WO2007126038A1 - 負荷駆動装置、それを備えた車両、および負荷駆動装置の制御方法 - Google Patents
負荷駆動装置、それを備えた車両、および負荷駆動装置の制御方法 Download PDFInfo
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- WO2007126038A1 WO2007126038A1 PCT/JP2007/059143 JP2007059143W WO2007126038A1 WO 2007126038 A1 WO2007126038 A1 WO 2007126038A1 JP 2007059143 W JP2007059143 W JP 2007059143W WO 2007126038 A1 WO2007126038 A1 WO 2007126038A1
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- Prior art keywords
- voltage
- power storage
- storage device
- internal combustion
- combustion engine
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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
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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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
- 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
- B60L15/2045—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 optimising the use of energy
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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
- 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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- 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
- 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
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
- F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0885—Capacitors, e.g. for additional power supply
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0888—DC/DC converters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
- F02N2200/046—Energy or power necessary for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/061—Battery state of charge [SOC]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/064—Battery temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2300/00—Control related aspects of engine starting
- F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
- F02N2300/104—Control of the starter motor torque
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
- H02P2201/09—Boost converter, i.e. DC-DC step up converter increasing the voltage between the supply and the inverter driving the motor
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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 load driving device, a vehicle including the load driving device, and a control method of the load driving device.
- the present invention relates to a load drive device, a vehicle including the load drive device, and a control method of the load drive device, and more particularly to control of a load drive device that drives a rotating electrical machine that can start an internal combustion engine.
- Japanese Laid-Open Patent Publication No. 2 0 0 5-2 3 7 1 4 9 discloses a power supply device for a vehicle.
- the vehicle power supply device includes a battery, a boost converter, and a starter unit for starting the engine.
- the battery, boost converter, and starter unit are connected to a power supply line that supplies a power supply voltage for the electric load.
- the boost converter When the boost converter is not operating, the output voltage of the battery is supplied to the power supply line, and when the boost converter is operating, the voltage boosted by the boost converter is supplied.
- the boost converter operates intermittently according to the operation cycle of the starter unit. That is, in this vehicle power supply device, when the engine is started by the starter unit, the voltage supplied to the starter unit is boosted by the boost converter.
- an object of the present invention is a load driving device including a booster device, which reduces power loss and engine. It is providing the load drive device which can ensure the starting electric power, and a vehicle provided with the same.
- Another object of the present invention is to provide a control method for a load drive device including a booster device, which can reduce power loss and secure engine starting power.
- the load driving device is a load driving device capable of driving a rotating electrical machine having a rotating shaft connected to an output shaft of an internal combustion engine, and includes a power storage device, a boosting device, a driving device, and a control Device.
- the booster is configured to boost the voltage from the power storage device.
- the drive device receives the output voltage from the boost device and drives the rotating electrical machine.
- the control device controls the boost device.
- the control device controls the booster so as to limit the voltage boost rate by the booster to a specified value or less when the rotary electric machine is driven to start the internal combustion engine.
- the specified value is determined so that the output voltage from the booster is substantially equal to the voltage from the power storage device.
- control device stops the booster when starting the internal combustion engine.
- control device controls the boost device to limit the voltage boost rate to a specified value or less when the output power of the power storage device is smaller than the threshold value.
- the threshold value is determined based on electric power required to start the internal combustion engine by the rotating electric machine.
- the control device controls the boost device so as to limit the voltage increase + pressure ratio to a specified value or less.
- control device controls the boost device to limit the voltage boost rate to a specified value or less when the temperature of the internal combustion engine is lower than the specified temperature.
- the power storage device includes a lithium ion secondary battery.
- the vehicle includes an internal combustion engine, a rotating electrical machine having a rotating shaft connected to the output shaft of the internal combustion engine, and any one of the load driving devices described above that can drive the rotating electrical machine. .
