WO2008117648A1 - ハイブリッド車両の制御装置および制御方法 - Google Patents
ハイブリッド車両の制御装置および制御方法 Download PDFInfo
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- WO2008117648A1 WO2008117648A1 PCT/JP2008/054110 JP2008054110W WO2008117648A1 WO 2008117648 A1 WO2008117648 A1 WO 2008117648A1 JP 2008054110 W JP2008054110 W JP 2008054110W WO 2008117648 A1 WO2008117648 A1 WO 2008117648A1
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- WIPO (PCT)
- Prior art keywords
- abnormality
- vehicle
- power storage
- storage mechanism
- battery
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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
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- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
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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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- 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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- 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
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- B60K6/405—Housings
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- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- 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
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- 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
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
- B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/246—Temperature
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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
- Y02T10/70—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
Definitions
- a vehicle equipped with a power train called a hybrid system combining an internal combustion engine (for example, a gasoline engine or a diesel engine) and an electric motor has been developed and put into practical use. Yes.
- a vehicle is equipped with a secondary battery for driving an electric motor for traveling, and an electric device such as a power conversion device (PCU (Power Control Unit)) such as an inverter and a DCZDC converter.
- PCU Power Control Unit
- inverters use DC-DC converters, and since the single element generates heat, inverters need to cool DC / DC converters.
- Joule heat is generated when a current flows through the power line, so it is necessary to cool the electrical equipment.
- Such an electrical device may be disposed, for example, in the lower part of the rear seat of the vehicle or between the rear seat of the vehicle and the luggage room.
- This electrical device is arranged in a casing connected to a duct serving as an air passage.
- cooling is performed to cool the electrical device.
- a cooling fan that generates wind is arranged.
- the upstream end of the casing communicates with the vehicle interior (specifically, the duct intake port provided on the floor panel in front of the rear seat communicates with the vehicle interior through the intake port opened in the rear package tray. Therefore, electrical equipment is cooled by the air in the passenger compartment.
- a nickel metal hydride battery or a lithium ion battery is used as the secondary battery.
- the output voltage per battery cell is about 1.2 V.
- a battery module with an output voltage of 7.2 V is configured.
- the secondary battery is mounted on the vehicle as a battery pack having an output voltage of 2 16 V to 2 88 V, which is configured by connecting 30 to 40 battery modules in series.
- Such a battery pack is divided into 3 to 5 battery units and mounted on the floor panel of the vehicle or under the floor of the luggage room.
- this secondary battery is controlled so that S OC (State Of Charge) representing the remaining capacity is used as an index, so that S OC is maintained within a predetermined range.
- S OC State Of Charge
- the input / output power of the secondary battery greatly affects the running performance of the vehicle.
- the input / output power of secondary batteries There are various factors that change the input / output power of secondary batteries, but one of the major factors is battery temperature. Therefore, it is important to manage the temperature of the secondary battery. Furthermore, if any abnormality occurs, the temperature of such a secondary battery may become abnormally high. For this reason, the hybrid vehicle travels while monitoring the abnormality of the secondary battery.
- Japanese Laid-Open Patent Publication No. 2 0 1-2 5 1 0 3 discloses a drive device for a hybrid vehicle that can ensure a protection function of a main battery (battery for traveling) while avoiding a decrease in vehicle traveling function.
- the hybrid vehicle drive device disclosed in this publication controls the transfer of energy between the engine, the main battery, the engine, the main battery, and the vehicle drive shaft, and converts the engine power into electric power to convert the main battery.
- An energy transmission device that starts the engine by converting the power of the main battery into motive power, a control device that controls the energy transmission device, a battery abnormality detection device that detects abnormality of the main battery, An opening / closing device that opens and closes a power transmission path between the main battery and the energy transfer device, and a drive device for a hybrid vehicle.
- the controller stops the engine even in the driving mode. If an abnormality is detected in the main battery while the engine is running, the engine is commanded to start, the switchgear is shut off after the engine has been started, and charging / discharging of the main battery is prohibited. And the energy transfer device is operated in a control mode that does not involve the main battery power transfer.
- the hybrid vehicle drive device disclosed in the above-mentioned Japanese Patent Laid-Open No. 2 0 1-2 5 1 0 3 runs on a hybrid vehicle with an engine regardless of the content of the abnormality that has occurred in the main battery. I will let you. For example, even if charging / discharging of the main battery is prohibited, the chemical reaction of the secondary battery may be in progress. In such a case, Japanese Patent Application Laid-Open No. 2 0101-2 5 10 3 does not mention the problem that the hybrid vehicle continues to travel. Disclosure of the invention
- the present invention has been made in order to solve the above-described problems, and its purpose is to reliably execute the retreat traveling of the hybrid vehicle and the system shutoff when an abnormality occurs in the power storage mechanism for traveling. It is to provide a control device and a control method for a hybrid vehicle.
