WO2016031089A1 - Système d'entraînement - Google Patents

Système d'entraînement Download PDF

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Publication number
WO2016031089A1
WO2016031089A1 PCT/JP2014/078747 JP2014078747W WO2016031089A1 WO 2016031089 A1 WO2016031089 A1 WO 2016031089A1 JP 2014078747 W JP2014078747 W JP 2014078747W WO 2016031089 A1 WO2016031089 A1 WO 2016031089A1
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WO
WIPO (PCT)
Prior art keywords
flow path
engine
drive system
loop
inverter
Prior art date
Application number
PCT/JP2014/078747
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English (en)
Japanese (ja)
Inventor
一法師　茂俊
健 篠▲崎▼
浩之 東野
勇吾 浅井
阪田　一樹
昌和 谷
裕幸 矢野
松尾　治之
Original Assignee
三菱電機株式会社
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 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2015514683A priority Critical patent/JPWO2016031089A1/ja
Publication of WO2016031089A1 publication Critical patent/WO2016031089A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F13/00—Arrangements for modifying heat-transfer, e.g. increasing, decreasing
    • F28F13/02—Arrangements for modifying heat-transfer, e.g. increasing, decreasing by influencing fluid boundary
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

  • the present invention relates to a hybrid vehicle drive system using both engine drive and motor drive.
  • a dedicated water cooling system that cools the inverter for driving the motor, which is required to cool to a lower temperature, and an engine that is required to dissipate heat at a certain relatively high temperature are cooled. It consists of two cooling systems with a dedicated water cooling system.
  • the drive system includes a first circulation loop and a second circulation loop arranged in parallel therewith.
  • the first circulation loop is a series connection of a pump, an engine, and a heating device (for example, a heater, an exhaust heat recovery device and an EGR cooler), and the cooling water circulates in a low temperature environment.
  • the second circulation loop is a series connection of the pump, the engine, the radiator, and the inverter cooling device that performs cooling with higher efficiency.
  • the first circulation loop and the second circulation loop are connected via a temperature detection valve (for example, a thermostat) and can be switched.
  • a temperature detection valve for example, a thermostat
  • the first circulation loop is cooled.
  • the cooling water circulated through the second circulation loop to cool the inverter with high efficiency.
  • the characteristics of the hybrid vehicle are that the motor is driven in the low speed range such as after an idle stop or starting, and the engine is driven in the medium and high speed ranges, so that energy savings are further improved, and the engine of the engine such as when starting in winter is improved.
  • the motor is driven first, and the inverter operates and generates heat.
  • the order of switching the circulation loop is reverse, and if priority is given to warming up the engine, the cooling water circulates through the first circulation loop, so the inverter rises without being cooled, There was a problem of failure.
  • the cooling of the inverter is prioritized, the heat generated by the inverter is dissipated by the radiator, so that there is a problem that the heat generated by the inverter cannot be used for warming up the engine.
  • the present invention has been made to solve the above problems, and in a hybrid vehicle drive system using both an engine and a motor, the engine is warmed up by utilizing the heat generated by the inverter in a compact configuration.
  • the purpose is to be able to cool the inverter stably.
  • a drive system includes a first flow path that connects the engine and a loop selection unit in a hybrid vehicle drive system using both an engine and a motor, the loop selection unit, A cooler of an inverter that drives the motor, a pump that circulates coolant, a second flow path that sequentially connects the engine, and the engine or the first flow path and the loop selection unit are connected via a radiator.
  • a loop is selected, and when the desired temperature is exceeded, a second circulation loop from the third flow path to the second flow path is selected to circulate the coolant.
  • the first circulation loop is selected by the loop selection unit, and the coolant is sequentially circulated through the inverter cooler ⁇ pump ⁇ engine to cool the inverter.
  • the inverter attached to the heater operates and generates heat, the amount of heat generated can be given to the cooling water to effectively use it to warm up the engine, and the radiator consumes the energy required to warm up the engine. Since there is nothing, it can be reduced.
  • the coolant when the coolant circulates in the pump by passing water through the first circulation loop, the coolant can be supplied to the inverter cooler at the front stage of the pump, and the inverter is stably cooled, so the life of the inverter becomes longer. Further, since the engine can be warmed up earlier, the engine can be operated efficiently, energy saving is improved, and exhaust gas is further purified.
  • the loop selection section allows water to flow through the second circulation loop, so that heat can be dissipated from the radiator in the second circulation loop with high efficiency.
  • a compact structure can be realized.
  • FIG. 10 is a block diagram showing a modification example of the fourth embodiment of the present invention and applicable to the first to third embodiments.
  • FIG. 11 is a block diagram showing another modification of the fourth embodiment of the present invention and a modification that can be applied to the first to third embodiments.
  • It is a graph which shows the typical pressure change along the flow path in the drive system for vehicles by Embodiment 3 of this invention. It is a graph which shows the general relationship between the boiling point and pressure of cooling water and antifreeze.