- the control method for the load driving device is a control method for the load driving device capable of driving the rotating electrical machine having the rotation shaft connected to the output shaft of the internal combustion engine.
- Load The moving device includes a power storage device, a booster device, and a driving device.
- the booster is configured to be able to boost the negative pressure from the power storage device.
- the drive device receives the output voltage from the boost device and drives the rotating electrical machine.
- the control method includes a step of determining whether or not it is requested to start the internal combustion engine by driving the rotating electrical machine, and if it is determined that the start of the internal combustion engine is requested, the voltage boosting by the boosting device is performed. Limiting the rate below a specified value.
- the specified value is determined so that the output voltage is substantially equal to the voltage from the power storage device.
- the boosting device is stopped.
- the method for controlling the load driving device further includes a step of determining whether or not the output power of the power storage device is smaller than a threshold value.
- the voltage boost rate is limited to a specified value or less.
- the threshold value is determined based on the electric power required to start the internal combustion engine by the rotating electrical machine.
- the method further includes the step of determining whether or not the temperature of the power storage device is lower than a specified temperature. When it is determined that the temperature of the power storage device is lower than the specified temperature, in the step of limiting the voltage boost rate, the voltage boost rate is limited to a specified value or less.
- the method further includes a step of determining whether or not the temperature of the internal combustion engine is lower than a specified temperature. When it is determined that the temperature of the internal combustion engine is lower than the specified temperature, in the step of limiting the voltage boost rate, the voltage boost rate is limited to a specified value or less.
- the voltage boosting rate by the boosting device is limited to a specified value or less, so that the output voltage from the boosting device can be suppressed.
- the loss in the boost device is reduced, and the loss in the drive device that receives the output voltage from the boost device is also reduced.
- the present invention sufficient electric power required for starting the internal combustion engine can be ensured.
- the output of the power storage device is significantly reduced, and Even at extremely low temperatures where the cranking resistance of the internal combustion engine increases, it is possible to secure the electric power necessary for starting the internal combustion engine.
- the power storage device can be reduced in size.
- FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of a vehicle on which a load driving apparatus according to Embodiment 1 of the present invention is mounted.
- Fig. 2 is a functional block diagram of ECU shown in Fig. 1.
- FIG. 3 is a diagram showing the relationship between the temperature of the power storage device and the output.
- FIG. 4 is a diagram showing the relationship between the SOC and the output of the power storage device.
- FIG. 5 is a flowchart for explaining the control structure of the engine start control unit shown in FIG.
- FIG. 6 is a detailed functional block diagram of the converter control unit shown in FIG.
- FIG. 7 is a flowchart for illustrating control of the boost converter at the time of engine start in the second embodiment.
- FIG. 8 is a flowchart for explaining the control of the boost converter at the time of engine start in the third embodiment.
- FIG. 9 is a flowchart for explaining the control of the boost converter at the time of starting the engine in the fourth embodiment.
- FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of a vehicle on which a load driving apparatus according to Embodiment 1 of the present invention is mounted.
- this hybrid vehicle 100 includes wheels 2, a power split mechanism 3, an engine 4, and motor generators MG 1 and MG 2.
- the hybrid vehicle 1 0 0 includes a power storage device B, a boost converter 1 0, inverters 2 0 and 3 0, and a capacitor C 1, C 2, power lines PL 1, PL 2, ground line SL, electronic control unit (hereinafter also referred to as “ECU”) 60, voltage sensors 70, 72, 74, current Sensors 76, 78, and 80 and temperature sensors 82 and 84 are further provided.
- ECU electronice control unit
- Power split device 3 is coupled to engine 4 and motor generators MG 1 and MG 2 to distribute power between them.
- a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier and a ring gear can be used. These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG 1 and MG 2, respectively.
- the engine 4 and the motor generators MG1 and MG2 can be mechanically connected to the power split mechanism 3 by passing the crankshaft of the engine 4 through the center of the rotor of the motor generator MG1.
