WO2013031002A1 - 車両 - Google Patents
車両 Download PDFInfo
- Publication number
- WO2013031002A1 WO2013031002A1 PCT/JP2011/069883 JP2011069883W WO2013031002A1 WO 2013031002 A1 WO2013031002 A1 WO 2013031002A1 JP 2011069883 W JP2011069883 W JP 2011069883W WO 2013031002 A1 WO2013031002 A1 WO 2013031002A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- temperature
- insulator
- determination
- base material
- catalyst
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
-
- 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
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
- F01N3/2026—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means directly electrifying the catalyst substrate, i.e. heating the electrically conductive catalyst substrate by joule effect
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/47—Engine emissions
- B60Y2300/474—Catalyst warm up
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/11—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for hybrid vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/04—Methods of control or diagnosing
- F01N2900/0422—Methods of control or diagnosing measuring the elapsed time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
-
- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
-
- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- 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
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/905—Combustion engine
Definitions
- the present invention relates to a vehicle equipped with an electrically heatable catalytic device (hereinafter also referred to as “EHC”) that purifies engine exhaust.
- EHC electrically heatable catalytic device
- Patent Document 1 in a vehicle equipped with an EHC, the temperature of the EHC is estimated from the engine stop time, and according to the deviation between the estimated EHC temperature and the target heating temperature.
- Patent Document 2 A technique for determining the energization time of EHC is disclosed.
- JP-A-9-250333 JP 2010-223159 A JP-A-9-158718 Japanese Patent Laid-Open No. 8-170524
- Patent Document 1 does not mention any protection control when the catalyst is at a high temperature, and there is a possibility that insulation cannot be ensured.
- the present invention has been made in order to solve the above-described problems, and an object of the present invention is to energize the EHC while ensuring the insulation of the EHC.
- the vehicle according to the present invention is a vehicle capable of traveling with at least one of a motor and an engine, and a power storage device for storing electric power for driving the motor, and a catalyst to which a catalyst for purifying engine exhaust is fixed
- a catalyst device configured such that the base material can be electrically heated using the electric power of the power storage device, an insulator provided between the catalyst device and the casing housing the catalyst device, and a control for controlling energization of the catalyst device Device.
- the control device determines whether to allow the catalyst device to be energized according to the temperature of the insulator.
- the control device estimates the temperature of the insulator immediately after the vehicle is switched from the unmovable state to the travelable state as the determination insulator temperature, and the determination insulator temperature is less than the insulator threshold temperature When the temperature of the insulator for determination is equal to or higher than the insulator threshold temperature, the catalyst device is not allowed to be energized.
- the insulator threshold temperature is set to be lower than the temperature obtained by subtracting the amount of increase in the temperature of the insulator when the catalyst device is energized for a predetermined time from the allowable temperature of the insulator that can ensure the insulation of the insulator.
- the control device estimates the temperature of the catalyst base material immediately after the vehicle is switched from the unmovable state to the travelable state as the determination base material temperature, and the determination insulator temperature is less than the insulator threshold temperature.
- the temperature of the substrate for determination is lower than the threshold temperature of the substrate, energization of the catalyst device is permitted, and when the temperature of the insulator for determination is equal to or higher than the threshold temperature of the insulator, The energization of the catalyst device is not permitted in at least one of cases where the temperature is equal to or higher than the material threshold temperature.
- the base material threshold temperature is set to a temperature obtained by subtracting the amount of increase in the temperature of the catalyst base material when the catalyst device is energized for a predetermined time from a base material allowable temperature at which damage to the catalyst base material can be prevented.
- the control device stores the temperature of the insulator and the temperature of the catalyst base material immediately before the vehicle is switched from the travelable state to the travelless state as the initial insulator temperature and the initial substrate temperature, respectively.
- the control device measures a stop time from when the vehicle is switched to the travel-disabled state to when the vehicle is switched to the travel-enabled state next.
- the controller estimates the insulator temperature for determination using the initial insulator temperature and the stop time immediately after the vehicle is switched to the next runnable state, and uses the base substrate initial temperature and stop time to determine the determination base. Estimate the material temperature.
- the EHC can be energized while ensuring the insulation of the EHC.
- 1 is an overall block diagram of a vehicle. It is a circuit block diagram of 1st MG, 2nd MG, PCU, a battery, and EHC. It is a figure which shows an example of the EHC electricity supply method by ECU. It is a functional block diagram of ECU. It is a figure which shows an example of the time change of base material temperature THc and insulator temperature THi. It is a flowchart (the 1) which shows the process sequence of ECU. It is a flowchart (the 2) which shows the process sequence of ECU.
