WO2018047128A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

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Publication number
WO2018047128A1
WO2018047128A1 PCT/IB2017/055459 IB2017055459W WO2018047128A1 WO 2018047128 A1 WO2018047128 A1 WO 2018047128A1 IB 2017055459 W IB2017055459 W IB 2017055459W WO 2018047128 A1 WO2018047128 A1 WO 2018047128A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid
mode
hybrid vehicle
traction motor
power source
Prior art date
Application number
PCT/IB2017/055459
Other languages
English (en)
Inventor
Dipanjan MAZUMDAR
Dhinesh KUMAR SIVAGURUNATHAN
Samraj JABEZ DHINAGAR
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 CN201780063785.9A priority Critical patent/CN109863069A/zh
Publication of WO2018047128A1 publication Critical patent/WO2018047128A1/fr

Links

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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • B60W2300/365—Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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 subject matter relates generally to hybrid vehicles and more particularly, but not exclusively, to a control system to control the hybrid vehicle and a method thereof.
  • a hybrid vehicle comprises of an internal combustion (IC) engine and a traction motor for powering the vehicle.
  • the IC engine installed on such hybrid vehicle uses gasoline/fuel as any other conventional IC engine.
  • the traction motor is powered by an on board auxiliary power source.
  • the hybrid vehicle being operated using either the IC engine, or the traction motor, or the IC engine and the traction motor jointly.
  • the user can operate the hybrid vehicle in any one of the three modes as required namely an engine mode, an electric mode, and a hybrid mode.
  • the hybrid mode further comprises of a hybrid power mode and a hybrid economy mode. In the hybrid power mode, both the IC engine, and the traction motor set up are operated jointly. In the hybrid economy mode, the IC engine, and the traction motor are operated alternatively. If the user wants more power, the vehicle can be operated in the hybrid power mode.
  • FIG. 1 illustrates a left side perspective view of a step-through type vehicle in accordance with an embodiment of the present subject matter.
  • Fig. 2 illustrates a block diagram depicting the working of a hybrid control unit.
  • Fig. 3 illustrates a circuit diagram of a control system to control a hybrid vehicle in different working modes.
  • Fig. 4 illustrates a method of operation of HCU powered by a single power source.
  • an auxiliary power source and an internal combustion (IC) engine power a hybrid vehicle.
  • a starter motor powered by a battery runs the magneto to start the IC engine.
  • Another battery powers the traction motor responsible for rotation of the rear wheel, i.e., to provide electric.
  • a hybrid control unit controls both the IC engine and the traction motor.
  • the traction motor also generates some power after a battery starts the traction motor. Further, the power generated by the magneto and the traction motor could be used to power the battery to run the loads directly. Both the magneto and the traction motor generate power at higher voltages, at about 48-60V.
  • the starter motor required to run the magneto can be replaced by an integrated starter generator (ISG) that enables smooth starting of the IC engine.
  • ISG integrated starter generator
  • the ISG directly rotates the crankshaft, resulting in smooth starting of the IC engine.
  • ISG in a hybrid vehicle is more desirable.
  • the ISG and the traction motor operate at two different voltage levels. Hence, easier operation of the ISG and the traction motor in a hybrid vehicle is achieved by using two different power sources with two different voltage levels.
  • a single power source including an auxiliary power source is used to run both a traction motor and an ISG.
  • the auxiliary power source produces an output of 48V, which is suitable to run the traction motor and the ISG that is operating at 12V.
  • the ISG used in the hybrid vehicle includes an inbuilt second controller.
  • the second controller is in the present embodiment, for example, an ISG controller and an inbuilt DC-DC converter.
  • the second controller is configured to convert the output generated by the ISG.
  • the output of the ISG is converted into desired voltage to enable one or more vehicular loads. Therefore, accommodating a single power source including an auxiliary power source in the hybrid vehicle becomes comparatively easier.
  • the complex circuitry is prevented leading to a simpler circuitry.
  • the present invention proposes a control system for a hybrid vehicle.
  • the control system includes an auxiliary power source capable of driving both traction motor and the ISG.
  • the traction motor and the ISG are controlled through a single controller, namely, a hybrid control unit (HCU).
  • HCU hybrid control unit
  • Various vehicular loads including signaling devices and other similar devices are driven by the output generated by the ISG and are controlled by the HCU.
  • the vehicular loads are provided with converted output voltage generated by the ISG.