- the rotating shaft of motor generator MG 2 is coupled to wheel 2 by a reduction gear and an operating gear (not shown). Further, a reduction gear for the rotating shaft of motor generator MG 2 may be further incorporated in power split device 3.
- the motor generator MG 1 operates as an electric motor that can start the engine 4, and operates as a generator that can generate electric power using the power of the engine 4 after the engine 4 starts.
- the power storage device B is a DC power source that can be charged and discharged, and is composed of, for example, a secondary battery such as nickel metal hydride ion. Power storage device B supplies DC power to power supply line PL 1. Power storage device B is charged by receiving DC power output from boost converter 10 to power line 1 PL 1.
- Voltage sensor 70 detects voltage VB of power storage device B, and detects the detected voltage VB.
- Current sensor 80 detects current IB input / output to power storage device B, and outputs the detected current IB to ECU 60.
- Temperature sensor 82 detects temperature TB of power storage device B, and outputs the detected temperature TB to ECU 60.
- the current sensor 80 may be provided in the power supply line PL1.
- Capacitor C 1 is connected between power supply line PL 1 and ground line SL, and smoothes voltage fluctuations between power supply line PL 1 and ground line SL.
- the voltage sensor 72 detects the voltage VL across the capacitor C 1 and outputs the detected voltage VL to the ECU60.
- Boost converter 10 includes n p n-type transistors Q 1 and Q 2 and diode D 1
- n p n-type transistors Q 1 and Q 2 are connected in series between the power line PL 2 and the ground line SL.
- the diodes Dl and D2 are connected in antiparallel to the npn transistors Q1 and Q2, respectively.
- the rear tuttle L is connected between the power supply line PL 1 and the connection point of the n pn transistors Q l and Q 2.
- Boost converter 10 boosts the voltage of power supply line PL 1 based on signal PWC from ECU 60 and outputs the boosted voltage to power supply line PL 2. More specifically, the boost converter 10 accumulates the current that flows when the npn transistor Q 2 is turned on as magnetic field energy in the reactor L, and the accumulated energy via the diode D 1 when the npn transistor Q 2 is turned off. Is boosted to the power line PL 2.
- the power accumulation in reactor L by increasing the on-duty of the np n-type transistor Q 2 is increased, it is possible to obtain a higher voltage output.
- increasing the on-duty of the npn transistor Q 1 decreases the voltage of the power line PL 2. Therefore, by controlling the duty ratio of the n ⁇ n-type transistors Q 1 and Q 2, the voltage of the power supply line PL 2 can be controlled to an arbitrary voltage equal to or higher than the voltage of the power supply line PL 1.
- Capacitor C 2 is connected between power line PL 2 and ground line S L, and smoothes voltage fluctuations between power line P L 2 and ground line S L.
- the voltage sensor 74 detects the voltage VH across the capacitor C 2 and outputs the detected voltage VH to the ECU60.
- Inverters 20 and 30 are provided corresponding to motor generators MG 1 and MG 2, respectively.
- Inverter 20 drives motor generator MG 1 in the power line mode or the regeneration mode based on signal PWI 1 from ECU 60.
- Invar The motor 30 drives the motor generator MG 2 in the power line mode or the regeneration mode based on the signal PWI 2 from the ECU 60.
- Current sensor 76 detects motor current MCRT 1 flowing through motor generator MG 1 and outputs the detected motor current MCRT 1 to ECU 60.
- Current sensor 78 detects motor current MCRT 2 flowing through motor generator MG 2 and outputs the detected motor current MCRT 2 to ECU 60.
- the temperature sensor 84 detects the temperature TE of the engine 4 and outputs the detected temperature TE to the ECU 60.
- the temperature sensor 84 may detect the temperature of the engine 4 by detecting the coolant temperature of the engine 4.
- ECU 60 receives voltages VL and VH from voltage sensors 72 and 74, respectively, and receives motor currents MCRT1 and MCRT2 from current sensors 76 and 78, respectively.
