電電流量とが一致するようにスロッ
トル開度指令部９がエンジン３のスロットル開度を制御
する。この場合の目標電流値は消費電流検出部８が検出
した平均電流にゲインＫを乗じたものであるため、都市
部におけるようにバッテリ１の消費電力が急変する場合
でも目標電流値は急変せずに走行速度にほぼ比例して変
化する。On the other hand, in this embodiment, the engine 3 and the generator 2 are constantly operated to charge the battery 3 while the vehicle is running, and the throttle opening command unit is set so that the target current amount and the charging current amount match. 9 controls the throttle opening of the engine 3. Since the target current value in this case is obtained by multiplying the average current detected by the consumption current detection unit 8 by the gain K, the target current value does not change suddenly even when the power consumption of the battery 1 changes suddenly as in an urban area. Changes almost in proportion to the traveling speed.
【００２５】その結果、低速走行や停止状態の多い都市
部ではエンジン３の出力は小さく抑えられ、排気ガスの
排出量やエンジン３の運転による騒音を少なく抑えるこ
とができる。As a result, the output of the engine 3 can be suppressed to a low level in urban areas where low-speed running or a large number of stopped states occur, and exhaust gas emissions and noise due to the operation of the engine 3 can be suppressed to a low level.
【００２６】一方、一定速度での高速走行が中心となる
郊外の走行においてはエンジン３の出力が大きくなり、
排気ガスの排出量やエンジン３の運転による騒音も増加
するが、走行に伴う消費電流よりも充電電流の方が少な
いために、エンジンを直接の走行動力とする従来の自動
車に比べると、排気ガスも騒音も依然として低いレベル
に維持される。On the other hand, the output of the engine 3 becomes large when driving in the suburbs where high-speed running at a constant speed is the center,
Exhaust gas emissions and noise due to the operation of the engine 3 also increase, but since the charging current is smaller than the current consumption associated with traveling, exhaust gas emission is lower than that of a conventional vehicle that uses the engine as its direct driving power. And noise is still maintained at a low level.
【００２７】また、このように走行速度に比例してエン
ジン３の出力が変化することにより、従来の自動車に近
似した運転感覚のもとで運転を行うことができる。Further, by changing the output of the engine 3 in proportion to the traveling speed in this way, it is possible to drive under a driving feeling similar to that of a conventional automobile.
【００２８】これに対して、従来のハイブリッド自動車
においては図３の（ｃ）に示すようにバッテリが一定以
上の充電量にあれば、エンジンは運転を停止したままバ
ッテリ放電のみで電力需要を賄い、時間ｔ1で充電量が
一定値を下回るとエンジンと発電機を始動して定格出力
での運転を行う。つまり、都市部を低速で走行中やある
いは停止中であっても充電量が少ない時はエンジンの定
格出力運転が行われ、その場合には排気ガスの排出量と
エンジン騒音も相当に高いレベルに達することになる。On the other hand, in the conventional hybrid vehicle, as shown in FIG. 3 (c), if the battery has a charged amount above a certain level, the engine can stop the operation and only the battery is discharged to meet the power demand. When the charged amount falls below a certain value at time t 1 , the engine and the generator are started to operate at the rated output. In other words, the rated output operation of the engine is performed when the amount of charge is low even when driving in urban areas at low speed or when stopped, in which case exhaust gas emissions and engine noise are also at a considerably high level. Will be reached.
【００２９】なお、図４に示すように、消費電流検出部
８に代えて車速センサ７を使用し、車速センサ７が検出
する走行速度に目標車速演算部１４がゲインＫを乗じる
ことで目標電流を演算することも可能である。As shown in FIG. 4, the vehicle speed sensor 7 is used in place of the consumption current detecting section 8, and the target vehicle speed calculating section 14 multiplies the gain K by the traveling speed detected by the vehicle speed sensor 7 to obtain the target current. It is also possible to calculate
【００３０】ただし、平坦路より走行負荷が大きい登り
坂でこのように車速に応じてスロットル開度を制御する
と充電量が消費電流量を大幅に下回り、長い坂道では充
電不足になる恐れがある。したがって、このような場合
には例えば車体の傾斜角度を検出して、傾斜角度に応じ
て目標電流演算部１４に設定されたゲインＫの値を補正
することが望ましい。However, when the throttle opening is controlled according to the vehicle speed on an uphill where the running load is larger than on a flat road, the charge amount is significantly lower than the current consumption amount, and there is a risk of insufficient charge on long slopes. Therefore, in such a case, for example, it is desirable to detect the lean angle of the vehicle body and correct the value of the gain K set in the target current calculation unit 14 according to the lean angle.
【００３１】また、このゲインＫを決定する場合には、
エンジン３の燃料がなくなると同時にバッテリ１が完全
放電するように設定するのが良いが、例えばバッテリ液
の比重などからバッテリ充電量を検出し、検出した充電
料に基づきゲインＫを補正するようにしても良い。When determining the gain K,
It is preferable to set the battery 1 to be completely discharged at the same time when the engine 3 runs out of fuel. For example, the amount of battery charge is detected from the specific gravity of the battery fluid, and the gain K is corrected based on the detected charge. May be.
【００３２】[0032]
【発明の効果】以上のように、請求項１記載の発明のハ
イブリッド自動車はモータの消費電流量または車速に応
じてエンジン出力を制御するので、低速走行時や停止状
態ではエンジン出力が絞られる。このため、このような
走行条件の多い都市部において排気ガスや騒音の発生を
特に少なく抑えることができ、環境汚染の防止に好まし
い効果がある。As described above, in the hybrid vehicle according to the first aspect of the present invention, the engine output is controlled according to the amount of current consumed by the motor or the vehicle speed. Therefore, the engine output is throttled when the vehicle is running at low speed or stopped. Therefore, the generation of exhaust gas and noise can be suppressed to a particularly low level in urban areas where there are many such traveling conditions, and there is a favorable effect in preventing environmental pollution.