- a hybrid vehicle control device is a hybrid vehicle control device that includes an internal combustion engine and an electric motor as a travel source of the vehicle, and a power storage mechanism that supplies electric power to the electric motor.
- the control device detects a power storage mechanism abnormality, and when the detection unit detects a power storage mechanism abnormality, the control device electrically disconnects the power storage mechanism from an electric load including the motor, and the vehicle is not an electric motor but an internal combustion engine.
- a further abnormality of the power storage mechanism is detected when the vehicle is driven by an internal combustion engine instead of an electric motor and a vehicle control unit that controls the vehicle so that the engine is driven as a travel source, the vehicle by the internal combustion engine And a prohibition unit that prohibits the traveling of the vehicle.
- the control device is a secondary power storage mechanism that supplies power to the electric motor.
- the power storage mechanism in which the abnormality is detected is electrically disconnected from the electric load including the electric motor so that the vehicle travels using the internal combustion engine as a travel source instead of the electric motor. To control. If this is done, there is no charge / discharge power to the power storage mechanism, so there is no abnormality in the power storage mechanism due to charge / discharge. However, if a further abnormality of the power storage mechanism is detected while the vehicle is traveling by the internal combustion engine instead of the electric motor, the control device prohibits the vehicle from traveling by the internal combustion engine.
- the control device prohibits traveling by the internal combustion engine and stops the hybrid vehicle. As a result, it is possible to avoid the occurrence of a critical failure (failure that cannot be easily repaired) due to a serious abnormality. As a result, it is possible to provide a control device for a hybrid vehicle that can reliably execute evacuation and system shut-off of the hybrid vehicle when an abnormality occurs in the power storage mechanism for traveling.
- the prohibiting unit is an abnormality different from the abnormality of the power storage mechanism detected by the detection unit, and prohibits traveling of the vehicle by the internal combustion engine when detecting a further abnormality of the power storage mechanism.
- the control device prohibits the traveling of the vehicle by the internal combustion engine and stops the hybrid vehicle. This avoids the occurrence of critical failures (failures that cannot be easily repaired) due to serious anomalies.
- the prohibiting unit is an abnormality different from the abnormality of the power storage mechanism detected by the detection unit, and prohibits the traveling of the vehicle by the internal combustion engine when detecting the abnormality of the temperature of the power storage mechanism.
- the control device prohibits the traveling of the vehicle by the internal combustion engine and stops the hybrid vehicle. This avoids the occurrence of a decisive situation (a situation that cannot be easily repaired) due to a serious temperature abnormality.
- the detection unit detects an abnormality other than the temperature of the power storage mechanism.
- the prohibition unit detects an abnormality in the temperature of the power storage mechanism, the prohibition unit prohibits traveling of the vehicle by the internal combustion engine.
- the control device prohibits the traveling of the vehicle by the internal combustion engine and stops the hybrid vehicle. This avoids the occurrence of a critical situation (a situation that cannot be easily repaired) due to a serious temperature abnormality.
- the detection unit detects an abnormality in the temperature of the power storage mechanism.
- the prohibition unit detects a further abnormality in the temperature of the power storage mechanism, the prohibition unit prohibits the vehicle from running by the internal combustion engine.
- the control device prohibits the traveling of the vehicle by the internal combustion engine and stops the hybrid vehicle. This avoids the occurrence of a critical situation (a situation that cannot be easily repaired) due to a serious temperature abnormality.
- control device includes a cooling control unit that controls a cooling device mounted on the vehicle so that the power storage mechanism is cooled with the maximum capacity when the vehicle travels using the internal combustion engine as a travel source instead of the electric motor.
- a cooling control unit that controls a cooling device mounted on the vehicle so that the power storage mechanism is cooled with the maximum capacity when the vehicle travels using the internal combustion engine as a travel source instead of the electric motor.
- FIG. 1 is a control block diagram of the entire hybrid vehicle including the control device according to the embodiment of the present invention.
- FIG. 2 is a diagram showing a power split mechanism.
- FIG. 3 is an overall perspective view of the traveling battery according to the embodiment of the present invention.