- ECU 60 receives torque command values TR 1 and TR 2 of motor generators MG 1 and MG 2 and motor rotational speeds MRN 1 and MRN 2 from an external ECU (not shown). Further, ECU 60 receives voltage VB, current IB, and temperature TB from voltage sensor 70, current sensor 80, and temperature sensor 82, respectively, and receives temperature TE from temperature sensor 84.
- ECU 60 Based on these signals, ECU 60 generates signals PWC, PW I 1 and PW I 2 for driving boost converter 10 and motor generators MG 1 and MG 2, respectively.
- PWI1 and PWI2 are output to boost converter 10 and inverters 20 and 30, respectively.
- FIG. 2 is a functional block diagram of ECU 60 shown in FIG. Referring to FIG. 2, ECU 60 includes an engine start control unit 62, a converter control unit 64, and first and second inverter control units 66 and 68.
- engine start control unit 62 determines the electric power that can be output from power storage device B by a method described later, based on temperature TB, voltage VB and current IB of power storage device B, and temperature TE of engine 4. Determine whether the power is below the threshold power.
- engine start control unit 62 determines that the power that can be output from power storage device B is lower than the threshold power, it activates signal CT L output to converter control unit 64 to increase the boost rate of boost converter 10. The control should be limited to below the specified value. An instruction is given to the barter control unit 64.
- the converter control unit 64 sets the torque command values TR 1, TR 2, motor rotation speed MRN1, M RN2 and voltages VL, VH. Based on this, a signal PWC for turning on and off ⁇ pn transistors Ql and Q2 of boost converter 10 is generated by a method described later, and the generated signal PWC is output to boost converter 10.
- converter control unit 64 when signal CTL is activated, converter control unit 64 generates signal PWC so that the boost rate of boost converter 10 is limited to a specified value or less, and generates generated signal PWC as boost converter 10. Output to.
- This specified value is set for the purpose of limiting boosting by the boost converter 1 ° when starting Engine 4, and is set to a value close to 1 or 1.
- the first inverter control unit 66 generates a PWM (Pulse Width Modulation) signal for driving the inverter 20 based on the torque command value TR 1, the motor current MCRT 1 and the voltage VH, and generates the generated P WM The signal is output to inverter 20 as signal PWI 1.
- PWM Pulse Width Modulation
- the second inverter control unit 68 generates a PWM signal for driving the inverter 30 based on the torque command value TR 2, the motor current MCRT2 and the voltage VH, and uses the generated PWM signal as a signal PW I 2. Output to 30.
- the boost rate of boost converter 10 is specified for the purpose of limiting boosting by boost converter 10. Limited to values or less.
- the reasons for limiting the boosting by the boosting comparator 10 are as follows.
- the electric power P g required to start the engine 4 can be expressed by the following equation.
- P b is the power output from power storage device B
- P c is the power charged in capacitors C 1 and C 2
- P g is the execution power of motor generator MG 1
- Pm is the power of motor generator MG 2.
- Effective power L c is the loss in boost converter 10
- L g is the loss in inverter 20
- Lm is the loss in inverter 30.
- limiting the boosting by the boost converter 10 is extremely effective in securing the electric power Pg necessary for starting the engine '4.
- the first embodiment for example, at a very low temperature, etc.
- boosting by boosting converter 10 is limited to secure power Pg.
- FIG. 3 is a diagram showing the relationship between the temperature of power storage device B and the output.
- the solid line indicates the power that can be output from power storage device B.
- SOC state of charge
- the output possible power of power storage device B is estimated based on the temperature and SOC of power storage device B, and the estimated output possible power is a predetermined value indicated by a dotted line.
- the threshold power is lower than Pth, the boosting of the boost converter 10 is limited.
