WO2015020061A1 - Hybrid system, hybrid vehicle, and power transmission method for hybrid system - Google Patents
Hybrid system, hybrid vehicle, and power transmission method for hybrid system Download PDFInfo
- Publication number
- WO2015020061A1 WO2015020061A1 PCT/JP2014/070642 JP2014070642W WO2015020061A1 WO 2015020061 A1 WO2015020061 A1 WO 2015020061A1 JP 2014070642 W JP2014070642 W JP 2014070642W WO 2015020061 A1 WO2015020061 A1 WO 2015020061A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- internal combustion
- crankshaft
- combustion engine
- motor generator
- hybrid system
- Prior art date
Links
Images
Classifications
-
- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
-
- 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
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/15—Preventing overcharging
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/107—Infinitely variable gearings with endless flexible members
-
- 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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
-
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
-
- 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
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
-
- 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
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
-
- 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
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
-
- 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
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/441—Speed
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/12—Emission reduction of exhaust
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a hybrid system, a hybrid vehicle, and a power transmission method of the hybrid system, and more particularly, a hybrid system and a hybrid capable of shortening the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop.
- the present invention relates to a power transmission method for a vehicle and a hybrid system.
- the motor generator In a hybrid vehicle (HEV) equipped with both an internal combustion engine and a motor generator, the motor generator is driven by the output of the internal combustion engine to generate power, and the generated power is charged into a battery or charged into this battery.
- the motor generator is driven by electric power to assist the output of the internal combustion engine.
- an electric motor is provided between an engine (internal combustion engine) and a transmission.
- a (motor generator) is provided and the electric motor is connected to an engine drive shaft (crankshaft).
- crankshaft is rotationally driven using a starter, and the piston in the cylinder (cylinder) is moved to a position where fuel can be injected and a position where ignition is possible.
- crankshaft rotates while moving the piston due to inertia, but stops due to the friction of the internal combustion engine. This stop is normally stopped at a crank angle position where the friction is maximum.
- the present invention has been made in view of the above, and an object of the present invention is to reduce the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop, and to provide a hybrid vehicle equipped with a hybrid system.
- an object of the present invention is to reduce the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop, and to provide a hybrid vehicle equipped with a hybrid system.
- a hybrid system of the present invention is a hybrid system having an internal combustion engine and a motor generator, and is provided with a continuously variable transmission mechanism directly connected to the crankshaft of the internal combustion engine.
- a hybrid control device that connects the motor generator and controls the motor generator and the continuously variable transmission mechanism is configured to reduce the rotation speed of the continuously variable transmission mechanism relative to the rotational speed of the internal combustion engine when the internal combustion engine is stopped. Stop control to reduce the rotation speed ratio, which is the ratio of the rotation speed of the motor generator, to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range. Configured to do.
- This pre-installed stop range is such that when starting the internal combustion engine by starting or restarting, the position of the piston in the cylinder starts from the compression stroke where the fuel can be injected immediately. It is a range, and can be set in advance from the relationship between the crank angle and each stroke of the piston.
- the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
- the hybrid control device is configured to be able to perform the stop control when a charge amount of a battery that charges power generated by the motor generator is larger than a preset charge amount. Then, the following effects can be achieved.
- a hybrid system power transmission method for achieving the above object is a hybrid system power transmission method including an internal combustion engine and a motor generator, and is connected directly to a crankshaft of the internal combustion engine via a continuously variable transmission mechanism. Power transmission between the crankshaft and the motor generator, and at the time of stop operation of the internal combustion engine, the ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism. This is a method characterized in that a certain rotation speed ratio is reduced to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range.
- the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
- the hybrid system, hybrid vehicle, and hybrid system power transmission method of the present invention when the internal combustion engine is started and when the idling stop is restarted, the timing of fuel injection in the internal combustion engine can be entered immediately, and the internal combustion engine It is possible to shorten the time until the start of the engine that can be operated by fuel combustion. Therefore, a hybrid vehicle equipped with this hybrid system can quickly shift to the running state, and the running characteristics can be improved.
- FIG. 1 is a diagram showing a configuration of a hybrid system and a hybrid vehicle according to an embodiment of the present invention.
- FIG. 2 is a diagram illustrating a configuration of a hybrid system and a hybrid vehicle including a crankshaft connecting / disconnecting device.
