WO2022250008A1 - 車載用制御装置 - Google Patents

車載用制御装置 Download PDF

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Publication number
WO2022250008A1
WO2022250008A1 PCT/JP2022/021085 JP2022021085W WO2022250008A1 WO 2022250008 A1 WO2022250008 A1 WO 2022250008A1 JP 2022021085 W JP2022021085 W JP 2022021085W WO 2022250008 A1 WO2022250008 A1 WO 2022250008A1
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WO
WIPO (PCT)
Prior art keywords
current value
characteristic
cutoff
relay
degree
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2022/021085
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English (en)
French (fr)
Japanese (ja)
Inventor
純司 土屋
貴史 川上
成治 高橋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Original Assignee
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
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 Sumitomo Wiring Systems Ltd, AutoNetworks Technologies Ltd, Sumitomo Electric Industries Ltd filed Critical Sumitomo Wiring Systems Ltd
Priority to JP2023523461A priority Critical patent/JP7424543B2/ja
Priority to CN202280033181.0A priority patent/CN117280556A/zh
Priority to US18/564,524 priority patent/US12466348B2/en
Publication of WO2022250008A1 publication Critical patent/WO2022250008A1/ja
Priority to JP2023180749A priority patent/JP7478350B2/ja
Anticipated expiration legal-status Critical
Priority to US19/349,452 priority patent/US20260027985A1/en
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H02H3/093—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current with timing means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H02H3/10—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current additionally responsive to some other abnormal electrical conditions
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/02—Details
    • H02H3/05—Details with means for increasing reliability, e.g. redundancy arrangements