- the threshold power P th is determined in advance based on the power P g required for starting the engine 4. Specifically, the electric power Pg required for starting the engine 4 can be estimated in advance from the sizes of the engine 4 and the motor generator MG1, and therefore, using the above equation (1), an appropriate value larger than the electric power Pg is appropriate. Can be set as the threshold power P th.
- the threshold power P th increases as the temperature decreases because the viscosity of the lubricating oil of the engine 4 increases as the temperature decreases. This is because the ranking resistance increases, so the power required to start engine 4; Pg increases.
- FIG. 5 is a flowchart for explaining the control structure of the engine stand-by control unit 62 shown in FIG. The processing of this flowchart is called from the main routine and executed every certain time or every time a predetermined condition is satisfied.
- engine start control unit 62 determines whether or not start of engine 4 is requested (step S10). For example, the engine start request is generated in an external ECU based on the traveling state of the vehicle, the SOC of the power storage device B, and the like, not shown. If engine start control unit 62 determines that start of engine 4 is not requested (NO in step S10), the process proceeds to step S80 without performing a series of subsequent processes.
- step S10 If it is determined in step S10 that engine 4 is required to be started (YES in step S10), engine start control unit 62 acquires temperature TB of power storage device B from temperature sensor 82 (step S10). S 20). Next, engine start control unit 62 calculates SOC of power storage device B (step S30).
- the SOC of power storage device B can be calculated by a known method using the current IB, voltage VB, temperature TB, and the like of power storage device B.
- the SOC of power storage device B may be calculated in the external ECU, and SOC may be output from the external ECU to engine start control unit 62.
- engine start control unit 62 estimates electric power Pma X that can be output from power storage device B based on temperatures TB and SOC of power storage device B (step S40).
- Pma X As a method of estimating the output power P ma X, for example, the relationship between the output power of the power storage device B, the temperature, and the SOC is mapped in advance based on the relationship shown in FIGS. The map can be used for estimation.
- the engine start control unit 62 calculates the threshold power P th based on the power required for starting the engine 4 by the method described above (step S 50). Then, engine start control unit 62 determines whether or not output possible power P max of power storage device B is lower than threshold power P th (step S 60).
- the engine start control unit 62 determines that the output possible power Pmax is lower than the threshold power Pth. If it is determined that it is connected (YES in step S60), the signal CT L output to the converter control unit 64 is activated. Then, converter control unit 64 controls boost converter 10 so as to limit the boost rate of boost converter 10 to a specified value or less, and the boost rate of boost converter 10 is limited to a specified value or less (step) S 70).
- step S 60 if it is determined in step S 60 that the output power Pm ax is equal to or greater than the threshold power P th (YES in step S 60), the engine peristaltic control unit 62 proceeds to step S 80, and Processing is returned to the routine.
- FIG. 6 is a detailed functional block diagram of converter control unit 64 shown in FIG.
- converter control unit 64 includes an inverter input voltage command calculation unit 102, a duty ratio calculation unit 104, and a PWM signal conversion unit 106.
- the inverter input voltage command calculation unit 102 is based on the torque command values TR 1 and TR 2 and the motor rotational speeds MRN 1 and MRN 2.
- the inverter input voltage command calculation unit 102 calculates the voltage command V com so as to limit the boost rate of the boost converter 10 to a specified value or less, and the calculated voltage Command Vcom is output to duty ratio calculation unit 104.
- the duty ratio calculation unit 104 is a duty ratio for controlling the voltage VH to the voltage command Vcom based on the voltages VL and VH from the voltage sensors 72 and 74 and the voltage command Vcom from the inverter input voltage command calculation unit 102. And outputs the calculated duty ratio to the PWM signal converter 106.
- PWM signal conversion unit 106 generates a PWM signal for turning on / off npn transistors Q 1 and Q 2 of boost converter 10 based on the duty ratio received from duty ratio calculation unit 104, The PWM signal is output as signal PWC to npn transistors Q1 and Q2 of boost converter 10.