  • the auxiliary power source operating at 48V is capable of providing input power to the ISG operating at 12V and to the traction motor operating at 48V.
  • the high voltage is converted by a circuitry before feeding into the ISG.
  • the circuitry includes two power modules comprising one hex bridge configuration for driving the traction motor and a second hex bridge to drive the ISG.
  • the power modules converts the DC input power from the auxiliary power source into controllable DC output power for driving the traction motor, which is, in the present case a BLDC motor.
  • the DC input side of the first and the second power modules include individual DC link capacitors for filtering and a current sensing resistor for providing the information regarding input power to the traction motor and the ISG.
  • the power electronic switches include one or more internal body diodes for providing a current path during circulation of current when the switches are disabled.
  • the power electronic switches are driven through specific gate driver integrated circuits.
  • the gate driver integrated circuits are further controlled by inputs supplied by a control module.
  • control module comprises of microcontrollers and corresponding power supply modules. Additionally, the inputs from the vehicle operating conditions such as throttle, vehicle speed, engine speed, ignition, brake are fed as analog and digital inputs to microcontroller ports.
  • the operating of the traction motor and the ISG are controlled by a closed loop parameters dependent upon vehicle operating conditions.
  • the input to the traction motor and the ISG are the electrical power fed through controller from the single auxiliary battery.
  • the output of the traction motor and the ISG is mechanical power which is measured in terms of vehicle speed, wheel force, and engine speed and cranking torque respectively.
  • the input voltage fed to the ISG is controlled through pulse width modulation switching techniques.
  • the duty cycle of the operation of power electronic switches is controlled by monitoring the output speed of the ISG.
  • Fig. 1 illustrates a left side view of an exemplary vehicle 100, in accordance with an embodiment of the present subject matter.
  • the vehicle 100 illustrated has a step-through type frame assembly 105.
  • the step-through type frame assembly 105 includes a head tube 105A, a main frame 105B.
  • One or more rear tube(s) 105C extend inclinedly rearward from the main tube 105B.
  • one or more front suspensions 110A connect a front wheel HOB, and a handlebar assembly HOC forming a steering assembly 110.
  • the steering assembly 110 is rotatably connected through the head tube 105A.
  • An engine 115 acts as a primary drive means for driving a rear wheel 120.
  • a traction motor 120 acts as a secondary drive means for driving the rear wheel 120.
  • the traction motor 120 is hub mounted on the rear wheel 125.
  • An on board battery drives the traction motor 120.
  • the engine 115 is mounted to a swing arm 130, which is swingably connected to the main frame 105B using a toggle link.
  • the vehicle 100 is provided with plurality of body panels, mounted to the frame assembly 105, and the plurality of body panels includes a front panel 135A, a leg shield 135B, an under seat cover 135C and a pair of side panel 135C.
  • a front fender 140 is covering at least a portion of the front wheel 110A.
  • a floorboard 145 is provided at step-through space provided rearwardly of the handle bar assembly HOC.
  • a seat assembly 150 is mounted to the main frame 105B.
  • a utility box (not shown) is disposed below the seat assembly 150.
  • a fuel tank (not shown) is positioned below the utility box.
  • a rear fender 155 is covering at least a portion of the rear wheel 125 and is disposed below the fuel tank.
  • One or more rear suspension(s) 160 are provided in the rear portion of the vehicle 100 for comfortable ride.
  • the vehicle 100 comprises of a one or more electrical/electronic load(s) 165 (hereafter referred to as Dload(s)D) including components such as a headlight 165A, a tail light 165B, a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), and a starter motor (not shown).
  • Dload(s)D electrical/electronic load(s) 165
  • TCI transistor controlled ignition
  • alternator not shown
  • starter motor not shown
  • Fig. 2 illustrates a block diagram depicting the working of a hybrid control unit.
  • a battery201 acting as a power source powers two 3-phase machines including a traction motor202 and an integrated starter generator (ISG)203.
  • a hybrid control unit (HCU) 204 controls the working of the traction motor 202 and the ISG 203.
  • the HCU 204 controls the traction motor 202 and the ISG 203 through various inputs 205 received by the HCU 204.
  • the various inputs include a throttle position sensor, an ignition lock, a rotation per minute input, a mode switch, and brakes.
  • the battery201 operating preferably at 48V is capable of operating the traction motor202 operating at 48V and the ISG 203 operating at 12V.
  • the ISG 203 generates an output voltage of 12V.
  • the output voltage 12V generated by the ISG 203 is enough to operate the loads 206operating at 12V.
