WO2015044954A1 - Mode d'urgence dans un véhicule hybride - Google Patents

Mode d'urgence dans un véhicule hybride Download PDF

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Publication number
WO2015044954A1
WO2015044954A1 PCT/IN2014/000606 IN2014000606W WO2015044954A1 WO 2015044954 A1 WO2015044954 A1 WO 2015044954A1 IN 2014000606 W IN2014000606 W IN 2014000606W WO 2015044954 A1 WO2015044954 A1 WO 2015044954A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
engine
battery
controller
alternator
Prior art date
Application number
PCT/IN2014/000606
Other languages
English (en)
Inventor
Dipanjan MAZUMDAR
Samraj Jabez Dhinagar
Ramadoss SAMBATHKUMAR
Saurabh Kumar
Chithambaram SUBRAMONIAM
Original Assignee
Tvs Motor Company Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Priority to CN201480003174.1A priority Critical patent/CN105555570B/zh
Publication of WO2015044954A1 publication Critical patent/WO2015044954A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N3/00—Other muscle-operated starting apparatus
    • F02N3/04—Other muscle-operated starting apparatus having foot-actuated levers
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/063—Battery voltage
    • 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

Definitions

  • the present invention relates generally to a hybrid vehicle and more particularly, but not exclusively, to a mechanism for starting a hybrid vehicle in emergency conditions.
  • the hybrid vehicles are operated through a control apparatus configured according to the engine, traction motor and battery specifications.
  • the control apparatus in hybrid vehicles has a controller which controls the vehicle operation and flow of power in the vehicle based on the inputs available to it and the inbuilt logic.
  • the controller takes power from the battery which, in the case of hybrid vehicles, is usually of high voltage.
  • the controller in hybrid vehicles, substantially controls the vehicle operations without any manual input including cranking the engine through a starter motor. Battery power is provided to the starter motor.
  • the high voltage battery may develop electrical malfunction, or the wires carrying high current from the battery to vehicle components may develop short circuit which would prevent supply of power to the controller.
  • the controller would not be able to carry out the vehicle operation as desired. This would also happen if the battery is completely or partially discharged, from where the controller takes the power. Further, if the controller itself is malfunctioned, the self cranking of the engine is disabled and the vehicle would be rendered inoperable. In yet another situation, if the traction motor is short circuited, it would be difficult to even push the vehicle as the traction motor is connected to the rear wheel. Thus, in the case of any fault in controller or battery or motor due to any electrical or mechanical malfunction event, the vehicle operation is affected and the user would be stranded on the road.
  • the present subject matter is directed to overcome all or any of the problems as set forth above and thereby to obviate a lacunae in the prior art. It is therefore an object of the present subject matter to provide an emergency mode in a hybrid vehicle in the form of a limp home mechanism so that the vehicle may be manually operated during any emergency or undesirable situation without relying on the battery and the controller. It is another object of the invention to ensure that the limp home mechanism does not interfere in working of the controller in normal situations.
  • the present invention discloses a hybrid vehicle having a limp home mechanism comprising a manually operated kick start lever connected with the engine; an alternator mechanically connected to the kick start lever, the alternator having a stator and a rotor; an RR unit taking input from the alternator; wherein the operation of kick start lever causes the alternator to provide required voltage to an ignition (TCI) unit, the engine being cranked without the help of battery and controller, and wherein further the RR unit regulates the voltage required for the TCI unit.
  • TCI ignition
  • FIG. 1 shows a hybrid vehicle according to the present invention.
  • FIG. 2 shows a rear portion of the hybrid vehicle without the side covers.
  • FIG. 3 shows a sectional top view of the engine.
  • FIG. 4 shows a side view of a kick start lever in the engine case.
  • FIG. 5 shows the working layout of a limp home mechanim for hybrid vehicle. DETAILED DESCRIPTION OF THE INVENTION
  • the present invention discloses a hybrid vehicle with an emergency mode in the form of a limp home mechanism.
  • the limp home mechanism comprises of a manually operated kick start lever connected with the engine, an alternator mechanically connected to the kick start lever, the alternator having a stator and a rotor, an RR unit taking input from the alternator.
  • the limp home mechanism is configured to start the vehicle directly in an engine mode without relying on the battery and the controller. This provision converts the hybrid vehicle into a usual kick start vehicle during emergency, unexpected or undesirable situations.