Definitions

  • the present disclosure relates to an in-vehicle control device.
  • Patent Document 1 discloses a load circuit that supplies power to a load.
  • This load circuit includes a battery and a relay (semiconductor switch) provided between the battery and the load, and the load is switched between driving and stopping by turning the relay on and off.
  • the load circuit further includes a fuse that breaks the power path when an overcurrent flows through the load.
  • the fuse is selected based on the maximum value of the current that you want to pass through the path, it may not be able to cut off properly when the current value is low, causing the relay to emit smoke. Therefore, it is conceivable that the power path can be appropriately cut off by the relay when the current value is low by adopting a configuration in which the relay cuts off based on a predetermined cutoff characteristic.
  • this configuration is adopted, both the fuse and the relay must be made large in order to allow a larger current to flow.
  • the present disclosure provides a technology that allows a larger current to flow while suppressing the size of the relay.
  • the in-vehicle control device of the present disclosure includes: An in-vehicle controller for use in an in-vehicle system, comprising: a power supply unit; a power path to which power is supplied from the power supply unit; a relay provided in the power path; and a control unit that switches the breaking unit to a breaking state based on a first breaking characteristic, the relay is turned off based on a second breaking characteristic, and the first breaking characteristic and the second breaking characteristic are , is a characteristic that defines a correspondence relationship between a current value and a time until interruption, and the second interruption characteristic is that as the current value increases, the time decreases at a first decreasing degree, and the first interruption The characteristic is that as the current value increases in a first current value range, the time decreases at a second degree of decrease, and in a second current value range larger than the upper limit of the first current value range, the current value increases.
  • the time decreases at a third degree of decrease as the time increases, the second degree of decrease and the third degree of decrease are greater than the first degree of decrease, and the third degree of decrease is equal to the third degree of decrease.
  • the first cutoff characteristic for the current value smaller than a threshold set between the lower limit value of the first current value range and the upper limit value of the second current value range.
  • the time is set longer than the second cutoff characteristic, and the time is set shorter for the first cutoff characteristic than the second cutoff characteristic for the current value larger than the threshold ing.
  • FIG. 1 is a circuit diagram schematically showing the configuration of the vehicle-mounted system of the first embodiment.
  • FIG. 2 is an explanatory diagram conceptually showing the first cutoff characteristic and the second cutoff characteristic.
  • In-vehicle control used in an in-vehicle system including a power supply unit, a power path to which power is supplied from the power supply unit, a relay provided on the power path, and a cutoff unit provided on the power path
  • the device includes a control unit that switches the breaking unit to a broken state based on a first breaking characteristic, the relay is turned off based on a second breaking characteristic, and the first breaking characteristic and the second breaking characteristic are turned off.
  • the breaking characteristic is a characteristic that defines the correspondence between the current value and the time until breaking, and the second breaking characteristic is that as the current value increases, the time decreases at a first decreasing degree
  • the first cutoff characteristic as the current value increases in the first current value range, the time decreases with a second degree of decrease, and in the second current value range larger than the upper limit of the first current value range, the The time decreases at a third degree of decrease as the current value increases, the second degree of decrease and the third degree of decrease are greater than the first degree of decrease, and the third degree of decrease is , for the current value smaller than the second degree of decrease and smaller than a threshold value set between the lower limit value of the first current value range and the upper limit value of the second current value range, the The time is set longer for the first cutoff characteristic than the second cutoff characteristic, and the time for the first cutoff characteristic is shorter than the second cutoff characteristic for the current value greater than the threshold value.
  • In-vehicle control device is set.
  • the interruption by the relay when the value of the current flowing through the power path is smaller than the threshold, the interruption by the relay is prioritized, and when the value of the current flowing through the power path is greater than the threshold, the interruption by the breaking unit is prioritized. be.
  • the degree of decrease in the time of the first cutoff characteristic is smaller in the second current value range than in the first current value range. Therefore, the maximum value of the current flowing through the power path can be increased without changing the second cutoff characteristic that cuts off the relay. Therefore, it is possible to allow a larger current to flow while suppressing an increase in the size of the relay.
  • the time of the first cutoff characteristic is reduced by the second degree of decrease in the range of current values that give priority to cutoff by the relay, and the first cutoff is performed in the range of current values that give priority to cutoff by the cutoff unit.