- FIG. 4 is an overall perspective view of a battery pack composed of lithium ion batteries.
- FIG. 5 is a partially enlarged view of FIG.
- FIG. 6 is a control block diagram of the traveling battery.
- FIG. 7 is a flowchart showing a control structure of the first program executed by the battery ECU of FIG.
- FIG. 8 is a timing chart showing the operation of the hybrid vehicle when the flowchart shown in FIG. 7 is executed.
- FIG. 9 is a flowchart showing the control structure of the second program executed by the battery ECU of FIG.
- FIG. 10 is a timing chart showing the operation of the hybrid vehicle when the flowchart shown in FIG. 9 is executed.
- FIG. 11 is a flowchart showing the control structure of the third program executed by battery E CU of FIG.
- Fig. 12 shows a hybrid vehicle when the flowchart shown in Fig. 11 is executed. Is a timing chart showing the operation of BEST MODE FOR CARRYING OUT THE INVENTION
- the present invention relates to an internal combustion engine as a power source (for example, an internal combustion engine such as a gasoline engine, and the internal combustion engine will be described as an engine hereinafter).
- a power source for driving a vehicle travel source
- the driving source may be an engine and a motor generator, and the vehicle may be driven by the power of the motor generator (whether the engine is stopped or not stopped).
- the present invention may also be a hybrid vehicle having another aspect (the present invention is not limited to a so-called series type or parallel type hybrid vehicle).
- the battery is an Eckenole hydrogen battery or a lithium ion battery, and the type is not particularly limited.
- the power storage mechanism may be a capacitor instead of the battery.
- the power storage mechanism is a battery and the type of battery is a lithium ion battery. Since this lithium ion battery has a high operating voltage and a high energy density per weight and volume, it can be reduced in weight and compact, and has the advantage of having no memory effect. Further, a detailed description of the battery structure will be given later.
- the hybrid vehicle includes an engine 1 2 0 and a motor generator (MG) 1 4 0.
- the motor generator 1 4 0 is replaced with the motor generator 1 4 OA (or MG (2) 1 4 OA) and the motor generator 1 4 0 B (or MG (1) 1 4 0 Although expressed as B), depending on the traveling state of the hybrid vehicle, the motor generator 14 OA functions as a generator, or the motor generator 14 40 B functions as a motor.
- This motor Regenerative braking is performed when the generator functions as a generator.
- the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.
- the hybrid vehicle transmits the power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and the reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140.
- a power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by the engine 120 to two paths of the drive wheel 160 and the motor generator 140 B (MG (1) 140B), and the motor generator 140 Traveling battery 220 that charges power for driving, DC of traveling battery 220 and AC of motor generator 140 A (MG (2) 14 OA) and motor generator 140 B (MG (1) 14 OB)
- a battery control unit hereinafter referred to as a battery ECU (Electronic Con)) that manages and controls the charging / discharging state (eg, SOC) of the battery 240 for driving and the inverter 240 that performs current control while converting 260, an engine ECU 280 that controls the operating state of the engine 120, an MG—ECU 300 that controls the motor generator 140, the battery ECU 260,
- SOC is calculated by current integration measurement or open circuit voltage (OCV) measurement.
- boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of traveling battery 220 is lower than the rated voltage of motor 14 OA (MG (2) 14 OA) or motor generator 140 B (MG (1) 140B).
- boost converter 242 boosts the power.
- each ECU is configured separately, but two or more ECUs are used. It may be configured as an integrated ECU (for example, as shown by the dotted line in Fig. 1, an ECU that integrates MG-ECU300 and HV_ECU320 is an example).
- a planetary gear mechanism (planetary gear) is used to distribute the power of engine 12 ⁇ to both drive wheel 160 and motor generator 14 OB (MG (1) 140 B).
- power split device 200 By controlling the rotation speed of motor generator 140 B (MG (1) 140 B), power split device 200 also functions as a continuously variable transmission.
- the rotational force of the engine 120 is input to the carrier (C), which is input to the motor generator 140 B (MG (1) 1 40 B) by the sun gear (S) and the motor generator 14 OA (MG (2) by the ring gear (R). 14 OA) and output shaft (drive wheel 160 side).
- the motor generator 140 B converts the kinetic energy of this rotation into electric energy. Reduce the number of revolutions.
- the HV—ECU 320 determines that the motor generator 140 OA (MG (2) 14 OA) ), The engine 120 is controlled via the motor generator 14 OA (MG (2) 140 A) and the engine ECU 280 so that the hybrid vehicle travels.