  • the hybrid control unit 204 is configured to directly operate the loads 206operating at 12V.
  • Fig. 3 illustrates a circuit diagram of a control system to control a hybrid vehicle in different working modes.
  • the control system 200 includes a 48V auxiliary single power source 201, for example, a battery, a rechargeable energy storage system. Further, the control system 200 includes a hybrid control unit 204 comprising a integrated starter generator control module 204b, a traction motor control module 204a, and a DC-DC converter 204c.
  • the integrated starter generator control module 204b is configured to control an integrated starter generator 203 operable at 48V and capable of producing an output of 12V.
  • the output of 12V so produced by the integrated starter generator 203 is used to power one or more DC loads operable at 12V.
  • the integrated starter generator 203 is switched ON by the integrated starter generator controller 204b whenever the mode switch is chose to be hybrid mode including a hybrid economy mode and a hybrid power mode depending upon the conditions chosen by the user.
  • the control system 200 includes a traction motor 202 controlled by the traction motor controller 204a.
  • the traction motor 202 which is operable at 48V, is powered by the single power source of 48V, particularly during electric mode of the hybrid vehicle and also during hybrid power mode, as and when the user chooses the desired modes through the mode switch.
  • the traction motor 202 is disabled during the hybrid economy mode, it is capable of generating power capable of powering the 48V power source in turn. Furthermore, the DC-DC converter 204c also helps to step down a very high output generated by the traction motor 202 into 12V DC output that can power one or more DC vehicular loads 206.
  • the single power source 201 of 48V is capable of powering the one or more 12V DC vehicular loads 206.
  • the DC-DC controller 204c is not a part of the hybrid control unit 200.
  • the DC-DC controller 204c is an inbuilt part of the hybrid control unit 200.
  • Fig. 4 illustrates a method of operation of HCU powered by a single power source.
  • a single power source including a battery powers the traction motor and the integrated starter generator.
  • the ignition lock is checked for ON/OFF at step 302. If the ignition switch is ON, then the HCU switches into any one of the three modes of a hybrid vehicle at mode switch 303, the three modes of the hybrid vehicle include an EV mode (electric vehicle mode), a hybrid mode, and an engine mode.
  • the hybrid mode further includes a hybrid economy mode and an hybrid power mode, which may be selected by the user depending upon the conditions provided.
  • the HCU checks for throttle position sensor (TPS) to be greater than a pre-determined number as indicated in step 305. If the TPS reads as greater than 5%, then the traction motor is turned ON by the HCU, the traction motor is powered by a single power source as indicated in step 307. The output of the traction motor is used to run the loads operating at 12 volts as indicated in the step 308. Further, if the detected mode switch is not electric mode in step 304, then the vehicle operates in either hybrid mode or engine mode. If the mode switch selected is for hybrid mode as indicated in step 306, then the vehicle is operated under the hybrid economy mode as indicated in step306a, then the TPS is checked by the HCU.
  • TPS throttle position sensor
  • the traction motor is powered by a single power source through an HCU as indicated in step 310. Further, if the speed of the vehicle exceeds a predetermined value, for example 25kmph as indicated in step 311, then the engine is started through the single power source and the running traction motor is stopped as indicated in step 312. Once, the engine starts running, the power generated by the engine operation is used to power the 12V loads as indicated in step 313.
  • the hybrid power mode is selected as indicated in step 314.
  • the TPS is checked, if the TPS is greater than 5%, then the HCU activates powering of the ISG and also the traction motor simultaneously through the single power source as indicated in step 315. Further, after the generation of power begins through the ISG and the traction motor, the so generated power is used to power the 12V loads as indicated in step 316. [00035] If the mode switch selected is not a hybrid mode, then engine mode is selected. Further, the TPS is constantly monitored.
  • the engine of the vehicle is started by powering the ISG from the single power source through HCU as indicated in the step 318. Further, the power generated by the ISG is capable of running the 12V loads in the vehicle. In this step, both the engine and the traction motor are started using a single power source. The power generated is used to operate the 12V loads as indicated in step 315.
  • the hybrid control unit 204 is configured to directly operate the loads 206 operating at 12V.
  • a single power source including the battery 201 is configured to power the traction motor 202 and the ISG 203 in a hybrid vehicle, and a single hybrid control unit is configured to control the traction motor 202 and the ISG 203, a simple and cost effective system is obtained.