  • the controller is configured to work with the limp home mechanism during normal situations when the vehicle is working fine. However, in partial or complete shutdown conditions, the controller allows the vehicle to go into manual mode so that a vehicle user may manually crank the engine and take the vehicle to the nearest service centre.
  • the hybrid vehicle with a limp home mechanism is now explained through an embodiment.
  • FIG. 1 shows a side view of the concerned hybrid vehicle.
  • the vehicle has body frame assembly made up of several tubes welded together which usually supports the body of the said vehicle.
  • the vehicle has a steerable front wheel 101 and a driven rear wheel 102.
  • the body frame assembly of the vehicle is an elongated structure, which typically extends from a forward end to a rearward end of the vehicle. It is generally convex in shape, as viewed from a side elevational view.
  • the said frame assembly includes a head tube (not shown), a main frame 108 and may also have a sub-frame.
  • the sub-frame is attached to the main frame using appropriate joining mechanism.
  • the frame assembly is covered by a plurality of vehicle body covers including a front panel 105, a leg shield 141, an under seat cover 143 and a side panel 106.
  • a handlebar assembly 150 and a seat assembly 142 are supported at opposing ends of the frame assembly and a generally open area is defined there between known as floorboard 140 which functions as a step through space.
  • the seat for a driver and a pillion is placed forward to a fuel tank and rearwardly of the floorboard 140.
  • a front fender 103 is provided above the front wheel 101 to avoid the said vehicle and its occupants from being splashed with mud.
  • a rear fender 104 is placed between fuel tank and rear wheel 102, and to the outer side in the radial direction of rear wheel 102.
  • Rear fender 104 inhibits rain water or the like from being thrown up by rear wheel 102.
  • Suspensions are provided for comfortable steering of the vehicle on the road.
  • a front suspension assembly (not shown) is connected to a front fork 107 while the rear suspension assembly is a hydraulic damped arrangement and is connected to the body frame.
  • the rear suspension assembly comprises of at least one rear suspension 131 preferably on the left side of the vehicle. However, a vehicle with two rear suspensions, namely on the left side and the right side is also possible.
  • the vehicle has an electromechanical powertrain including an internal combustion engine 120 and an electrical traction motor 122 as drive sources.
  • the engine 120 is disposed forwardly of the rear wheel 102 and supported on the vehicle frame.
  • the traction motor 122 is powered by a battery 126 whereas the engine is cranked by a starter motor (not shown) powered by the battery.
  • a controller 125 controls the flow of power in the vehicle.
  • the engine is a four stroke single cylinder engine.
  • the rear wheel 102 is driven by driving force generated by either the engine 120 or the traction motor 122 or both.
  • the power from the engine is delivered to the rear wheel 102 through a transmission system.
  • the engine 120 is arranged horizontally, that is, its crankshaft is placed at right angles to the longitudinal direction of the vehicle body.
  • the traction motor 122 derives power from the battery 126.
  • the traction motor 122 is located within a hub 127 of a rear wheel 102.
  • the hub 127 moves around a wheel shaft 27 passing axially through the hub.
  • the direct coupling of traction motor 122 to the rear wheel hub 127 outside the engine crankcase saves space and prevents transmission losses due to gear reduction.
  • the engine 120 has a piston operated crankshaft 22 which rotates to transmit power to the rear wheel 102 through a transmission system.
  • the crankshaft 22 is operably engaged with and drives an intermediate shaft 24.
  • the power transmission from the crankshaft 22 to the intermediate shaft 24 is through a wet type chain transmission.
  • the chain is shown through the reference numeral 23.
  • a centrifugal clutch 32 disposed at an end portion of the crankshaft 22 helps in engagement and disengagement of the crankshaft 22 with the intermediate shaft 24.
  • a sprocket 26 disposed at an end portion of the intermediate shaft 24 transfers the power received from the crankshaft to a wheel shaft 27 through a dry type chain/belt transmission. The sprocket and chain mechanism reduces rotational force of intermediate shaft and transmits reduced rotational force to rear wheel 102.
  • the hybrid vehicle further comprises a plurality of user-selectable operating modes.
  • the user can select any of the operating modes for operating the vehicle and/or switch between the operating modes through a mode selection switch (not shown) provided for this purpose.
  • the selected mode is displayed on a display panel of the hybrid vehicle.