- the predetermined condition is a condition that S0C of traveling battery 220 is equal to or greater than a predetermined value.
- the hybrid vehicle can be driven only by the motor generator 14 OA (MG (2) 14 OA) when the engine 120 is inefficient at the time of starting or running at a low speed.
- the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).
- the power split mechanism 200 divides the power of the engine 120 into two paths.
- the driving wheel 160 is directly driven by one of the distributed powers.
- Motor generator 140 B (MG (1) 140 B) is driven and motor generator 140 B (MG (1) 14 OB) generates electricity.
- the motor generator 14 OA (MG (2) 1 4 OA) assists in driving the drive wheels 160 by the electric power generated at this time.
- power from the running battery 220 is further supplied to the motor generator 14 OA (MG (2) 14 OA), which increases the power of the motor generator 14 OA (MG (2) 140 A).
- motor generator 14 OA adds driving force to driving wheel 160.
- motor generator 14 OA (driven by driving wheel 160) ( MG (2) 14 OA) functions as a generator to generate regenerative power, and the recovered power is stored in the traveling battery 220. Note that the charging amount of the traveling battery 220 is reduced and charging is particularly important. If necessary, the output of the engine 120 is increased, whereby the amount of power generated by the motor generator 14 OB (MG (1) 140B) is increased and the amount of charge for the traveling battery 220 is increased.
- the target SOC of the traveling battery 220 is normally set to about 60% so that energy can be recovered whenever regeneration is performed.
- the SOC upper limit and lower limit values are set, for example, with the upper limit set to 80% and the lower limit set to 30% in order to suppress the deterioration of the battery 220.
- 320 controls the power generation and regeneration by the motor generator 140 and the motor output so that the SOC does not exceed the upper and lower limits via the MG-ECU300.
- the values listed here are only examples and are not particularly limited values.
- the power split mechanism 200 will be further described with reference to FIG.
- the power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as “sun gear 202”), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as “carrier 206”), and a ring gear (R) 208. (Hereinafter simply referred to as ring gear 208).
- Pinion gear 204 engages with sun gear 202 and ring gear 208.
- the carrier 206 supports the pinion gear 204 so that it can rotate.
- Sun gear 202 is connected to the rotating shaft of MG (1) 140 B.
- Carrier 206 is coupled to the engine 120 crankshaft.
- Ring gear 208 is MG (2) 1 4 Linked to OA rotating shaft and reducer 180.
- Engine 120, MG (1) 1408 Selection 1 ⁇ 10 (2) 14 OA is connected via power split mechanism 200 consisting of planetary gears, so engine 120, MG (1) 140B and MG (2 ) The rotation speed of 14 OA is connected in a straight line in the alignment chart.
- the traveling battery 220 of FIG. 1 will be described.
- the battery constituting the traveling battery 220 can be a lithium ion battery.
- the traveling battery 220 shown in FIG. 3 is installed, for example, under the seat of a vehicle or under the seat of the cargo compartment (on the floor panel).
- the battery 220 for driving is composed of a battery pack power bar 22 OA, a junction block 220 B, a lithium ion battery (battery pack) 220 C, an electric battery cooling fan 220D, and a battery EC U260.
- Junction block 220 B is a connection part of wiring that is connected to a lithium-ion battery 220 C and a motor generator etc. via a DC / DC converter inverter. It may have a function.
- the lithium ion battery 220 C is composed of a lithium-containing compound such as cobalt-based lithium, nickel-based lithium, and lithium manganate in the positive electrode, a carbon material that does not include lithium in the negative electrode, and a lithium salt in the electrolyte.
- Lithium is used as an ion.
- those using nickel-based lithium for the positive electrode can prolong the service life at high temperatures and suppress the deterioration reaction at the interface between the electrolyte and electrode, resulting in high output at low temperatures. It is also possible to increase the service life and extend the service life.
- Such a lithium-ion battery 220 C has a high operating voltage and a high energy density per weight and volume, and thus it is easy to reduce the weight and size.
- the electric battery cooling fan 220D cools the lithium ion battery 220C when the temperature of the lithium ion battery 220C is high. Lithium-ion battery 22 OC performs best at room temperature. For this reason, the temperature measured by the battery temperature sensor When the degree is higher than a predetermined threshold value, the lithium ion battery 220 C is cooled by the electric battery cooling fan 22 OD to ensure battery performance.