- FIG. 1 is an overall block diagram of a vehicle 1 according to the present embodiment.
- the vehicle 1 includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a speed reducer 50, a power control unit (Power Control Unit, hereinafter referred to as “PCU”) 60, a battery. 70, a drive wheel 80, and an electronic control unit (Electronic Control Unit, hereinafter referred to as “ECU”) 200.
- PCU Power Control Unit
- ECU Electronic Control Unit
- the engine 10 is an internal combustion engine that generates a driving force for rotating a crankshaft by combustion energy generated when an air-fuel mixture is combusted.
- First MG 20 and second MG 30 are motor generators driven by alternating current.
- the vehicle 1 travels by power output from at least one of the engine 10 and the second MG 30.
- the driving force generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path transmitted to the drive wheel 80 via the speed reducer 50 and the other is a path transmitted to the first MG 20.
- the power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10.
- the sun gear is connected to the rotation shaft of the first MG 20.
- the ring gear is connected to the rotation shaft of second MG 30 and speed reducer 50.
- the PCU 60 is controlled by a control signal from the ECU 200.
- PCU 60 converts the DC power supplied from battery 70 into AC power that can drive first MG 20 and second MG 30.
- PCU 60 outputs the converted AC power to first MG 20 and second MG 30, respectively.
- first MG 20 and second MG 30 are driven by the electric power stored in battery 70.
- the PCU 60 can also convert AC power generated by the first MG 20 and the second MG 30 into DC power and charge the battery 70 with the converted DC power.
- the battery 70 is a direct current power source that stores electric power for driving the first MG 20 and the second MG 30, and includes, for example, a secondary battery such as nickel hydride or lithium ion.
- the output voltage of the battery 70 is a high voltage of about 200V, for example. Note that a large-capacity capacitor may be used instead of the battery 70.
- the vehicle 1 includes an ignition switch (hereinafter referred to as “IG switch”) 2.
- the IG switch 2 is a switch for the user to switch the state of the vehicle 1 between a runnable state (hereinafter also referred to as “Ready-ON state”) and a runnable state (hereinafter also referred to as “Ready-OFF state”). is there.
- the SMR 71 In the Ready-ON state, the SMR 71 (see FIG. 2) is closed and the battery 70 and the PCU 60 are electrically connected. On the other hand, in the Ready-OFF state, the SMR 71 is opened and the battery 70 and the PCU 60 are disconnected.
- an IG on signal is output from the IG switch 2 to the ECU 200.
- an IG off signal is output from the IG switch 2 to the ECU 200.
- ECU 200 performs switching between the Ready-ON state and the Ready-OFF state in response to a signal from IG switch 2.
- the vehicle 1 includes an exhaust passage 130. Exhaust gas discharged from the engine 10 passes through the exhaust passage 130 and is discharged to the atmosphere.
- an electrically heated catalyst device (Electric Heated Catalyst, hereinafter referred to as “EHC”) 140 is provided.
- the EHC 140 includes a catalyst base on which a catalyst made of a noble metal that purifies the exhaust gas of the engine 10 is fixed (supported), and an electric heater that electrically heats the catalyst base when energized.
- the EHC 140 consumes a large amount of electric power (high voltage electric power) supplied from the battery 70 via the PCU 60 and raises the temperature of the catalyst to the activation temperature.
- Various known ones can be applied to the EHC 140.
- the EHC 140 is housed in a muffler case (housing) 150.
- the insulator 160 that insulates the EHC 140 from the outside is provided between the EHC 140 and the housing 150.
- the insulator 160 is disposed so as to cover the EHC 140. When the EHC 140 is heated, the insulator 160 is also heated by the heat transmitted from the EHC 140.
- the ECU 200 includes a CPU (Central Processing Unit) (not shown) and a memory, and is configured to execute a predetermined calculation process based on information stored in the memory.
- a CPU Central Processing Unit
- FIG. 2 is a circuit configuration diagram of the first MG 20, the second MG 30, the PCU 60, the battery 70, and the EHC 140.
- a system main relay (SMR) 71 is provided between the PCU 60 and the battery 70.
- SMR 71 is controlled by a control signal from ECU 200 and switches between connection and non-connection of battery 70 and PCU 60.