  • the controller 125 starts the motor or the engine or both according to the mode selected by the user. In case no mode is selected, the controller starts the vehicle in default mode.
  • the hybrid vehicle is provided with atleast four operating modes for optimizing the fuel efficiency, range of the vehicle and to provide more control and discretion to the vehicle user regarding the vehicle operation.
  • the four operating modes are named as a hybrid economy mode, a hybrid power mode, an engine mode and an electric mode.
  • the hybrid economy mode is the default mode for the vehicle i.e., except in case of any user selection otherwise, the controller starts and runs the vehicle in hybrid economy mode. In this mode, the controller operates the vehicle by initially powering the traction motor 122 and then once the vehicle reaches a pre-defined operating point, the ⁇
  • controller 125 cranks the internal combustion engine 120 and stops the traction motor 122.
  • the controller operates the vehicle in such a way that the vehicle gets power from the engine 120 and the traction motor 122 simultaneously.
  • the controller cranks the engine 120 and the vehicle runs only on the engine whereas in the electric mode, the vehicle is powered with traction motor 122 only.
  • the user for operating the vehicle firstly switches on the ignition switch 10 through an ignition key provided in the vehicle which provides the voltage to a DC/DC converter 11.
  • the output of the DC/DC converter 11 is connected to all lighting loads including the display panel.
  • the battery 126 is a single battery used to provide power across all vehicle components like starter motor for engine cranking, display panel, all lighting loads, controller and for powering traction motor.
  • the battery 126 includes a lithium ion battery and provides 48V of electromotive force.
  • the battery works under dual voltage system.
  • the battey supplies 48V of electromotive force to the electric motor through the controller 125 whereas it supplies 12V to all other loads through the DC-DC converter 11.
  • the battery can be charged either through direct charging or using the traction motor.
  • the controller 125 switches on the traction motor 122 or the internal combustion engine 120 depending upon the input obtained from the mode selection switch.
  • the controller 125 receives power from the battery 126 and supplies it to the traction motor 122.
  • the controller 125 cranks a starter motor (not shown) by supplying required voltage to a starter relay (not shown).
  • the starter relay supplies required voltage to the starter motor.
  • the controller supplies 12 V to the starter relay and the starter relay further supplies 48 V to the starter motor.
  • the controller simultaneously powers an ignition (TCI) unit 12 for spark plug ignition.
  • the controller cuts off the power supply using an ignition cut off relay (TCI relay) 17. It stops the power supply to the ignition (TCI) unit 12 and thus stops the internal combustion engine 120.
  • an emergency mode in the form of a limp home mechanism is provided in the vehicle to assist the vehicle user in emergency situations. It comprises of a manually operated kick start lever 31 connected with the engine 120; an alternator 33 mechanically connected to the kick start lever 31; and a regulation and rectifier unit (RR unit) 9 taking input from the alternator 33.
  • the kick start lever 31 is placed external to the engine laterally, and is operatively connected to the transmission system further connected to the crankshaft.
  • the alternator enables the kick start in the vehicle. The vehicle user can manually operate the kick start lever 31 to start the vehicle when the battery faces complete or partial shutdown, or even otherwise.
  • the limp home mechanism starts the vehicle directly in an engine mode during any electrical or mechanical malfunction event. Its presence converts the hybrid vehicle into a vehicle having an engine with battery-less ignition system.
  • the user first switches on the ignition key i.e. the ignition switch 10 must be ON.
  • the kick start lever 31 operates the kick start drive gear 36 which is meshed with an idler gear 34.
  • the idler gear 34 passes the drive to the kick start driven gear 35 which powers the crankshaft 22.
  • the rotation of crankshaft causes the alternator 33 to provide required voltage to the TCI unit 12 through the TCI cut off relay 17.
  • a pulser coil connected to the alternator generates rpm signal which is sensed by the TCI unit (signal flow).
  • the TCI unit 12 powers the ignition coil 14 which further powers the spark plug.
  • the TCI unit thus provides the spark and activates ignition when the rpm signal is adequate. In this way, the engine 120 is cranked without the help of battery and controller.
  • the alternator 33 is a magneto having a rotor and a stator and is mounted near an end portion of the crankshaft 22 of the engine opposite to the centrifugal clutch 32. It provides the electromotive force to the RR unit 9 which provides the required regulated voltage (12 V) to the ignition unit 12 and to all the loads along with the DC/DC converter output.