- the electric battery cooling fan 220D cools the lithium ion battery 220C using the air in the vehicle interior as a cooling medium. By controlling the rotation speed of the electric motor, the capacity of the electric battery cooling fan 22 OD can be changed.
- the battery ECU 260 performs charge / discharge management and abnormality processing for the lithium ion battery 220C.
- the battery ECU 260 executes SOC management control, SOC equalization management control, and battery temperature control in order to set SOC of the lithium ion battery 220 to an appropriate value.
- the SOC management control is a control that manages SOC of 220 C lithium-ion battery according to the running state of the vehicle.
- the SOC is managed so that the electric power generated by the motor generator during regenerative braking can be charged (that is, the battery is not fully charged).
- SOC equalization management control is control for equalizing the SOC of each battery cell when multiple cells (battery cells) are used as a set of battery packs.
- SOC equalization management control when the SOC of each battery cell can vary, equalization is performed by discharging other battery cells in accordance with the battery cell having the lowest SOC.
- the lithium-ion battery 220C exhibits the highest performance near room temperature.
- the electric battery cooling fan 220D is used to cool the lithium ion battery 220 C so that the battery temperature is lowered to the optimum temperature.
- FIG. 4 shows the internal structure of the lithium-ion battery 220C.
- this lithium-ion battery 220C is a battery cell in which an output voltage of one cell is about 3 to 4V is connected in series (in this case, 14 cells X4 cells).
- the shape of the battery cell is not limited to each type, and may be a cylindrical shape or other shapes.
- the battery cells that make up the battery pack The number of is also not limited.
- FIG. 5 shows the internal structure of a battery module 400 composed of four battery cells in the lithium ion battery 220 C of FIG.
- the battery module is not limited to being composed of four battery cells.
- the notch module 400 is, for example, a notch cell 410, 420, 4
- the number of battery cells constituting the battery module may be one, or four or a plurality other than four as described above. This is Notterino. It depends on the number of battery cells that make up the battery pack, the number of rows that make up the battery pack, and the number of snorrel per row.
- positive or negative terminals 412, 414, 422, 424, 432, 434, 442, and 444 are provided, and four battery cells are provided using these terminals. Connected in series.
- safety valves 416, 426, 436, and 446 are provided on the upper surfaces of the notch cells 410, 420, 430, and 440, respectively.
- Such safety valve 416, 426, 436, and 446 are provided on the upper surfaces of the notch cells 410, 420, 430, and 440, respectively.
- Lithium-ion batteries have a built-in temperature switch (thermal fuse) to cut off the current when the battery temperature rises to an abnormally high temperature.
- the temperature switch is placed in contact with the battery in order to accurately detect the battery temperature. Since the temperature switch is used as a temperature fuse and is connected in series with the battery, if the battery temperature rises abnormally, the temperature fuse turns off and the current is cut off. When the battery temperature drops, the temperature fuse turns on and can be used again.
- This temperature switch is provided in each battery cell, for example, the temperature of the battery cell is 8
- the travel battery 220 is provided at a position where the temperature environment is most unfavorable (for example, a position where the flow of the cooling air is bad and / or a position where the temperature of the cooling air is high).
- FIG. 6 shows a control block diagram of the traveling battery 220 controlled by the battery ECU 2620.
- the battery ECU 2 60 includes a current value of the lithium ion battery 2 20 C (the charge current value of the lithium ion battery 2 2 0 C and the discharge from the lithium ion battery 2 2 OC.
- the battery E C U 2 60 outputs the operation command signal to the electric battery cooling fan 2 2 0 D, the S MR on signal and the S MR off signal to the system main relay (S MR) 6 4 0.
- the hybrid vehicle includes a service plug 63 0 that electrically disconnects the traveling battery 220 C and each electrical device by being mechanically removed during vehicle maintenance.
- a signal indicating that the lithium ion battery 2 20 C is in an abnormal state is output to the other ECU (for example, HV—ECU 3 2 0 or engine ECU 2 8 0) to the battery ECU 2 60.
- the signal line is connected.
- the control device which controls the hybrid vehicle equipped with the traveling battery 220 having such a configuration, detects the abnormality of the battery.
- the feature is that when the vehicle shifts to 20 only) and a more serious (serious) battery abnormality occurs, the system is shut down and the hybrid vehicle is stopped.
- Such control is It can be realized by hardware mainly composed of digital and analog circuits, or software mainly composed of CPU and memory included in ECU and program read from memory and executed by CPU. It is. In general, it is said that when control is realized with no software, it is advantageous in terms of operation speed, and when control is realized with software, it is advantageous in terms of design change. In the following, the case where the control device is realized by software will be described. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.