  • the characteristic time can be reduced by a third degree of reduction. Therefore, in the current value range in which priority is given to the interruption by the relay, it is possible to prevent the interruption by the interruption unit from being erroneously performed first. Further, in the current value range in which the interruption by the interruption unit is prioritized, the maximum value of the current value of the first interruption characteristic can be further extended.
  • the control unit immediately switches the breaking unit to the breaking state when the value of the current flowing through the power path exceeds a second threshold that is larger than the threshold.
  • the power path can be cut off immediately when an unacceptably large current flows even for a short period of time.
  • the power path is cut off by physically cutting the power path, so the power path can be cut off more reliably.
  • the amount of data for the first cutoff characteristics and the second cutoff characteristics can be reduced compared to the configuration defined by the table method.
  • An in-vehicle system 100 shown in FIG. 1 is a system installed in a vehicle.
  • the in-vehicle system 100 includes a power supply unit 90 , a load 91 , an electric power line 80 that supplies power to the load 91 based on the power supply unit 90 , and an in-vehicle control device 1 .
  • the power supply unit 90 is, for example, a battery, more specifically a lead battery, a lithium ion battery, or the like.
  • the load 91 is an electronic device provided in the vehicle.
  • the power supply section 90 and the load 91 are electrically connected to the power line 80 respectively. Power from the power supply unit 90 is supplied to the power path 80 and supplied to the load 91 via the power path 80 .
  • the in-vehicle control device 1 includes a relay 10 , a cutoff section 11 , a current detection section 12 , a second control section 13 and a control section 14 .
  • the relay 10 is provided on the power line 80 .
  • Relay 10 is, for example, a mechanical relay.
  • the operation of the relay 10 is controlled by the second control section 13 .
  • the relay 10 allows power supply from the power supply unit 90 side to the load 91 side by being in the ON state, and cuts off the power supply from the power supply unit 90 side to the load 91 side by being in the OFF state.
  • the breaker 11 is provided in the power line 80 .
  • the cutoff unit 11 is provided in series with the relay 10 and arranged closer to the power supply unit 90 than the relay 10 .
  • the cutoff unit 11 can switch from a permitting state in which power supply from the power supply unit 90 side to the load 91 side is permitted to a cutoff state in which power supply from the power supply unit 90 side to the load 91 side is cut off.
  • the blocking unit 11 can return from the blocking state to the allowing state.
  • the operation of the cutoff section 11 is controlled by the control section 14 .
  • the cutoff unit 11 is a semiconductor switching element in this embodiment.
  • the current detection unit 12 detects the value of the current flowing through the power path 80 . More specifically, current detection unit 12 detects the current flowing through the path between relay 10 and cutoff unit 11 in power path 80 .
  • the current detection unit 12 has, for example, a shunt resistor provided in the power path 80 and a differential amplifier that amplifies and outputs the voltage across the shunt resistor. A value detected by the current detection unit 12 is input to each of the second control unit 13 and the control unit 14 .
  • the second control unit 13 and the control unit 14 are each configured as an ECU and have a CPU, ROM, RAM, and the like.
  • a second control unit 13 controls the operation of the relay 10 .
  • the control unit 14 switches the blocking unit 11 to the blocking state based on the first blocking characteristic BC1.
  • the cut-off unit 11 cuts off when an overcurrent flows through the power line 80, and is normally in a permissible state.
  • the second control unit 13 turns on the relay 10 when a predetermined driving start condition is satisfied. Accordingly, power based on the power supply unit 90 is supplied to the load 91 .
  • the drive start condition may be, for example, that the driver performs a predetermined drive start operation, or may be another condition.
  • the second control unit 13 turns off the relay 10 when a predetermined driving stop condition is satisfied.
  • the drive stop condition may be, for example, that a predetermined drive end operation is performed by the driver, or may be another condition.
  • the second control unit 13 switches the relay 10 to the off state based on the second cutoff characteristic BC2 even if the driving stop condition is not satisfied. That is, the relay 10 is cut off based on the second cutoff characteristic BC2.
  • the first cutoff characteristic BC1 and the second cutoff characteristic BC2 are characteristics that define the correspondence relationship between the current value and the time until cutoff. More specifically, the first cut-off characteristic BC1 and the second cut-off characteristic BC2 are characteristics that define the correspondence relationship between the current value and the cut-off time when the current value continues to be exceeded.
  • the first cutoff characteristic BC1 and the second cutoff characteristic BC2 are defined in a range where the current value is greater than 0A. As shown in FIG. 2, the first cutoff characteristic BC1 and the second cutoff characteristic BC2 decrease in corresponding time as the current value increases. In the first cut-off characteristic BC1, as the current value increases, the corresponding time decreases at a first decreasing degree.
  • the second cutoff characteristic BC2 in the first current value range R1, as the current value increases, the corresponding time decreases at the second degree of decrease, and the second current value larger than the upper limit value of the first current value range R1 In the range R2, as the current value increases, the corresponding time decreases at the third decreasing degree.