  • the RR unit has a full bridge configuration and a capacitor arrangement in order to regulate the voltage output to acceptable limits in the absence of a 12 V battery as the main battery 126 is of very high power.
  • the output of the DC/DC converter 11 is connected to all lighting loads including the display panel.
  • the limp home mechanism is capable to start the vehicle in engine mode manually without battery power and without taking input from the controller. On manually operating the kick lever, the mechanism cranks the engine and ensures vehicle movement during emergency situations.
  • the battery may face complete, partial or no shutdown. All battery related activities in the vehicle are routed through the controller during normal conditions and therefore, the limp home mechanism is configured to work during the complete or partial shutdown conditions caused by battery discharge or any electrical malfunction event.
  • the controller works normally according to the user selected mode and switches off the TCI unit 12 to disable the engine initially.
  • the traction motor 122 initially powers the vehicle as the TCI unit 12 is disabled and when the vehicle reaches a threshold speed, the controller 125 cranks the engine through the starter motor.
  • the engine is cranked by controller with the help of starter motor.
  • the controller 125 detects it and stops the power to the TCI unit 12 thus switching off the ignition to the engine. The engine will thus stop when not required.
  • 'complete shutdown' condition no electrical input is available to the controller 125 and the battery 126 is completely dead, or the connection to the controller is broken.
  • the engine 120 is cranked by the vehicle user using the limp home mechanism as explained above but only after the ignition key is switched ON. Thus, the vehicle starts in the engine mode.
  • the alternator 33 provides power to the TCI unit 12 rather than the battery 126 and the entire operation is devoid of any controller or battery.
  • the electrical system keeps providing sufficient voltage for operating all vehicle loads. Since a secondary 12 V battery is not used in the vehicle and the main battery is dead, the RR unit 9 provides the output voltage without any ripples. To enable this, the RR unit comprises of the full bridge rectifier and capacitor arrangement providing full DC current.
  • the vehicle ignition key is switched ON and the instrument cluster is also ON but shows a severe malfunction indication.
  • This condition occurs when the controller is ON but because of some, safety critical parameters going wrong on the battery, the controller is disabling the high current battery discharge.
  • the battery is a lithium ion battery with an internal BMS (battery management system) which provides safety critical parameters to the controller.
  • the controller is supposed to keep the TCI unit 12 switched off but during partial shutdown conditions, the controller logic changes and the TCI cut off relay 17 is enabled even in zero speed for enabling the manual cranking of the engine. It also disables starter motor to stop self-cranking.
  • the engine would start only when the controller cranks the starter motor or when the user itself selects the engine mode or hybrid power mode. Thus, with limp home mechanism, the kick start lever 31 cranks the engine and the controller would power the TCI unit for ignition.
  • the controller logic is configured taking into account different situations as explained as well as giving it more flexibility to shut down the electric self-start and avoiding deep discharge of the battery. This is because there is another option available to start the vehicle by using the kick start lever. This flexibility increases the safety parameter of the vehicle as lithium ion batteries must be monitored continuously.
  • the present subject matter and its equivalent thereof offer many advantages, including those which have been described henceforth.
  • the present invention discloses a hybrid vehicle with user selectable modes and a limp home mechanism to start the hybrid vehicle during any electrical or mechanical malfunction event.
  • the limp home mechanism improves convenience of the user and converts the hybrid vehicle into a normal manually cranked vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un véhicule hybride comprenant un mode d'urgence sous la forme d'un mécanisme de dépannage. Le mécanisme de dépannage est composé d'un levier de démarrage actionné manuellement raccordé au moteur, d'un alternateur raccordé mécaniquement au levier de démarrage, l'alternateur comprenant un stator et un rotor, et d'une unité RR recevant une entrée de l'alternateur. Le mécanisme de dépannage élimine la dépendance au dispositif de commande et à la batterie pour le démarrage du moteur et permet un démarrage manuel du moteur dans des situations d'urgence.
PCT/IN2014/000606 2013-09-25 2014-09-17 Mode d'urgence dans un véhicule hybride WO2015044954A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201480003174.1A CN105555570B (zh) 2013-09-25 2014-09-17 混合动力车辆中的紧急模式