- the signal CT L from the engine start control unit 62 is used as the duty ratio calculation unit 10. 4 and when the signal CTL is activated, the duty ratio calculation unit 10 0 4 boosts the boost converter 10 0 regardless of the voltage command V com from the inverter input voltage command calculation unit 10 2.
- a predetermined duty ratio may be set so as to limit the rate to a predetermined value or less.
- the ECU 60 controls the boost converter 10 so as to limit the boost rate of the boost converter 10 to a specified value or less.
- the output voltage of boost converter 10 (input voltage of inverters 20 and 30) can be suppressed.
- loss in boost converter 10 and inverters 20 and 30 can be reduced, and the power charged in capacitor C 2 is also reduced. Therefore, according to the first embodiment, sufficient electric power necessary for starting engine 4 can be secured.
- the electric power necessary for starting the engine 4 can be secured even at an extremely low temperature when the output of the power storage device B is significantly reduced and the cranking resistance of the engine 4 is increased.
- the power storage device B can be downsized.
- boostable converter 10 is controlled so as to limit the boosting rate of boosting converter 10 to a specified value or less when outputable power Pmax is lower than threshold power Pth. In the second embodiment, boostable converter 10 is stopped when outputable power P max is lower than threshold power P th.
- FIG. 7 is a flowchart for illustrating control of boost converter 10 at the time of engine start in the second embodiment. Referring to FIG. 7, the process shown in this flowchart includes steps S 72 and S 74 instead of step S 70 in the flowchart shown in FIG.
- step S 60 when it is determined in step S 60 that the output power P max is lower than the threshold power P th (YES in step S 60), the engine start control unit 6 2 Activates signal CTL output to. Then, converter control unit 64 stops boost converter 10 (step S 7 2). Specifically, the converter controller 6 4 always turns on the npn transistor Q 1 that is the upper arm, and the npn transistor Q that is the lower arm. 2 is always turned off. As a result, the boost ratio of boost converter 10 becomes the minimum value 1, and voltage VH is at the same level as voltage VB of power storage device B.
- step S 60 If it is determined in step S 60 that output power Pm ax is equal to or greater than threshold power P h (NO in step S 60), engine start control unit 62 2 outputs a signal output to converter control unit 64. Deactivate CTL. Then, converter control unit 64 permits operation of boost converter 10 (step S 74). That is, converter control unit 64 controls boost converter 10 as usual based on torque command values TR 1 and TR 2 and motor rotational speeds MRN 1 and MRN 2.
- the boosting compressor 10 is stopped, so that the same effect as in the first embodiment can be obtained with simple control. .
- FIG. 8 is a flowchart for illustrating control of boost converter 10 at the time of engine start in the third embodiment.
- the process shown in this flowchart includes step S 110 in place of steps S 30 to S 60 in the flowchart shown in FIG. That is, when temperature TB of power storage device B is acquired in step S20, engine start control unit 62 determines whether or not acquired temperature TB is lower than a preset threshold value (step SI 1 0). This threshold value can be set to an appropriate temperature at which the output of power storage device B greatly decreases.
- step S 1 10 When engine start control unit 62 determines that temperature TB is lower than the threshold value (YES in step S 1 10), the process proceeds to step S70, and the boost rate of boost converter 10 is the specified value. Limited to: On the other hand, when it is determined in step S 1 10 that temperature TB is lower than the threshold value (NO in step S 1 10), engine start control unit 62 advances the process to step S80.
- the boost limitation of boost converter 10 can be limited to a low temperature when the output of power storage device B decreases. Further, the control at the time of starting the engine 4 can be simplified. [Embodiment 4]
- FIG. 9 is a flowchart for illustrating control of negative pressure converter 10 at the time of engine start according to the fourth embodiment.
- the process shown in this flowchart includes steps S 2 10 and S 2 20 in place of steps S 2 0 to S 60 in the flowchart shown in FIG. That is, if it is determined in step S 10 that the engine 4 is requested to start, the engine start control unit 62 acquires the temperature TE of the engine 4 from the temperature sensor 84 (step S 2 1 0).