- the PCU 60 includes a converter 61, inverters 62 and 63, smoothing capacitors 64 and 65, and a discharge resistor 66.
- Converter 61 is connected to battery 70 via positive line PL1 and negative line NL1.
- Converter 61 is connected to inverters 62 and 63 via positive line PL2 and negative line NL1.
- Converter 61 includes a reactor, two switching elements, and two diodes. Converter 61 is controlled by a control signal from ECU 200 and performs voltage conversion between battery 70 and inverters 62 and 63.
- the inverter 62 is provided between the converter 61 and the first MG 20.
- Inverter 63 is provided between converter 61 and second MG 30. Inverters 62 and 63 are connected to converter 61 in parallel.
- Each of inverters 62 and 63 includes a three-phase upper and lower arm (switching element) and a diode connected in antiparallel to each switching element.
- Each of the upper and lower arms of the inverters 62 and 63 is controlled by a control signal from the ECU 200, converts the DC power converted by the converter 61 into AC power, and outputs the AC power to the first MG 20 and the second MG 30, respectively.
- the smoothing capacitor 64 is connected between the positive electrode line PL1 and the negative electrode line NL1, and smoothes the AC component of the voltage fluctuation between the positive electrode line PL1 and the negative electrode line NL1.
- Smoothing capacitor 65 is connected between positive electrode line PL2 and negative electrode line NL1, and smoothes an AC component of voltage fluctuation between positive electrode line PL2 and negative electrode line NL1.
- the discharge resistor 66 is connected between the positive electrode line PL2 and the negative electrode line NL1.
- the discharge resistor 66 is used to remove residual charges from the smoothing capacitors 64 and 65.
- the EHC 140 is connected to a power line (positive line PL2, negative line NL1) between the converter 61 and the inverters 62 and 63 inside the PCU 60. More specifically, EHC 140 has one end connected to positive branch line PLehc that branches from positive line PL2, and the other end connected to negative branch line NLehc that branches from negative line NL1.
- a switching device 100 is provided between the EHC 140 and the PCU 60.
- the switching device 100 includes an EHC relay R1 provided on the positive branch line PLehc, an EHC relay R2 provided on the negative branch line NLehc, and a monitoring sensor 120 inside. Opening and closing of each EHC relay R1, R2 is controlled by a control signal from ECU 200.
- the monitoring sensor 120 monitors the energization state (applied voltage, energization current, energization time, etc.) of the EHC 140. Note that the monitoring sensor 120 may be outside the switching device 100. In addition, the monitoring sensor 120 may be omitted as long as other existing sensors can monitor the energization state of the EHC 140.
- EHC relays R1 and R2 When the EHC relays R1 and R2 are closed, high voltage power after boosting the output voltage of the battery 70 by the converter 61 is supplied to the electric heater of the EHC 140.
- EHC energization By this EHC energization, the catalyst base material of EHC 140 is electrically heated.
- the EHC relays R1 and R2 are opened, the EHC 140 is disconnected from the PCU 60 and the EHC energization is cut off.
- FIG. 3 is a diagram illustrating an example of an EHC energization method by the ECU 200.
- ECU 200 energizes EHC by closing EHC relays R1 and R2 for a predetermined time from time t1 to time t2 in order to raise the catalyst of EHC 140 to the activation temperature in advance.
- the substrate temperature of the EHC 140 (hereinafter simply referred to as “substrate temperature THc”) increases by a predetermined temperature ⁇ TH1.
- the engine 10 is started at a subsequent time t3.
- the high-temperature battery 70 that stores electric power for driving the first MG 20 and the second MG 30 is shared as the power source of the EHC 140, so that an early temperature increase of the catalyst can be realized at a low cost.
- the In such a configuration since high-voltage power is supplied to the EHC 140, it is necessary to provide the insulator 160 that insulates the EHC 140 from the outside as described above. However, the electrical resistance value of the insulator 160 tends to decrease due to overheating. Therefore, for example, if the EHC 140 is reheated in a state where the temperature of the EHC 140 is maintained at a higher temperature due to the residual heat, the insulator 160 may be overheated and the insulation thereof may be degraded.
- the temperature of the insulator 160 (hereinafter referred to as “insulator temperature THi”) is accurately estimated, and whether or not the EHC energization is permitted is determined according to the estimated insulator temperature THi. 160 insulation is ensured. This is the most characteristic point of this embodiment.