- the hybrid system 2 of this embodiment is a hybrid system having an engine (internal combustion engine) 10 and a motor generator (M / G) 21.
- the hybrid system 2 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 1, but is not necessarily limited to that mounted on the vehicle.
- HEV hybrid vehicle
- the engine 10 of the hybrid system 2 includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust gas purification device (post-treatment device) provided in the exhaust passage 12. 14 is provided.
- the exhaust gas purification device 14 purifies NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas discharged from the engine 10.
- the purified exhaust gas is released into the atmosphere via a muffler (not shown) or the like.
- a CVT (continuously variable transmission mechanism: ratio variable mechanism) 16 is provided directly connected to the crankshaft 15 of the engine 10, and the motor generator 21 is connected to the CVT 16. That is, the first pulley (first power transmission unit) 16a of the CVT 16 is provided on the crankshaft 15 of the engine 10, and the second pulley (second power transmission unit) 16b of the CVT 16 is provided on the motor generator 21. The power transmission between the crankshaft 15 and the motor generator 21 is performed via the first pulley 16a and the second pulley 16b.
- a belt or chain (power transmission member) 16c is hung between the first pulley 16a and the second pulley 16b, and the crankshaft 15 passes through the first pulley 16a, the power transmission member 16c, and the second pulley 16b. Then, the power is transmitted to the motor generator 21, and conversely, the power is transmitted from the motor generator 21 to the crankshaft 15 via the second pulley 16b, the power transmission member 16c, and the first pulley 16a.
- the power transmission member 16c is applied to a pair of the first pulley 16a and the second pulley 16b, and the widths of the individual pulleys 16a and 16b are changed so that the pulleys 16a and 16b and the power transmission member 16c come into contact with each other.
- the position is changed, and if the width is expanded and the position where the power transmission member 16c contacts is inward (closer to the shaft), the diameter becomes smaller.
- the position where the power transmission member 16c contacts with the power transmission member 16c is decreased. The diameter is increased if the outer side is moved (if the outer side is moved).
- the power transmission member 16c is not slackened. Shifting can be performed continuously.
- the CVT 16 When the CVT 16 is configured such that the transmission 31 is connected to one of the crankshafts 15 and the CVT 16 is connected to the other of the crankshafts 15 in the engine 10, the CVT 16 is connected to the transmission 31 with respect to the engine 10. Therefore, it is not necessary to provide the CVT 16 between the engine 10 and the transmission 31. For this reason, motor generators can be easily installed even for combinations of existing engines and transmissions (powertrains) that do not consider hybrid systems, and the types of powertrains to which hybrid systems can be applied are expanded. Can be easily done.
- an auxiliary machine such as a cooling fan, a cooling water pump, or a lubricating oil pump that obtains driving force from the crankshaft is arranged.
- These auxiliary machines are preferably electrified so as to be driven by the electric power generated by the motor generator without obtaining the driving force directly from the crankshaft. This increases the freedom with respect to the layout of the auxiliary machinery, and further has the advantage that the engine output without load loss due to the auxiliary machinery can be used as the driving force depending on the situation.
- the motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as the braking force of the vehicle 1. And driving as a motor, transmitting the driving force to the crankshaft 15 of the engine 10 to assist the driving force (output: torque) of the engine 10.
- the electric power obtained by power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A.
- the electric power charged in the first battery 24 ⁇ / b> A is converted by the inverter 23 and supplied to the motor generator 21.
- a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A.
- the DC-DC converter 25 drops the voltage to 12 V and charges the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.
- a hybrid vehicle hereinafter referred to as a vehicle 1 equipped with the hybrid system 2
- the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30, and further, a propulsion shaft (propeller shaft) is transmitted from the transmission 31. It is transmitted to the operating device (differential gear) 33 through 32, and transmitted to the wheel 35 from the operating device 33 through the drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheel 35 and the vehicle 1 travels.
- the transmission path from the engine 10 to the wheel 35 may be different depending on the mounting method of the engine 10.
- the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power.
- the power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.
- the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 1 travels.
- the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, and the motor generator 21 can generate power.
- a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and the load Q of the engine 10, the operating state such as the rotational speed Na of the motor generator 21, and the charging of the first battery 24A and the second battery 24B. While monitoring the quantity (SOC) state, the CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25 and the like are controlled.