- FIG. 7 a control structure of the first program executed by battery ECU 260 which is the control apparatus according to the present embodiment will be described.
- This program is repeatedly executed with a predetermined cycle time.
- the flowchart shown in Fig. 7 shows the system shutdown until the hybrid vehicle is assumed to start after the system is started.
- the battery ECU 2 60 monitors the running battery 22Q.
- Examples of monitoring items at this time include: Lithium-ion battery deterioration state, SOC drop state, discharged state even though SOC is below the control lower limit value, battery fuse 632 state, charge larger than the allowable value
- the discharge current value is detected, the monitoring unit itself (which may include the battery ECU 260) is abnormal, or the SOC exceeds the upper control limit.
- battery ECU 260 determines whether or not a battery abnormality is detected. The abnormality at this time does not include the battery temperature abnormality.
- the process proceeds to S 1 200. If not (NO in S 1 100), the process returns to S 100 00 and battery ECU 260 monitors battery 220 for travel. In consideration of the fact that this program is a subroutine, if S 1 100 is NO, the entire process may be returned to the main routine. Further, when the battery ECU 260 detects a battery abnormality, the battery ECU 260 stores a diagnosis relating to the battery abnormality.
- the battery ECU 260 switches SMR 640 from on to off. Output command signal to SMR 640 to change.
- notch ECU 260 outputs to HV—ECU 320 a command signal for transition to battery-less running (running by engine 120 only).
- battery ECU 260 outputs a command signal to electric battery cooling fan 220D so as to cool traveling battery 220 with the maximum capacity (maximum air flow).
- the notch ECU 260 monitors the temperature of the running battery.
- notch ECU 260 outputs a system off command signal to HV—ECU 320.
- the driver of the hybrid vehicle makes a system activation request (for example, presses the POWER switch (the switch name is an example) with the brake pedal depressed), so that the SMR 640 is electrically connected.
- the state of the hybrid vehicle changes from the system-off state to the system-on state, and the hybrid vehicle can run.
- the traveling battery 220 is monitored.
- Battery Some battery abnormality other than temperature abnormality eg, Li-ion battery deterioration abnormality
- This timing is time t (1) in FIG.
- S MR 640 is switched from the on state to the off state (S 1200), and a transition command signal for battery-less travel (travel using only engine 120) is output to HV—ECU 320 (S 1 300).
- HV—ECU 320 outputs a command signal to engine ECU 280 to start operation if engine 120 is stopped.
- the travel of the hybrid vehicle is shifted to the battery-less travel (travel using only the engine 120). This timing is time t (2) in FIG.
- the electric power from the traveling battery 220 cannot be used, but the electric power for operating the engine 120 (for example, operating each ECU) Power, electric power for operating the starter, electric power supplied to the spark plug, and electric power for operating the electric battery cooling fan 220D) are supplied from an auxiliary battery (not shown).
- a command signal is output to electric battery cooling fan 220D, and traveling battery 220 is cooled at the maximum capacity (maximum air flow). With the traveling battery 220 electrically disconnected in this manner, the hybrid vehicle continues to travel with the power of the engine 120. The traveling battery 220 is cooled to the maximum extent by the electric battery cooling fan 220D without being charged or discharged. For this reason, under normal circumstances, the temperature of the traveling battery 220 does not increase.
- the traveling battery 220 is electrically disconnected and the hybrid vehicle travels using only the engine 120, and the traveling battery 220 is cooled to the maximum.
- the fact that the temperature abnormality of the traveling battery 220 is detected indicates that a serious (serious) battery abnormality has occurred in the traveling battery 220.
- the hybrid vehicle system is turned off (S 1 7 0 0).
- This timing is time t (4) in FIG.
- the hybrid vehicle is disabled. It is also preferable to provide a delay time between time t (3) and time t (4) to allow the driver to stop the hybrid vehicle at a safe place. .
- the control device when a battery abnormality is detected in a state where the hybrid system is operating, the running of the hybrid vehicle is shifted to the battery-less running. If an abnormal battery temperature is detected even in this state, the control device turns off the hybrid system and reliably stops the running of the hybrid vehicle. As a result, it is possible to prevent the battery abnormality from developing into a more serious situation.
- FIG. 9 a control structure of the second program executed by battery ECU 2600 which is the control device according to the present modification will be described.
- This program is the same as that of the above-described embodiment in that it is repeatedly executed at a predetermined cycle time.