- FIG. 4 is a functional block diagram of the ECU 200 when determining whether or not to allow EHC energization. Each functional block shown in FIG. 4 may be realized by hardware or software.
- ECU 200 includes an estimation unit 210, a storage unit 220, a measurement unit 230, an estimation unit 240, and a determination unit 250.
- the estimation unit 210 estimates the base material temperature THc and the insulator temperature THi in the Ready-ON state from the detection result of the monitoring sensor 120, for example.
- the storage unit 220 When receiving the IG OFF signal from the IG switch 2 in the Ready-ON state, the storage unit 220 receives the IG OFF signal (ie, immediately before switching from the Ready-ON state to the Ready-OFF state) and the substrate temperature THc and the insulator temperature.
- THi is acquired from the estimation unit 210 and stored as “base material initial temperature THcpre” and “insulator initial temperature THipre”, respectively.
- the measurement unit 230 When the measurement unit 230 receives the IG OFF signal from the IG switch 2, the measurement unit 230 measures the time from when the Ready-ON state is switched to the Ready-OFF state until the next is switched to the Ready-ON state as “stop time Tdead”.
- each of the base material temperature THc and the insulator temperature THi immediately after receiving the IG ON signal (that is, immediately after switching from the Ready-OFF state to the Ready-ON state) Estimated as “determination base material temperature THcpost” and “determination insulator temperature THipost”.
- the estimation unit 240 acquires the stop time Tdead from the measurement unit 230, and uses a map or the like indicating the cooling characteristics (temperature decrease characteristics) of the EHC 140 and the insulator 160 obtained in advance through experiments or the like.
- the material temperature drop amount ⁇ THc and the insulator temperature drop amount ⁇ THi are estimated.
- the estimation part 240 estimates the base material temperature THcpost for determination and the insulator temperature THipost for determination using the following formula
- the determination unit 250 determines whether or not EHC energization is permitted using the determination base material temperature THcpost and the determination insulator temperature THipost. Specifically, the determination unit 250 performs EHC energization when the determination base material temperature THcpost is lower than the base material threshold temperature THcth and when the determination insulator temperature THipost is lower than the insulator threshold temperature THith. Tolerate.
- EHC relays R1 and R2 are closed and EHC energization is performed when a predetermined energization condition is satisfied. Further, in this embodiment, it is assumed that one EHC energization is performed during one trip (a period from switching to the Ready-ON state to switching to the Ready-OFF state).
- the determination unit 250 includes the EHC Prohibit without allowing energization.
- the base material threshold temperature THcth is obtained by subtracting the base material temperature increase ⁇ TH1 by one EHC energization from the upper limit temperature (hereinafter referred to as “base material allowable temperature THcmax”) that can prevent damage to the catalyst base material. Set below the temperature. In other words, a margin is set between the substrate threshold temperature THcth and the substrate allowable temperature THcmax that exceeds the substrate temperature increase amount ⁇ TH1 due to one EHC energization. Therefore, even if one EHC energization is performed when the substrate temperature THc is lower than the substrate threshold temperature THcth, the substrate temperature THc does not reach the substrate allowable temperature THcmax.
- the insulator threshold temperature THith is obtained by subtracting the amount of increase in insulator temperature ⁇ TH2 caused by one EHC energization from the upper limit temperature (hereinafter referred to as “insulator allowable temperature THimax”) that can ensure the insulation of the insulator 160. Is set to less than the specified temperature. In other words, a margin is set between the insulator threshold temperature THith and the insulator allowable temperature THimax that exceeds the insulator temperature increase amount ⁇ TH2 due to one EHC energization. Therefore, even if one EHC energization is performed when the insulator temperature THi is lower than the insulator threshold temperature THith, the insulator temperature THi does not reach the insulator allowable temperature THimax.
- FIG. 5 is a diagram showing an example of temporal changes in the substrate temperature THc and the insulator temperature THi. With reference to FIG. 5, a method for determining whether or not the EHC is energized by the ECU 200 will be described.
- ECU 200 when receiving the IG OFF signal at time t11 in the Ready-ON state, stores base material temperature THc and insulator temperature THi at time t11 as base material initial temperature THcpre and insulator initial temperature THipre, respectively.
- the substrate temperature THc and the insulator temperature THi gradually decrease.
- the insulator temperature THi becomes less than the insulator threshold temperature THith after time t13, and the insulation can be ensured even if the ECU is energized once (the insulator temperature THi is acceptable for the base material). State in which the temperature THcmax is not exceeded).