  • FIG. 1 shows a drive system according to Embodiment 1 of the present invention, in which an engine 1, a temperature detection valve 2 as a loop selection unit (loop switching unit), and a motor (not shown) are driven.
  • a cooler 3 for the inverter to be connected and a pump 4 for circulating the cooling water are connected in series to form a first circulation loop 7.
  • the first circulation loop 7 includes the engine 1, the temperature detection valve 2, and the like.
  • a second flow path 6 for connecting the temperature detection valve 2 and the engine 1 via the inverter cooler 3 and the pump 4.
  • a third flow path 9 that connects the engine 1 and the temperature detection valve 2 via the radiator 8 is connected in parallel to the first flow path 5, and the third flow path and the second flow path 6 are connected.
  • the second circulation loop 10 is formed.
  • An inverter 11 is thermally coupled to the inverter cooler 3, and a fan 12 is attached to the radiator 8.
  • the temperature detection valve 2 selects the first circulation loop including the first flow path 5 and the second flow path 6 when the entire drive system is in a low temperature state during non-operation.
  • the inverter 11 coupled to the inverter cooler 3 is driven, and the motor is driven to run the vehicle.
  • the electronic device in the inverter 11 generates heat as the inverter 11 is driven, heat is released to the cooling water in the cooler 3 by the inverter cooler 3 that is in thermal contact.
  • motor driving having high energy saving and smooth driving characteristics is performed in starting and low speed running.
  • the pump 4 operates in accordance with the vehicle driving operation, and the cooling water circulates.
  • the temperature detection valve 2 is switched and selected so that the cooling water circulates through the first circulation loop 7, and the inverter 11 is stably cooled.
  • the first circulation loop 7 does not include the radiator 8 that radiates heat from the cooling water to the surroundings, the temperature of the cooling water received from the inverter 11 rises.
  • the raised cooling water circulates through the inverter cooler 3, the pump 4, the engine 1, and the temperature detection valve 2 in order to warm the engine 1.
  • the main drive source shifts from motor drive to engine drive.
  • the engine 1 is warmed up to some extent or sufficiently, and the operation of the engine 1 can be started efficiently.
  • the temperature detection valve 2 switches from the first circulation loop 7 to the second circulation loop 10 to perform the second circulation of the cooling water. Circulate through the loop 10.
  • the cooling water circulates in the radiator 8 that dissipates heat to the surrounding environment by running wind or air blown by the fan 12. It is discharged to the environment, the cooling water temperature is prevented from becoming an abnormal temperature, and the cooling water temperature that is lower than the allowable temperature of each device constituting the vehicle drive system and suitable for the engine 1 is maintained.
  • the cooling water is sequentially circulated through the engine 1, the temperature detection valve 2, the inverter cooler 3, and the pump 4, and the inverter attached to the inverter cooler 3.
  • the heat generated by the operation of the engine 11 can be given to the cooling water to be effectively used for warming up the engine 1, and the energy required for warming up the engine 1 is not lost by the radiator, so that it can be reduced. it can.
  • the warm-up of the engine 1 can be completed more quickly, and the engine 1 can be operated in an appropriate temperature state with good fuel efficiency, so that energy saving is improved.
  • the pump 4 operates and the cooling water circulates when the vehicle is driven, the cooling water can be supplied to the inverter cooler 3 and the inverter 11 can be stably cooled. Long life.
  • the engine 1 only needs to have a water channel around the engine so as to generate a driving force so that the temperature of the engine 1 does not become an abnormal temperature.
  • the engine 1 may directly drive the vehicle or generate a driving force of a generator (for example, a series hybrid or a range extender).
  • the temperature detection valve 2 as a loop selection unit, outputs a temperature detection device (sensor), a valve capable of selecting the first circulation loop or the second circulation loop, and a valve opening / closing control signal in response to an output signal from the sensor.
  • a passively movable thermostat As a function of the thermostat in this case, the cooling water circulates through the first circulation loop 7 when the temperature of the temperature detection device mounting portion or the temperature detection valve 2 is below a desired temperature (for example, 85 to 105 ° C.). At the temperature exceeding, the second circulation loop 10 is opened and closed so that the cooling water circulates.
  • the cooling water may be water, a commonly used antifreeze (ethylene glycol aqueous solution), or a refrigerant such as florinate applied to the refrigeration cycle.
  • FIG. FIG. 2 shows a vehicle drive system according to the second embodiment of the present invention.
  • the third flow path 9 is composed of an engine 1-a radiator 8-a temperature detection valve 2.
  • the third flow path 9 is branched from the engine 1 through the second flow path 6, and the temperature detection valve is branched via the radiator 8. 2 has been reached.
  • the functions and effects of the second embodiment are the same as those of the first embodiment.
  • a flow path branching section is provided in the engine 1.
  • the cooling water outlet provided in the engine 1 Therefore, there is no need to provide a flow path branching portion in the engine 1, and the entire flow path area in the engine 1 can be circulated without stopping the cooling water. Can be cooled.