- the engine start control unit 62 determines whether or not the acquired temperature TE is lower than a preset threshold value (step S 2 2 0).
- This threshold value can be set to an appropriate temperature at which the cranking resistance of the engine 4 is greatly increased.
- step S 2 20 If engine start control unit 62 determines that temperature TE is lower than the threshold value (YES in step S 2 20), it proceeds to step S 70 and increases the boost rate of boost converter 10. Is limited below the specified value. On the other hand, if it is determined in step S 2 2 0 that the temperature TE is lower than the threshold value (NO in step S 2 2 0), the engine start control unit 6 2 proceeds to step S 8 0. To proceed.
- the boost limitation of boost converter 10 can be limited to a low temperature when the cranking resistance of engine 4 increases. Further, the control at the time of starting the engine 4 can be simplified.
- boost converter 10 instead of controlling boost converter 10 so that the boost rate of boost converter 10 is limited to a specified value or less when engine 4 is started, Similarly, the boost converter 10 may be stopped.
- the present invention provides a boost converter capable of boosting the voltage from the power storage device and supplying it to the starter motor. It can be applied to general vehicles equipped. In particular, in an idling stop vehicle in which the engine is temporarily stopped automatically when the vehicle is stopped, such as waiting for a signal, and the engine is started by the starter motor when the engine start condition is satisfied, the engine is frequently started. Messenger Therefore, the present invention is suitable.
- engine 4 corresponds to “internal combustion engine” in the present invention
- motor generator MG 1 corresponds to “rotating electric machine” in the present invention
- Boost converter 10 corresponds to the “boost device” in the present invention
- inverter 20 corresponds to the “drive device” in the present invention
- E C U 60 corresponds to the “control device” in the present invention.
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Priority Applications (4)
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EP07742578A EP2011710B1 (en) | 2006-04-24 | 2007-04-20 | Load driving apparatus, vehicle incorporating the same, and control method for load driving apparatus |
CA2642549A CA2642549C (en) | 2006-04-24 | 2007-04-20 | Load driving apparatus, vehicle incorporating the same, and control method for load driving apparatus |
US12/223,645 US7821214B2 (en) | 2006-04-24 | 2007-04-20 | Load driving apparatus, vehicle incorporating the same, and control method for load driving apparatus |
CN200780013551XA CN101421141B (zh) | 2006-04-24 | 2007-04-20 | 负载驱动装置、具备该装置的车辆、及负载驱动装置的控制方法 |
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JP2006-119289 | 2006-04-24 | ||
JP2006119289A JP4325637B2 (ja) | 2006-04-24 | 2006-04-24 | 負荷駆動装置およびそれを備えた車両 |
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US (1) | US7821214B2 (ja) |
EP (1) | EP2011710B1 (ja) |
JP (1) | JP4325637B2 (ja) |
KR (1) | KR101010293B1 (ja) |
CN (1) | CN101421141B (ja) |
CA (1) | CA2642549C (ja) |
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Also Published As
Publication number | Publication date |
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EP2011710A4 (en) | 2011-05-18 |
RU2008146058A (ru) | 2010-05-27 |
CN101421141B (zh) | 2012-06-06 |
JP4325637B2 (ja) | 2009-09-02 |
CA2642549A1 (en) | 2007-11-08 |
CN101421141A (zh) | 2009-04-29 |
EP2011710B1 (en) | 2012-05-16 |
CA2642549C (en) | 2010-10-05 |
US20090021200A1 (en) | 2009-01-22 |
JP2007290478A (ja) | 2007-11-08 |
RU2402444C2 (ru) | 2010-10-27 |
KR101010293B1 (ko) | 2011-01-25 |
KR20090009875A (ko) | 2009-01-23 |
EP2011710A1 (en) | 2009-01-07 |
US7821214B2 (en) | 2010-10-26 |
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