【００３３】また、請求項２記載の発明のハイブリッド
自動車は車速に対応してエンジン出力が制御されるため
に、エンジン音はエンジンを直接の走行動力とする従来
の自動車に近くなり、ハイブリッド自動車を運転する際
に感じる違和感を解消することができる。Further, since the engine output of the hybrid vehicle according to the second aspect of the present invention is controlled in accordance with the vehicle speed, the engine sound is close to that of a conventional vehicle using the engine as a direct driving power, and the hybrid vehicle is It is possible to eliminate the discomfort felt when driving.
【図１】本発明の実施例を示すハイブリッド自動車の動
力装置のブロック図である。FIG. 1 is a block diagram of a power unit for a hybrid vehicle showing an embodiment of the present invention.
【図２】スロットル開度指令部の動作を説明するフロー
チャートである。FIG. 2 is a flowchart illustrating an operation of a throttle opening command unit.
【図３】車速と消費電力と発電機出力との関係を説明す
るグラフである。FIG. 3 is a graph illustrating the relationship between vehicle speed, power consumption, and generator output.
【図４】別の実施例を示すハイブリッド自動車の動力装
置のブロック図である。FIG. 4 is a block diagram of a power unit of a hybrid vehicle showing another embodiment.
１ バッテリ ２ 発電機 ３ エンジン ５ モータ ７ 車速センサ ８ 消費電流検出部 ９ スロットル開度指令部 １０ スロットル位置制御部 1 Battery 2 Generator 3 Engine 5 Motor 7 Vehicle Speed Sensor 8 Current Consumption Detection Section 9 Throttle Opening Command Section 10 Throttle Position Control Section
───────────────────────────────────────────────────── フロントページの続き (72)発明者 熊倉 弘隆 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 (72)発明者 石井 光教 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 (72)発明者 兼先 伸和 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 (72)発明者 杉本 正毅 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hirotaka Kumakura 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Mitsunori Ishii 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Inventor Shinwa No. 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan Motor Co., Ltd. (72) Masaki Sugimoto 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd.
Claims (2)
供給するバッテリと、バッテリに充電する発電機と、発
電機を回転駆動するエンジンとを備えたハイブリッド自
動車において、モータの消費電力を検出する手段と、検
出手段が検出したモータの消費電力に基づきエンジンの
出力を制御する手段とを備えたことを特徴とするハイブ
リッド自動車。1. A hybrid vehicle equipped with a motor for traveling power, a battery for supplying electric power to the motor, a generator for charging the battery, and an engine for rotationally driving the generator to detect power consumption of the motor. And a means for controlling the output of the engine based on the power consumption of the motor detected by the detection means.
供給するバッテリと、バッテリに充電する発電機と、発
電機を回転駆動するエンジンとを備えたハイブリッド自
動車において、走行速度を検出する手段と、検出手段が
検出した走行速度に基づきエンジンの出力を制御する手
段とを備えたことを特徴とするハイブリッド自動車。2. A means for detecting a traveling speed in a hybrid vehicle including a motor for traveling power, a battery for supplying electric power to the motor, a generator for charging the battery, and an engine for rotationally driving the generator. And a means for controlling the output of the engine based on the traveling speed detected by the detection means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24366292A JP2943526B2 (en) | 1992-09-11 | 1992-09-11 | Hybrid car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24366292A JP2943526B2 (en) | 1992-09-11 | 1992-09-11 | Hybrid car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0693892A true JPH0693892A (en) | 1994-04-05 |
| JP2943526B2 JP2943526B2 (en) | 1999-08-30 |
Family
ID=17107142
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24366292A Expired - Fee Related JP2943526B2 (en) | 1992-09-11 | 1992-09-11 | Hybrid car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2943526B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0718950A2 (en) | 1994-12-22 | 1996-06-26 | Toyota Jidosha Kabushiki Kaisha | Generator controller used in hybrid electric vehicle |
| JP2015166220A (en) * | 2014-03-04 | 2015-09-24 | マツダ株式会社 | Hybrid vehicle controller |
| CN110979299A (en) * | 2019-09-30 | 2020-04-10 | 苏州益高电动车辆制造有限公司 | Hybrid electric vehicle, control method, computer device and readable storage medium |
-
1992
- 1992-09-11 JP JP24366292A patent/JP2943526B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0718950A2 (en) | 1994-12-22 | 1996-06-26 | Toyota Jidosha Kabushiki Kaisha | Generator controller used in hybrid electric vehicle |
| EP0718950A3 (en) * | 1994-12-22 | 1997-03-05 | Toyota Motor Co Ltd | Generator controller used in hybrid electric vehicle |
| US5804947A (en) * | 1994-12-22 | 1998-09-08 | Toyota Jidosha Kabushiki Kaisha | Generator controller used in hybrid electric vehicle |
| JP2015166220A (en) * | 2014-03-04 | 2015-09-24 | マツダ株式会社 | Hybrid vehicle controller |
| CN110979299A (en) * | 2019-09-30 | 2020-04-10 | 苏州益高电动车辆制造有限公司 | Hybrid electric vehicle, control method, computer device and readable storage medium |
| CN110979299B (en) * | 2019-09-30 | 2024-02-23 | 苏州益高电动车辆制造有限公司 | Hybrid electric vehicle, control method, computer device, and readable storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2943526B2 (en) | 1999-08-30 |
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