- the base material temperature THc further becomes lower than the base material threshold temperature THcth, and the catalyst base material can be protected even if the ECU is energized once (the base material temperature THc is the base material allowable temperature THcmax). Is not exceeded). Therefore, after time t14, it is possible to achieve both insulation and substrate protection even after one EHC energization. In the present embodiment, such a state is a state in which EHC energization is possible.
- the ECU 200 determines the base material temperature for determination using the above-described equations (1) and (2) from the base material initial temperature THcpre, the insulator initial temperature THipre, and the stop time Tdead.
- the TH cpost and the determination insulator temperature THipost are estimated.
- EHC energization is allowed. Is done.
- FIG. 6 is a flowchart showing a processing procedure of the ECU 200 for realizing the functions of the estimation unit 210, the storage unit 220, and the measurement unit 230 described above.
- the flowchart shown in FIG. 6 is repeatedly executed at a predetermined cycle in the Ready-ON state.
- step (hereinafter, step is abbreviated as “S”) 10 ECU 200 determines whether or not an IG off signal has been received.
- ECU 200 estimates base material temperature THc and insulator temperature THi in the Ready-ON state, for example, from the detection result of monitoring sensor 120 in S11.
- ECU 200 determines the base material temperature THc and the insulator temperature THi at the time of receiving the IG off signal as the base material initial temperature THcpre and the initial insulator in S12, respectively. Stored as temperature THipre.
- the ECU 200 opens the SMR 71 in S13 to be in a Ready-OFF state, and starts measuring the stop time Tdead in S14. Note that the measurement of the stop time Tdead is continued until it is next switched to the Ready-ON state.
- FIG. 7 is a flowchart showing a processing procedure of the ECU 200 for realizing the functions of the estimation unit 240 and the determination unit 250 described above. The flowchart shown in FIG. 7 is executed when ECU 200 is started (when switching from the Ready-OFF state to the Ready-ON state).
- ECU 200 estimates base material temperature decrease amount ⁇ THc and insulator temperature decrease amount ⁇ THi corresponding to stop time Tdead, respectively.
- ECU 200 estimates base material temperature for determination THcpost and insulator temperature for determination THipost using equations (1) and (2) described above.
- ECU 200 determines whether or not determination substrate temperature THcpost is lower than substrate threshold temperature THcth.
- ECU 200 determines whether or not determination insulator temperature THipost is lower than insulator threshold temperature THith.
- the ECU 200 shifts to the Ready-ON state from the insulator initial temperature THipre immediately before switching to the Ready-OFF state and the stop time Tdead that is the duration of the Ready-OFF state.
- the insulator temperature for determination THipost immediately after the switching is estimated.
- ECU 200 permits EHC energization when determination insulator temperature THipost is lower than insulator threshold temperature THith, and prohibits EHC energization otherwise. Therefore, EHC energization can be performed with high-voltage power from the battery 70 while ensuring the insulation of the EHC 140.
- the ECU 200 applies the EHC energization when the determination insulator temperature THipost is lower than the insulator threshold temperature THith and when the determination substrate temperature THcpost is lower than the substrate threshold temperature THcth. If not, EHC energization is prohibited. Therefore, not only insulation of EHC140 but also protection of the catalyst base material is realized.
- EHC energization is determined based on both the base material temperature THc and the insulator temperature THi. However, whether or not EHC energization is permitted may be determined based only on the insulator temperature THi. .