- the hybrid system control device 41 is normally configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 1.
- the overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.
- crankshaft connecting / disconnecting device 17 when the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the motor generator 21 as in the hybrid system 2A and the hybrid vehicle 1A shown in FIG. Is not used as a motor or a generator, it is more preferable because the crankshaft connecting / disconnecting device 17 can be disconnected and the engine 10 can be operated without the influence of friction on the motor generator 21 side.
- the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the first pulley 16a, the engine 10 can be operated without the influence of friction on the CVT 16 side in addition to the motor generator 21 side. it can.
- the hybrid control device 41 that controls the motor generator 21 and the CVT 16 has a ratio of the rotational speed Na of the motor generator 21 to the rotational speed Ne of the engine 10 of the CVT 16 when the engine 10 is stopped.
- a certain rotation speed ratio Rn Na / Ne is decreased to increase the friction applied to the crankshaft 15, and the crank angle ⁇ when the crankshaft 15 is stopped is stopped within a preset stop range ( ⁇ 1 to ⁇ 2). It is configured to perform angle control.
- This pre-set stop range ( ⁇ 1 to ⁇ 2) is a compression stroke in which the position of the piston in the cylinder (cylinder) is a position where fuel can be injected immediately when the operation of the engine 10 is started by starting or restarting. Is a range that can be set in advance from the relationship between the crank angle ⁇ and each stroke of the piston.
- the rotational speed ratio Rn Na / of the CVT 16
- the driving force Tea on the engine 10 side for generating the driving force Ta is increased, and the load (friction) applied to the crankshaft 15 can be increased, whereby the stop position of the crankshaft 15 can be controlled.
- the rotational speed ratio Rn of the CVT 16 is reduced to increase the load applied to the crankshaft 15, and the crank angle ⁇ when the crankshaft 15 is stopped is set in a predetermined stop range ( ⁇ 1 ⁇ can be within ⁇ 2).
- the fuel injection timing in the engine 10 can be immediately entered, and the time required for starting the engine 10 that can be operated by fuel combustion can be reduced. it can.
- This control is performed by detecting the crank angle ⁇ immediately before the stop of the engine 10 by a crank angle sensor (not shown) normally provided for controlling the engine 10 or an engine angle detection sensor (not shown) provided separately.
- the rotation speed ratio Rn of the CVT 16 is controlled so that the crank angle ⁇ is within a preset stop range ( ⁇ 1 to ⁇ 2).
- the pulley ratio Rd may be controlled in place of the rotation speed ratio Rn, but is substantially the same.
- the power transmission method of the hybrid system in this embodiment is a power transmission method of the hybrid systems 2 and 2A having the engine 10 and the motor generator 21, and is directly connected to the crankshaft 15 of the engine 10 via the CVT 16.
- the hybrid control device 41 can perform the stop control when the charge amount of the batteries 24A and 24B for charging the electric power generated by the motor generator 21 is larger than the preset charge amount, Such effects can be achieved.