  • the first cutoff characteristic BC1 is defined in at least part of the first current value range R1 and at least part of the second current value range R2.
  • the second degree of decrease and the third degree of decrease are greater than the first degree of decrease.
  • the third degree of decrease is smaller than the second degree of decrease.
  • the first degree of decrease, the second degree of decrease, and the third degree of decrease are all constant.
  • a threshold Ith is set between the lower limit of the first current value range R1 and the upper limit of the second current value range R2.
  • the threshold value Ith is set between the upper limit value of the first current value range R1 and the lower limit value of the second current value range R2.
  • the first current value range R1 and the second current value range R2 are continuous with the threshold value Ith interposed therebetween.
  • the lower limit value of the first current value range R1 is a value greater than zero.
  • the first cutoff characteristic BC1 is set for a current value smaller than the threshold value Ith for a longer time than the second cutoff characteristic BC2. That is, when the current value flowing through power path 80 is smaller than threshold value Ith, relay 10 is cut off before cutoff unit 11 . Further, the second cutoff characteristic BC2 is set such that the relay 10 does not smoke when the current value is smaller than the threshold value Ith. Therefore, in a state in which the value of current flowing through power path 80 is smaller than threshold value Ith, relay 10 is cut off before relay 10 emits smoke.
  • a shorter time than the second cutoff characteristic BC2 is set for a current value greater than the threshold value Ith. That is, when the current value flowing through power path 80 is greater than threshold value Ith, cutoff unit 11 is cut off before relay 10 .
  • the threshold value Ith is set to a value smaller than a current value at which it becomes difficult for the relay 10 to cut off, for example. In this case, even if the value of the current flowing through the power path 80 is greater than the threshold value Ith, the breaking unit 11 can break the power faster than the relay 10 and more reliably than the relay 10 .
  • the first cutoff characteristic BC1 and the second cutoff characteristic BC2 are determined by a linear function with the current value and time as variables.
  • the relationship between the current value and time in the first current value range R1 of the first cutoff characteristic BC1 is represented by the following formula (1).
  • the relationship between the current value and time in the second current value range R2 of the first cutoff characteristic BC1 is expressed by the following equation (2).
  • the relationship between the current value and time in the second cutoff characteristic BC2 is represented by the following formula (3).
  • Y1 A1 ⁇ X1+B1 Expression (1)
  • Y2 A2 ⁇ X2+B2 Expression (2)
  • Y3 A3 ⁇ X3+B3 Expression (3)
  • X1, X2, and X3 are current values and are values greater than zero.
  • Y1, Y2, and Y3 are times and values greater than zero.
  • A1, A2, and A3 are slopes and are values less than zero.
  • B1, B2 and B3 are constants and values greater than zero.
  • A1 and A2 are smaller values than A3.
  • A2 is a larger value than A1.
  • the threshold Ith is the intersection of equations (1), (2), and (3).
  • the control unit 14 decomposes the current value determined by the first cutoff characteristic BC1 into a plurality of current values with a predetermined resolution. Then, the control unit 14 determines whether or not the value of the current flowing through the power path 80 exceeds each of the plurality of decomposed current values, and activates the timer corresponding to the exceeded current value when it exceeds. Then, when the operating time of the timer reaches the time corresponding to the current value without falling below the current value, the control unit 14 switches the breaking unit 11 to the breaking state.
  • control unit 14 resets the timer when the value of the current flowing through the power path 80 falls below the current value before the operating time of the timer reaches the time corresponding to the current value.
  • the control unit 14 activates the timer for each of the multiple exceeded current values, and performs similar processing.
  • the process of blocking the relay 10 based on the second blocking characteristic BC2 is performed in the same manner as the process of blocking the blocking section 11 based on the first blocking characteristic BC1.
  • the second threshold Ith2 is the same value as the upper limit of the second current value range R2.
  • the second threshold value Ith2 is set, for example, within a range of current values in which the relay 10 does not explode.
  • the time corresponding to the current value exceeding the second threshold value Ith2 is "0" or "substantially 0 (for example, 10 of the time corresponding to the upper limit value of the second current value range R2 in the first cutoff characteristic BC1. 1 minute or less)" is set. According to this configuration, explosion of the relay 10 can be suppressed.
  • the in-vehicle control device 1 of the first embodiment when the value of the current flowing through the power path 80 is smaller than the threshold value Ith, priority is given to cutoff by the relay 10, and the value of the current flowing through the power path 80 falls below the threshold value Ith In a state larger than , the blocking by the blocking unit 11 is prioritized.
  • the degree of decrease in the time of the first cutoff characteristic BC1 is smaller in the second current value range R2 than in the first current value range R1. Therefore, the maximum value of the current flowing through the power path 80 can be increased without changing the second cutoff characteristic BC2 that cuts off the relay 10 . Therefore, it is possible to allow a larger current to flow while suppressing an increase in the size of the relay 10 .