Abstract
Description
THcpost=THipre-ΔTHi …(2)
判定部250は、判定用基材温度THcpostおよび判定用絶縁体温度THipostを用いて、EHC通電の許否を決定する。具体的には、判定部250は、判定用基材温度THcpostが基材しきい温度THcth未満である場合でかつ判定用絶縁体温度THipostが絶縁体しきい温度THith未満である場合、EHC通電を許容する。
Claims (6)
- モータ(30)およびエンジン(10)の少なくともいずれかの動力で走行可能な車両であって、
前記モータを駆動するための電力を蓄える蓄電装置(70)と、
前記エンジンの排気を浄化する触媒が固定された触媒基材を前記蓄電装置の電力を用いて電気加熱可能に構成された触媒装置(140)と、
前記触媒装置と前記触媒装置を収容する筐体(150)との間に設けられた絶縁体(160)と、
前記触媒装置の通電を制御する制御装置(200)とを備え、
前記制御装置は、前記絶縁体の温度に応じて前記触媒装置の通電の許否を決定する、車両。 - 前記制御装置は、前記車両が走行不能状態から走行可能状態に切り替わった直後の前記絶縁体の温度を判定用絶縁体温度として推定し、前記判定用絶縁体温度が絶縁体しきい温度未満である場合に前記触媒装置の通電を許容し、前記判定用絶縁体温度が前記絶縁体しきい温度以上である場合に前記触媒装置の通電を許容しない、請求項1に記載の車両。
- 前記絶縁体しきい温度は、前記触媒装置を所定時間通電したときの前記絶縁体の温度増加量を前記絶縁体の絶縁性を確保可能な絶縁体許容温度から減じた温度未満に設定される、請求項2に記載の車両。
- 前記制御装置は、前記車両が前記走行不能状態から前記走行可能状態に切り替わった直後の前記触媒基材の温度を判定用基材温度として推定し、前記判定用絶縁体温度が前記絶縁体しきい温度未満である場合でかつ前記判定用基材温度が基材しきい温度未満である場合に前記触媒装置の通電を許容し、前記判定用絶縁体温度が前記絶縁体しきい温度以上である場合および前記判定用基材温度が前記基材しきい温度以上である場合の少なくともいずれかの場合に前記触媒装置の通電を許容しない、請求項2に記載の車両。
- 前記基材しきい温度は、前記触媒装置を所定時間通電したときの前記触媒基材の温度増加量を前記触媒基材の損傷を防止可能な基材許容温度から減じた温度未満に設定される、請求項4に記載の車両。
- 前記制御装置は、
前記車両が前記走行可能状態から前記走行不能状態に切り替わる直前の前記絶縁体の温度および前記触媒基材の温度をそれぞれ絶縁体初期温度および基材初期温度として記憶し、
前記車両が前記走行不能状態に切り替わってから次に前記走行可能状態に切り替わるまでの停止時間を計測し、
前記車両が次に前記走行可能状態に切り替わった直後に前記絶縁体初期温度と前記停止時間とを用いて前記判定用絶縁体温度を推定するとともに前記基材初期温度と前記停止時間とを用いて前記判定用基材温度を推定する、請求項4に記載の車両。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/236,401 US9109489B2 (en) | 2011-09-01 | 2011-09-01 | Vehicle |
JP2013530978A JP5673835B2 (ja) | 2011-09-01 | 2011-09-01 | 車両 |
PCT/JP2011/069883 WO2013031002A1 (ja) | 2011-09-01 | 2011-09-01 | 車両 |
EP11871517.6A EP2746547B1 (en) | 2011-09-01 | 2011-09-01 | Vehicle |
CN201180072885.0A CN103732874B (zh) | 2011-09-01 | 2011-09-01 | 车辆 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2011/069883 WO2013031002A1 (ja) | 2011-09-01 | 2011-09-01 | 車両 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013031002A1 true WO2013031002A1 (ja) | 2013-03-07 |
Family
ID=47755551
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/069883 WO2013031002A1 (ja) | 2011-09-01 | 2011-09-01 | 車両 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9109489B2 (ja) |
EP (1) | EP2746547B1 (ja) |
JP (1) | JP5673835B2 (ja) |
CN (1) | CN103732874B (ja) |
WO (1) | WO2013031002A1 (ja) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9932876B2 (en) | 2015-11-11 | 2018-04-03 | Ford Global Technologies, Llc | Systems and method for exhaust warm-up strategy |
JP7234916B2 (ja) * | 2019-12-24 | 2023-03-08 | トヨタ自動車株式会社 | 車両の制御装置 |
US11879370B2 (en) | 2020-12-15 | 2024-01-23 | Ford Global Technologies, Llc | Integrated power converter to support power outputs at different potential for vehicles with a heated catalyst |
US11708065B2 (en) * | 2021-02-19 | 2023-07-25 | Ford Global Technologies, Llc | Electrical power control method |
FR3127459B1 (fr) * | 2021-09-27 | 2023-08-18 | Vitesco Technologies | Procédé d’alimentation d’un dispositif de chauffage pour catalyseur |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08170524A (ja) | 1994-12-15 | 1996-07-02 | Nissan Motor Co Ltd | 内燃機関の排気浄化装置 |
JPH09158718A (ja) | 1995-12-08 | 1997-06-17 | Toyota Motor Corp | 電気加熱式触媒の通電制御装置 |
JPH09250333A (ja) | 1996-03-12 | 1997-09-22 | Nissan Motor Co Ltd | 内燃機関の触媒暖機装置 |