- the fuel injection timing in the engine 10 is determined when the engine 10 is started and when the idling stop is restarted. It is possible to enter immediately, and the time until the start of the engine 10 that can be operated by fuel combustion can be shortened. Therefore, the hybrid vehicles 1 and 1A equipped with the hybrid systems 2 and 2A can quickly shift to the traveling state, and the traveling characteristics can be improved.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Human Computer Interaction (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Transmissions By Endless Flexible Members (AREA)
Abstract
Description
2、2A ハイブリッドシステム
10 エンジン(内燃機関)
11 エンジン本体
12 排気通路
13 ターボ過給器
14 排気ガス浄化装置
15 クランク軸
16 CVT(無段変速機構)
17 クランク軸用断接装置
20 電力システム
21 電動発電機(M/G)
22 配線
23 インバータ(INV)
24A 第1バッテリ(B1)
24B 第2バッテリ(B2)
25 DC-DCコンバータ(CON)
26A 冷却ファン(補機)
26B 冷却水ポンプ(補機)
26C 潤滑油ポンプ(補機)
30 動力伝達システム
31 変速機(トランスミッション)
32 推進軸(プロペラシャフト)
33 差動装置(デファレンシャルギア)
34 駆動軸(ドライブシャフト)
35 車輪
40 全体制御装置
41 ハイブリッドシステム用制御装置
Da 第2プーリーの実働直径
De 第1プーリーの実働直径
Na 電動発電機の回転数
Ne エンジンの回転数
Rd CVTの直径比
Rn CVTの回転数比
Ta 電動発電機の駆動力(駆動トルク)
Tea クランク軸に伝達される電動発電機側の駆動力(負荷)
θ クランク軸のクランク角
θ1~θ2 停止範囲 1, 1A vehicle (hybrid vehicle: HEV)
2,
DESCRIPTION OF
17 Connecting /
22
24A First battery (B1)
24B Second battery (B2)
25 DC-DC converter (CON)
26A Cooling fan (auxiliary machine)
26B Cooling water pump (auxiliary machine)
26C Lubricating oil pump (auxiliary machine)
30
32 Propeller shaft
33 Differential (differential gear)
34 Drive shaft
35
Tea Driving force (load) on the motor generator side transmitted to the crankshaft
θ Crankshaft crank angle θ1 to θ2 Stopping range
Claims (4)
- 内燃機関と電動発電機を有するハイブリッドシステムにおいて、
前記内燃機関のクランク軸に直結して無段変速機構を設け、該無段変速機構に前記電動発電機を連結すると共に、
前記電動発電機と前記無段変速機構を制御するハイブリッド用制御装置が、前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にする停止制御を行うことを特徴とするハイブリッドシステム。 In a hybrid system having an internal combustion engine and a motor generator,
Providing a continuously variable transmission mechanism directly connected to the crankshaft of the internal combustion engine, and connecting the motor generator to the continuously variable transmission mechanism;
The hybrid control device that controls the motor generator and the continuously variable transmission mechanism has a ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism when the internal combustion engine is stopped. A hybrid system characterized by performing a stop control to reduce a certain rotation speed ratio to increase a load applied to the crankshaft so that a crank angle when the crankshaft is stopped is within a preset stop range. - 前記ハイブリッド用制御装置が、前記停止制御を、前記電動発電機が発電する電力を充電するバッテリの充電量があらかじめ設定した充電量よりも大きい場合に行なえるように構成されることを特徴とする請求項1に記載のハイブリットシステム。 The hybrid control device is configured to perform the stop control when a charge amount of a battery that charges power generated by the motor generator is larger than a preset charge amount. The hybrid system according to claim 1.
- 請求項1又は2に記載のハイブリッドシステムを搭載したことを特徴とするハイブリッド車両。 A hybrid vehicle equipped with the hybrid system according to claim 1 or 2.
- 内燃機関と電動発電機を有するハイブリッドシステムの動力伝達方法において、
前記内燃機関のクランク軸に直結して無段変速機構を介して前記クランク軸と前記電動発電機との間の動力伝達を行うと共に、
前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にすることを特徴とするハイブリッドシステムの動力伝達方法。 In a power transmission method of a hybrid system having an internal combustion engine and a motor generator,
While directly connecting to the crankshaft of the internal combustion engine to transmit power between the crankshaft and the motor generator via a continuously variable transmission mechanism,
During the stop operation of the internal combustion engine, the rotational speed ratio, which is the ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism, is reduced to increase the load applied to the crankshaft, A power transmission method for a hybrid system, wherein a crank angle when the crankshaft is stopped is within a preset stop range.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480040061.9A CN105392681A (en) | 2013-08-09 | 2014-08-05 | Hybrid system, hybrid vehicle, and power transmission method for hybrid system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013-166192 | 2013-08-09 | ||
JP2013166192A JP2015033935A (en) | 2013-08-09 | 2013-08-09 | Hybrid system, hybrid vehicle and power transmission method for hybrid system |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2015020061A1 true WO2015020061A1 (en) | 2015-02-12 |
Family
ID=52461392