- the flowchart shown in FIG. 9 is the same as that of the above-described embodiment in that the system is started after the system is started and shows the system shutdown of the hybrid vehicle.
- the same step numbers are assigned to the same processes in the flowchart shown in FIG. 9 and the flowchart shown in FIG. The contents of those processes are the same. Therefore, details about these processes A detailed explanation is not repeated.
- the battery ECU 260 which is a control device according to this modification, executes the processing of S 1500 and S 1600 of Fig. 7 first, and is different from the processing of S 1 100 S 2000 Execute the process. Processes other than S 2000 differ only in the order of the processes, so the description here will not be repeated.
- notch ECU 260 determines whether or not a battery abnormality is detected.
- the abnormality at this time includes S 1000 abnormality monitoring items such as a lithium ion battery deterioration state, a SOC reduction state, a state in which the SOC is below the control lower limit value, a state in which the battery is discharged, and a battery fuse 632
- S 1000 abnormality monitoring items such as a lithium ion battery deterioration state, a SOC reduction state, a state in which the SOC is below the control lower limit value, a state in which the battery is discharged, and a battery fuse 632
- S includes battery temperature anomalies other than those detected by the 1600.
- S MR 64 ′ 0 is switched from the on state to the off state (S 1200), and a transition command signal for battery-less travel (travel using only engine 120) is output to HV—ECU 3 20 (S 1300).
- the HV_ECU 320 outputs a command signal to the engine ECU 280 so as to start operation if the engine 120 is stopped.
- the traveling of the hybrid vehicle is shifted to the battery-less traveling (traveling only by the engine 120).
- This timing is time t (6) in Fig. 10.
- a command signal is output to electric battery cooling fan 220D, and traveling battery 220 is cooled at the maximum capacity (maximum air flow). With the traveling battery 220 electrically disconnected in this manner, the hybrid vehicle continues traveling with the power of the engine 120.
- the traveling battery 220 is cooled to the maximum extent by the electric battery cooling fan 22 OD without being charged or discharged. For this reason, under normal circumstances, the temperature of the traveling battery 220 does not increase.
- traveling battery 220 Since traveling battery 220 is in a state of being electrically disconnected and is not charged or discharged, no chemical reaction in the lithium ion battery should have occurred. Nevertheless, battery abnormality including battery temperature abnormality other than that detected at S 1600 is detected by monitoring abnormality of traveling battery 220 (S 1000) (S 2000). This timing is time t (7) in FIG.
- the traveling battery 220 is electrically disconnected and the hybrid vehicle travels only by the engine 120, and the traveling battery 220 is cooled to the maximum, but the traveling battery 220 is not cooled.
- the detection of the abnormal temperature indicates that a serious (serious) battery abnormality has occurred in the traveling battery 220.
- the hybrid vehicle system is turned off (S 170 0). This timing is time t (8) in Fig. 10. As a result, the hybrid vehicle becomes in a state where it cannot travel.
- the control device of the present embodiment when a battery temperature abnormality is detected while the hybrid system is operating, the traveling of the hybrid vehicle is shifted to the battery-less traveling. Even in this state, battery abnormality is detected. Then, the control device turns off the hybrid system and reliably stops the traveling of the hybrid vehicle. As a result, it is possible to prevent the battery abnormality from developing into a more serious situation.
- FIG. 11 a control structure of the third program executed by battery ECU 260 which is the control apparatus according to the present modification will be described.
- This program is the same as the above-described embodiment and the first modification in that it is repeatedly executed at a predetermined cycle time.
- the flowchart shown in FIG. 11 is based on the assumption that the system is started after the system is started up, and shows the system shutdown of the hybrid vehicle. This is the same as the modification. Further, the same step numbers are assigned to the same processes in the flowchart shown in FIG. 11 and the flowchart shown in FIG. 7 or FIG. The contents of those processes are the same. Therefore, detailed description of those processes will not be repeated.
- the battery ECU 260 which is a control device according to this modification, executes the process of S3000, which is different from S2000 of FIG. The processing other than S 3000 is the same as that in FIG. 9, and thus the description thereof will not be repeated.
- the notch ECU 260 determines whether or not an abnormally high temperature of the notch has been detected. For example, when the battery pack temperature TBP reaches 94 ° C to 95 ° C (this temperature is an example), the battery ECU 260 detects an abnormally high battery temperature. If battery ECU 260 detects an abnormally high battery temperature (YES in S3000), the process proceeds to S1700. If not (NO in S 3000), the process is returned to S 1000 and the battery ECU 260 monitors the battery 220 for traveling. Further, when the battery ECU 260 detects an abnormally high battery temperature, the battery ECU 260 stores a diagnosis regarding the abnormally high battery temperature.