JP2010223159A (ja) | 2009-03-25 | 2010-10-07 | Toyota Motor Corp | 車両の制御装置 |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0710028Y2 (ja) * | 1989-03-13 | 1995-03-08 | 日産ディーゼル工業株式会社 | パーティキュレート・トラップフィルタ再生装置 |
US7829048B1 (en) * | 2009-08-07 | 2010-11-09 | Gm Global Technology Operations, Inc. | Electrically heated catalyst control system and method |
WO2011111176A1 (ja) * | 2010-03-10 | 2011-09-15 | トヨタ自動車株式会社 | 車両および触媒装置に通電する方法 |
US8997470B2 (en) * | 2010-03-17 | 2015-04-07 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purifying device for internal combustion engine |
WO2011114451A1 (ja) * | 2010-03-17 | 2011-09-22 | トヨタ自動車株式会社 | 車両の制御装置 |
EP2549071B1 (en) * | 2010-03-19 | 2015-08-19 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device |
WO2011128996A1 (ja) * | 2010-04-14 | 2011-10-20 | トヨタ自動車株式会社 | 電気加熱式触媒及びその製造方法 |
JP5673852B2 (ja) * | 2011-11-02 | 2015-02-18 | トヨタ自動車株式会社 | 電気加熱式触媒の制御装置 |
EP2796683A4 (en) * | 2011-12-20 | 2015-05-20 | Toyota Motor Co Ltd | ERROR DETECTION DEVICE FOR AN ELECTRICALLY HEATABLE CATALYST |
-
2011
- 2011-09-01 WO PCT/JP2011/069883 patent/WO2013031002A1/ja active Application Filing
- 2011-09-01 CN CN201180072885.0A patent/CN103732874B/zh active Active
- 2011-09-01 EP EP11871517.6A patent/EP2746547B1/en active Active
- 2011-09-01 US US14/236,401 patent/US9109489B2/en active Active
- 2011-09-01 JP JP2013530978A patent/JP5673835B2/ja active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08170524A (ja) | 1994-12-15 | 1996-07-02 | Nissan Motor Co Ltd | 内燃機関の排気浄化装置 |
JPH09158718A (ja) | 1995-12-08 | 1997-06-17 | Toyota Motor Corp | 電気加熱式触媒の通電制御装置 |
JPH09250333A (ja) | 1996-03-12 | 1997-09-22 | Nissan Motor Co Ltd | 内燃機関の触媒暖機装置 |
JP2010223159A (ja) | 2009-03-25 | 2010-10-07 | Toyota Motor Corp | 車両の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2746547A4 |
Also Published As
Publication number | Publication date |
---|---|
JP5673835B2 (ja) | 2015-02-18 |
CN103732874B (zh) | 2015-09-16 |
EP2746547A1 (en) | 2014-06-25 |
EP2746547A4 (en) | 2015-01-14 |
US9109489B2 (en) | 2015-08-18 |
EP2746547B1 (en) | 2016-08-10 |
JPWO2013031002A1 (ja) | 2015-03-23 |
CN103732874A (zh) | 2014-04-16 |
US20140174059A1 (en) | 2014-06-26 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5626368B2 (ja) | 車両および触媒装置の温度制御方法 | |
US9771848B2 (en) | Vehicle and vehicular control method | |
US9469293B2 (en) | Vehicle and control method for vehicle | |
JP5288057B2 (ja) | ハイブリッド車両の排気浄化システムおよびその制御方法 | |
JP5673835B2 (ja) | 車両 | |
JP5660104B2 (ja) | 車両 | |
JP5626309B2 (ja) | ハイブリッド車両 | |
JP5257550B2 (ja) | 車両および触媒装置に通電する方法 | |
JP5661121B2 (ja) | 車両および車両の制御方法 | |
EP2563633A1 (en) | Control apparatus for vehicle | |
JP2013141893A (ja) | 車両および車両の制御方法 | |
US10464550B2 (en) | Abnormality detection of current sensor for electrically heated catalyst device in hybrid vehicle | |
JP5641145B2 (ja) | 車両および車両の制御方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11871517 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013530978 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14236401 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REEP | Request for entry into the european phase |
Ref document number: 2011871517 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011871517 Country of ref document: EP |