  • FIG. FIG. 3 shows a vehicle drive system according to Embodiment 3 of the present invention, in which the motor 13 and / or generator 14 or both are thermally incorporated in the second flow path 6 according to Embodiment 1. Or, it is different from the second embodiment.
  • the engine 1 can be warmed up more efficiently by utilizing not only the heat generated by the inverter 11 but also the heat generated by the motor 13 and the generator 14 at the same time. Therefore, heat can be radiated from the motor 13 and the generator 14 at the same time.
  • FIG. 4 shows a vehicle drive system according to Embodiment 4 of the present invention, which is different from Embodiment 1 or Embodiment 2 in that a heating device 15 is provided in the first flow path 5.
  • a heating device 15 is provided in the first flow path 5.
  • the present invention can also be applied to the third embodiment.
  • the heating device 15 when the engine 1 is not sufficiently warmed up by heat generated from the inverter, motor, and / or generator, the heating device 15 can appropriately raise the coolant temperature, The warm-up can be completed more quickly than the first to third embodiments. Note that either the motor or the generator may be arranged on the upstream side.
  • FIG. 5 shows a modification of the fourth embodiment, in which a heating device 15 is connected to a flow path (not shown) in the engine 1 instead of being provided in the first flow path 5.
  • a pump 17 and a heating device 15 are provided in the flow path 16.
  • 5 shows a configuration in which the fourth flow path 16 is directly connected to the engine 1, the present invention is not limited to this, and the first flow path 5 and the cooling water are circulated through the flow path in the engine 1. You may provide the heating apparatus 15 in the middle of either the 2nd flow path 6 and the 3rd flow path 9.
  • the warming up can be completed more quickly.
  • the cooling water supply / drain connection port for the EGR cooler (not shown) is mainly used for cooling the high-temperature exhaust gas discharged from the engine 1 by the EGR cooler. It is preferable that the third flow path 9 that operates or the second flow path 6 in which cooling water continues to flow is provided in parallel.
  • the inverter cooler 3 may be a forced convection cooler in which conventional heat radiation fins are installed.
  • a part of the cooling water evaporates or boils and a part of the liquid receives latent heat.
  • a boiling cooler that vaporizes (generates steam bubbles) is preferable. That is, when the inverter 11 generates heat, boiling occurs, and cooling can be performed with high efficiency by boiling heat transfer.
  • the appropriate cooling water temperature of the engine 1 is 85 ° C. to 110 ° C., more preferably about 100 ° C. (the boiling point of water is 100 ° C., but the boiling point of the antifreeze liquid (50 wt% ethylene glycol aqueous solution) is about 107 ° C. Therefore, when the pressure is further increased, the boiling point rises). Therefore, the cooling water temperature is close to the boiling point of the cooling water, and boiling easily occurs in the inverter cooler 3.
  • the flow path pipe is preferably sealed.
  • a semi-enclosed flow channel pipe may be used.
  • the reservoir tank 18 may be disposed in any of the first to third channels, but is downstream from the engine 1 in the first channel 5 or the second channel 6 and upstream from the temperature detection valve 2. It is preferable to arrange in.
  • non-condensable gas generated during system operation can be discharged outside the flow path piping, and even when the system temperature is low and the pressure in the flow path piping decreases, Ambient air does not flow in, and residual air stagnates in the flow path piping, which can suppress flow inhibition and deterioration of heat dissipation capability.
  • the inverter cooler 3 since the inverter cooler 3 is provided between the temperature detection valve 2 and the pump 4, the pressure becomes the lowest in the loop through which the cooling water circulates.
  • the boiling point of the cooling water can be lowered, and the configuration is suitable for a boiling cooler. That is, the position of the inverter cooler as in the system of the present invention has the lowest cooling water pressure, boiling occurs at a low temperature, and cooling can be performed efficiently.
  • the inverter cooler 3 by providing a motor 13 and a generator 14 on the upstream side (first circulation loop 7) of the inverter cooler 3 as shown in FIG.
  • the pressure (saturation temperature) in the cooler 3 can be reduced, and cooling can be performed with higher efficiency.
  • the third flow path 9 ⁇ the second flow when the reservoir tank 18 and the check valve 19 are provided in the third flow path 9 as shown in FIG. 6.
  • the change of the pressure along the 2nd circulation loop 10 comprised by the path 6 is shown typically.
  • FIG. 8 shows the boiling point with respect to the pressure of the cooling water (here, 50% LLC indicated by black triangles indicates an antifreeze mixed with ethylene glycol and water at a ratio of 1: 1).
  • the output pressure of the inverter 11 shown in FIG. It boils at 9 ° C. and boils at 107.5 ° C. at 1.0 atm, which is the atmospheric pressure downstream of the engine 1.
  • the difference can be boiled at a temperature lower by 10.6 ° C., and the inverter 11 can dissipate heat by boiling heat transfer with respect to the lower temperature antifreeze, and the inverter 11 can be kept at a lower temperature. .
  • 1 engine 2 temperature detection valve (loop selection part), 3 cooler for inverter, 4 pump, 5 first flow path, 6 second flow path, 7 first circulation loop, 8 radiator, 9 third flow path, 10 2nd circulation loop, 11 inverter, 12 fan, 13 motor, 14 generator, 15 heating device, 16 4th flow path, 17 pump, 18 reservoir tank, 19 check valve.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)