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2014/070642 WO2015020061A1 (en) | 2013-08-09 | 2014-08-05 | Hybrid system, hybrid vehicle, and power transmission method for hybrid system |
Country Status (3)
Country | Link |
---|---|
JP (1) | JP2015033935A (en) |
CN (1) | CN105392681A (en) |
WO (1) | WO2015020061A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110891838B (en) * | 2017-07-18 | 2023-03-14 | 雅马哈发动机株式会社 | Vehicle with a steering wheel |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001099308A (en) * | 1999-09-29 | 2001-04-10 | Mitsubishi Motors Corp | Controller for vehicle with continuously variable transmission |
JP2013119301A (en) * | 2011-12-07 | 2013-06-17 | Daimler Ag | Engine stop controller for hybrid electric vehicle |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6459980B1 (en) * | 1999-02-08 | 2002-10-01 | Toyota Jidosha Kabushiki Kaisha | Vehicle braked with motor torque and method of controlling the same |
JP2004142590A (en) * | 2002-10-24 | 2004-05-20 | Toyota Motor Corp | Power output unit, control method for the same, and hybrid vehicle |
JP4062264B2 (en) * | 2003-06-06 | 2008-03-19 | アイシン・エィ・ダブリュ株式会社 | Vehicle drive control device, vehicle drive control method, and program |
JP2008014146A (en) * | 2006-07-03 | 2008-01-24 | Denso Corp | Stop control device for internal combustion engine |
DE102011056431A1 (en) * | 2011-12-14 | 2013-06-20 | Dr. Ing. H.C. F. Porsche Ag | Hybrid powertrain for e.g. motor car, has electromotor that is designed as belt starter generator and is connected with combustion engine through belt drive unit which is designed as continuously variable transmission |
-
2013
- 2013-08-09 JP JP2013166192A patent/JP2015033935A/en active Pending
-
2014
- 2014-08-05 CN CN201480040061.9A patent/CN105392681A/en active Pending
- 2014-08-05 WO PCT/JP2014/070642 patent/WO2015020061A1/en active Application Filing
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001099308A (en) * | 1999-09-29 | 2001-04-10 | Mitsubishi Motors Corp | Controller for vehicle with continuously variable transmission |
JP2013119301A (en) * | 2011-12-07 | 2013-06-17 | Daimler Ag | Engine stop controller for hybrid electric vehicle |
Also Published As
Publication number | Publication date |
---|---|
JP2015033935A (en) | 2015-02-19 |
CN105392681A (en) | 2016-03-09 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6390084B2 (en) | Hybrid system, hybrid vehicle, and hybrid system control method | |
US9050974B2 (en) | Drive system and method for controlling drive system | |
JP2002307956A (en) | Driving device for vehicle | |
JP6889580B2 (en) | Engine control unit | |
WO2015020096A1 (en) | Hybrid system and method for controlling same | |
JP2015033971A (en) | Hybrid system, hybrid vehicle, and power transmission method of hybrid system | |
WO2015020097A1 (en) | Hybrid system and method for controlling same | |
WO2015020059A1 (en) | Hybrid system, hybrid vehicle, and power transmission method for hybrid system | |
JP6197464B2 (en) | Hybrid system and control method thereof | |
WO2015020061A1 (en) | Hybrid system, hybrid vehicle, and power transmission method for hybrid system | |
WO2015041330A1 (en) | Hybrid system and hybrid vehicle | |
JP6281206B2 (en) | Hybrid system, hybrid vehicle, and power transmission method of hybrid system | |
JP6264775B2 (en) | Hybrid system and control method thereof | |
JP6197466B2 (en) | Hybrid system, hybrid vehicle, and power transmission method of hybrid system | |
WO2015041331A1 (en) | Hybrid system and hybrid vehicle | |
JP2017140939A (en) | Operation control device for vehicle | |
JP2004176545A (en) | Power output device, its control method, and vehicle | |
JP2015030281A (en) | Hybrid system and hybrid vehicle | |
JP6197465B2 (en) | Hybrid system, hybrid vehicle, and power transmission method of hybrid system | |
JP2015033923A (en) | Hybrid system and hybrid vehicle | |
JP2015033969A (en) | Hybrid system and hybrid vehicle | |
JP6364720B2 (en) | Hybrid system, hybrid vehicle, and abnormality diagnosis method for hybrid system | |
JP2012106598A (en) | Hybrid vehicle | |
JP6263896B2 (en) | Hybrid system, hybrid vehicle, and abnormality diagnosis method for hybrid system | |
JP2022063475A (en) | Control device for hybrid vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201480040061.9 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 14835118 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: IDP00201601577 Country of ref document: ID |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 14835118 Country of ref document: EP Kind code of ref document: A1 |