  • the threshold Ith is a value between the upper limit of the first current value range R1 and the lower limit of the second current value range R2.
  • the time of the first cutoff characteristic BC1 is reduced by the second degree of decrease in the current value range that prioritizes cutoff by the relay 10, and the current value range that prioritizes cutoff by the cutoff unit 11:
  • the time of the first blocking characteristic BC1 can be reduced by a third degree of reduction. Therefore, in the current value range in which priority is given to the interruption by the relay 10, it is possible to prevent the interruption by the interruption unit 11 from being erroneously performed first.
  • the maximum value of the current value of the first interruption characteristic BC1 can be further extended.
  • the control section 14 immediately switches the cutoff section 11 to the cutoff state. According to this configuration, the power path 80 can be cut off immediately when an unacceptable large current flows even for a short time.
  • the relay 10 is a mechanical relay
  • the breaker 11 is a semiconductor switching element. According to this configuration, it is possible to suppress the cost increase of the relay 10, and more accurately realize the configuration in which the degree of decrease in the time of the first breaking characteristic BC1 changes according to the range of the current value by the breaking unit 11. can do.
  • the first current value range R1 it is assumed to be restored after the interruption. , so that the interruption by the relay 10 has higher priority than the interruption by the interruption unit 11 . Therefore, the demand for returning the breaking unit 11 to the allowable state is relaxed, and as a result, the cost increase of the breaking unit 11 can be suppressed.
  • first cutoff characteristic BC1 and the second cutoff characteristic BC2 are determined by a linear function with the current value and time as variables. According to this configuration, the amount of data of the first cutoff characteristic BC1 and the second cutoff characteristic BC2 can be reduced compared to the configuration defined by the table method.
  • the in-vehicle control device is configured to include the relay, the cutoff section, the current detection section, and the second control section, but may be configured not to include some or all of these.
  • control unit may control the relay. In this case, there is no need to provide the second control section in the in-vehicle system.
  • the relay was a mechanical relay, but it may be a semiconductor relay.
  • the breaker was a semiconductor switching element, but it may not be a semiconductor switching element as long as it can be switched to an off state by control.
  • the blocking section may be a mechanical switch.
  • the blocking unit was configured to be able to return to the allowable state after switching to the blocking state, but may be configured not to be able to return.
  • a configuration that cannot return to the allowable state may be, for example, a circuit breaker that physically cuts off the path when a control signal is given. More specifically, a pyrotechnic circuit breaker (e.g., PYROFUSE (registered trademark)) that causes an explosion when a drive current is input, and physically cuts the path by moving the displacement part due to the explosion. )).
  • the blocking unit may be a switch, but may be configured so as not to be controlled to return to the allowable state.
  • the breaking unit is immediately switched to the breaking state
  • the current value exceeding the second threshold in the first breaking characteristic corresponds to
  • the configuration is such that the time is 0 or approximately 0, another configuration may be used.
  • the control unit stores a second threshold separately from the first cutoff characteristic, and when the value of the current flowing through the power path exceeds the second threshold, the time determined by the first cutoff characteristic elapses. Even if not, the blocking unit may be switched to the blocking state.
  • the first cutoff characteristic and the second cutoff characteristic are defined by a linear function with the current value and time as variables, but are defined by a table showing the correspondence between the current value and time. It may be a configuration.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Emergency Protection Circuit Devices (AREA)
  • Direct Current Feeding And Distribution (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
PCT/JP2022/021085 2021-05-25 2022-05-23 車載用制御装置 Ceased WO2022250008A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2023523461A JP7424543B2 (ja) 2021-05-25 2022-05-23 車載用制御装置
CN202280033181.0A CN117280556A (zh) 2021-05-25 2022-05-23 车载用控制装置
US18/564,524 US12466348B2 (en) 2021-05-25 2022-05-23 On-vehicle control device
JP2023180749A JP7478350B2 (ja) 2021-05-25 2023-10-20 車載用制御装置
US19/349,452 US20260027985A1 (en) 2021-05-25 2025-10-03 On-vehicle control device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021087410 2021-05-25
JP2021-087410 2021-05-25

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US18/564,524 A-371-Of-International US12466348B2 (en) 2021-05-25 2022-05-23 On-vehicle control device
US19/349,452 Continuation US20260027985A1 (en) 2021-05-25 2025-10-03 On-vehicle control device

Publications (1)

Publication Number Publication Date
WO2022250008A1 true WO2022250008A1 (ja) 2022-12-01

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JP (2) JP7424543B2 (https=)
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Cited By (1)

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Publication number Priority date Publication date Assignee Title
FR3151941A1 (fr) * 2023-08-01 2025-02-07 Psa Automobiles Sa Protection de batterie de vehicule automobile electrique ou hybride avec coupure pyrotechnique

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Publication number Priority date Publication date Assignee Title
CN121464114A (zh) 2023-10-10 2026-02-03 国立大学法人京都工艺纤维大学 乙炔制备装置以及乙炔制备方法

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