- the control device Based on the structure and flowchart as described above, the control device according to the present embodiment.
- the operation of the hybrid vehicle equipped with the traveling battery 220 controlled by the vehicle (ECU) will be described with reference to FIG. In the description of FIG. 12, the description of the same operation as that of FIG. 8 or FIG. 10 is not repeated.
- the SMR 640 is switched from the on state to the off state (S 1 200), and a transition command signal for battery-less travel (travel using only the engine 120) is output to the HV—ECU 3 20 (S 1 300).
- HV—ECU 320 outputs a command signal to engine ECU 280 to start operation if engine 120 is stopped.
- the travel of the hybrid vehicle is shifted to battery-less travel (travel using only engine 120).
- This timing is time t (10) in FIG.
- a command signal is output to electric battery cooling fan 220D, and traveling battery 220 is cooled at the maximum capacity (maximum JE amount). With the traveling battery 220 electrically disconnected in this manner, this hybrid vehicle continues traveling with the power of the engine 120.
- the traveling battery 220 is cooled to the maximum extent by the electric battery cooling fan 22 OD without being charged or discharged. For this reason, under normal circumstances, the temperature of the traveling battery 220 does not increase.
- traveling battery 220 Since traveling battery 220 is in a state of being electrically disconnected and is not charged or discharged, no chemical reaction in the lithium ion battery should have occurred. In spite of this, however, an abnormally high battery temperature is detected (S3000) by monitoring the abnormality of the traveling battery 220 (S1000). This timing is time t (1 1) in Fig. 12.
- the traveling battery 220 is electrically disconnected and the hybrid vehicle travels only with the engine 120, and the traveling battery 220 is cooled to the maximum, but the traveling battery 220 An abnormally high temperature of 220 is detected. Indicates that a serious (serious) battery abnormality has occurred in the traveling battery 220. For this reason, the hybrid vehicle system is turned off (S 1 7 0 0). This timing is time t (1 2) in FIG. As a result, this hybrid vehicle is in a state where it cannot travel.
- the control device of the present embodiment when a battery temperature abnormality is detected while the hybrid system is operating, the hybrid vehicle travels to batteryless travel. If an abnormally high battery temperature is detected even in this state, the control device turns off the hybrid system and reliably stops the running of the hybrid vehicle. As a result, it is possible to prevent the battery abnormality from developing into a more serious situation.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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EP08721528.1A EP2130734B1 (en) | 2007-03-28 | 2008-02-29 | Controller and control method of hybrid vehicle |
US12/449,550 US8909397B2 (en) | 2007-03-28 | 2008-02-29 | Control apparatus and control method for hybrid vehicle |
CN2008800098816A CN101641247B (zh) | 2007-03-28 | 2008-02-29 | 混合动力车辆的控制装置及控制方法 |
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JP2007-085326 | 2007-03-28 | ||
JP2007085326A JP4305541B2 (ja) | 2007-03-28 | 2007-03-28 | ハイブリッド車両の制御装置 |
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PCT/JP2008/054110 WO2008117648A1 (ja) | 2007-03-28 | 2008-02-29 | ハイブリッド車両の制御装置および制御方法 |
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US (1) | US8909397B2 (ja) |
EP (1) | EP2130734B1 (ja) |
JP (1) | JP4305541B2 (ja) |
CN (1) | CN101641247B (ja) |
WO (1) | WO2008117648A1 (ja) |
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WO2010082312A1 (ja) * | 2009-01-14 | 2010-07-22 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置およびハイブリッド車両の制御方法 |
CN102271979A (zh) * | 2009-01-14 | 2011-12-07 | 丰田自动车株式会社 | 混合动力车辆的控制装置以及混合动力车辆的控制方法 |
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Also Published As
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JP4305541B2 (ja) | 2009-07-29 |
US8909397B2 (en) | 2014-12-09 |
JP2008239079A (ja) | 2008-10-09 |
EP2130734B1 (en) | 2016-11-09 |
US20100087976A1 (en) | 2010-04-08 |
EP2130734A1 (en) | 2009-12-09 |
CN101641247B (zh) | 2013-09-11 |
EP2130734A4 (en) | 2011-03-30 |
CN101641247A (zh) | 2010-02-03 |
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