Abstract

La présente invention concerne un système de commande pour un véhicule hybride et un procédé associé. Le système de commande (200) pour un véhicule hybride (100) comprend une unité de commande hybride (204), une unité formant générateur de démarreur intégré (203), un moteur de traction (202), et une source d'alimentation (201). Le système de commande est capable de fournir une source d'alimentation à l'unité de commande hybride (204) et au générateur de démarreur intégré (203) par l'intermédiaire de la source d'alimentation unique (201). En outre, le système de commande (200) comprend un moteur de traction (202) et ladite unité formant générateur de démarreur intégré (203) est commandée par l'unité de commande hybride (204). La source d'alimentation unique (201) permet d'économiser des ressources et donne des circuits plus simples qui sont plus faciles à loger dans le véhicule.
PCT/IB2017/055459 2016-09-12 2017-09-11 Véhicule hybride WO2018047128A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201780063785.9A CN109863069A (zh) 2016-09-12 2017-09-11 混合动力车辆

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201641031063 2016-09-12
IN201641031063 2016-09-12

Publications (1)

Publication Number Publication Date
WO2018047128A1 true WO2018047128A1 (fr) 2018-03-15

Family

ID=61562428

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2017/055459 WO2018047128A1 (fr) 2016-09-12 2017-09-11 Véhicule hybride

Country Status (2)

Country Link
CN (1) CN109863069A (fr)
WO (1) WO2018047128A1 (fr)

Citations (2)

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DE102007055829A1 (de) * 2007-12-17 2009-06-18 Zf Friedrichshafen Ag Hybridantrieb eines Fahrzeugs und Verfahren zu dessen Betrieb
US8775043B2 (en) * 2006-12-27 2014-07-08 Bosch Corporation Control method of hybrid vehicle

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WO2002063760A1 (fr) * 2001-02-08 2002-08-15 Stridsberg Innovation Ab Systeme moteur de haute fiabilite
DE102007055828A1 (de) * 2007-12-17 2009-06-18 Zf Friedrichshafen Ag Verfahren und Vorrichtung zum Betrieb eines Hybridfahrzeuges
CN101519034A (zh) * 2009-04-01 2009-09-02 奇瑞汽车股份有限公司 一种混合动力汽车的动力系统及其控制方法
CN101570131B (zh) * 2009-06-03 2012-03-28 奇瑞汽车股份有限公司 一种四驱混合动力汽车的驱动系统的驱动管理方法
US20130181688A1 (en) * 2010-10-06 2013-07-18 Raven Energy Alternatives, Llc System and method for variable speed generation of controlled high-voltage dc power
US9969253B2 (en) * 2013-08-06 2018-05-15 Volvo Truck Corporation Hybrid vehicle

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US8775043B2 (en) * 2006-12-27 2014-07-08 Bosch Corporation Control method of hybrid vehicle
DE102007055829A1 (de) * 2007-12-17 2009-06-18 Zf Friedrichshafen Ag Hybridantrieb eines Fahrzeugs und Verfahren zu dessen Betrieb

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