Abstract

Le but de la présente invention est de fournir, pour un système d'entraînement d'un véhicule hybride utilisant à la fois un moteur thermique et un moteur classique, une configuration compacte qui permet à la chaleur générée par un inverseur d'être utilisée pour réchauffer le moteur et permet à l'inverseur d'être refroidi de manière stable. Ce système d'entraînement pour un véhicule hybride est muni d'un premier canal d'écoulement (5) reliant le moteur (1) et une partie de sélection de boucle (2), d'un deuxième canal d'écoulement reliant la partie de sélection de boucle et le moteur par le biais d'un dispositif de refroidissement (3) pour un inverseur d'entraînement de moteur (11) et une pompe (4) pour faire circuler un liquide de refroidissement, et d'un troisième canal d'écoulement (9) reliant le moteur ou le premier canal d'écoulement à la partie de sélection de boucle par le biais d'un radiateur (8). Lorsque le liquide de refroidissement a une température inférieure à une température souhaitée nécessaire pour le réchauffement du moteur (1), la partie de sélection de boucle (2) sélectionne une première boucle de circulation (7) allant du premier canal d'écoulement au deuxième canal d'écoulement pour y faire circuler le liquide de refroidissement. Lorsque la température dépasse la température souhaitée, la partie de sélection de boucle (2) sélectionne une seconde boucle de circulation (10) allant du troisième canal d'écoulement au deuxième canal d'écoulement pour y faire circuler le liquide de refroidissement.
PCT/JP2014/078747 2014-08-27 2014-10-29 Système d'entraînement WO2016031089A1 (fr)

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JP2014-172599 2014-08-27
JP2014172599 2014-08-27

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Cited By (5)

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CN108705928A (zh) * 2017-04-11 2018-10-26 邦迪克斯商用车系统有限责任公司 使用动态热发生器的混合动力商用车辆热管理
CN109578126A (zh) * 2018-10-30 2019-04-05 中国北方发动机研究所(天津) 用于混合动力车辆的高低温双循环冷却系统
CN112302778A (zh) * 2020-09-23 2021-02-02 东风汽车集团有限公司 一种混合动力汽车整车热管理装置及管理方法
WO2021192528A1 (fr) * 2020-03-23 2021-09-30 日立Astemo株式会社 Dispositif de commande hybride et procédé de commande de dispositif de commande hybride
US11807112B2 (en) 2016-12-14 2023-11-07 Bendix Commercial Vehicle Systems Llc Front end motor-generator system and hybrid electric vehicle operating method

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Publication number Priority date Publication date Assignee Title
US11807112B2 (en) 2016-12-14 2023-11-07 Bendix Commercial Vehicle Systems Llc Front end motor-generator system and hybrid electric vehicle operating method
CN108705928A (zh) * 2017-04-11 2018-10-26 邦迪克斯商用车系统有限责任公司 使用动态热发生器的混合动力商用车辆热管理
CN108705928B (zh) * 2017-04-11 2022-03-25 邦迪克斯商用车系统有限责任公司 使用动态热发生器的混合动力商用车辆热管理
CN109578126A (zh) * 2018-10-30 2019-04-05 中国北方发动机研究所(天津) 用于混合动力车辆的高低温双循环冷却系统
CN109578126B (zh) * 2018-10-30 2021-05-28 中国北方发动机研究所(天津) 用于混合动力车辆的高低温双循环冷却系统
WO2021192528A1 (fr) * 2020-03-23 2021-09-30 日立Astemo株式会社 Dispositif de commande hybride et procédé de commande de dispositif de commande hybride
CN112302778A (zh) * 2020-09-23 2021-02-02 东风汽车集团有限公司 一种混合动力汽车整车热管理装置及管理方法

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