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN4336CH2013 2013-09-25
IN4336/CHE/2013 2013-09-25

Publications (1)

Publication Number Publication Date
WO2015044954A1 true WO2015044954A1 (fr) 2015-04-02

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Application Number Title Priority Date Filing Date
PCT/IN2014/000606 WO2015044954A1 (fr) 2013-09-25 2014-09-17 Mode d'urgence dans un véhicule hybride

Country Status (3)

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CN (1) CN105555570B (fr)
TW (2) TW201524840A (fr)
WO (1) WO2015044954A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110679077B (zh) * 2017-04-05 2022-11-25 Tvs电机股份有限公司 用于车辆的控制系统
TWI808529B (zh) * 2021-11-08 2023-07-11 謝仲賢 雙電壓門機控制系統

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002098032A (ja) * 2000-09-25 2002-04-05 Honda Motor Co Ltd 車両の電力供給装置
US20030092525A1 (en) * 2001-11-14 2003-05-15 Huan-Lung Gu Hybrid power system
US20030098188A1 (en) * 2001-11-28 2003-05-29 Huan-Lung Gu Hybrid power system with external auxiliary motor
JP2007181281A (ja) * 2005-12-27 2007-07-12 Shindengen Electric Mfg Co Ltd 電力変換装置
WO2014073484A1 (fr) * 2012-11-08 2014-05-15 新電元工業株式会社 Circuit de commande du moteur d'un véhicule à deux roues, et moteur de véhicule à deux roues

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3783715B2 (ja) * 2004-01-22 2006-06-07 トヨタ自動車株式会社 ハイブリッド車の制御装置
JP4412646B2 (ja) * 2004-02-27 2010-02-10 本田技研工業株式会社 エンジン始動制御装置
JP4378224B2 (ja) * 2004-06-04 2009-12-02 株式会社ミクニ 電源装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002098032A (ja) * 2000-09-25 2002-04-05 Honda Motor Co Ltd 車両の電力供給装置
US20030092525A1 (en) * 2001-11-14 2003-05-15 Huan-Lung Gu Hybrid power system
US20030098188A1 (en) * 2001-11-28 2003-05-29 Huan-Lung Gu Hybrid power system with external auxiliary motor
JP2007181281A (ja) * 2005-12-27 2007-07-12 Shindengen Electric Mfg Co Ltd 電力変換装置
WO2014073484A1 (fr) * 2012-11-08 2014-05-15 新電元工業株式会社 Circuit de commande du moteur d'un véhicule à deux roues, et moteur de véhicule à deux roues

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Publication number Publication date
TWM530278U (zh) 2016-10-11
CN105555570A (zh) 2016-05-04
CN105555570B (zh) 2019-04-05
TW201524840A (zh) 2015-07-01

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