WO2016035188A1 - 内燃機関搭載車両 - Google Patents
内燃機関搭載車両 Download PDFInfo
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- WO2016035188A1 WO2016035188A1 PCT/JP2014/073354 JP2014073354W WO2016035188A1 WO 2016035188 A1 WO2016035188 A1 WO 2016035188A1 JP 2014073354 W JP2014073354 W JP 2014073354W WO 2016035188 A1 WO2016035188 A1 WO 2016035188A1
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- internal combustion
- combustion engine
- control unit
- vehicle
- fuel injection
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- 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
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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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
- B60K6/24—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 characterised by the combustion engines
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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
- B60K6/42—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
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- 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
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0677—Engine power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
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- 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
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control device of an internal combustion engine mounted on a vehicle.
- an internal combustion engine mounted in a vehicle such as a car has a function of driving a generator to generate electric power and charging the battery mounted on the vehicle while being used for the on-vehicle device.
- a generator to generate electric power and charging the battery mounted on the vehicle while being used for the on-vehicle device.
- large-capacity batteries are mounted, and it is necessary to charge the batteries on many occasions.
- Patent Document 1 in an internal combustion engine mounted on a hybrid vehicle or a plug-in hybrid vehicle, in-cylinder fuel injection for directly injecting fuel into the cylinder and intake for injecting fuel to the intake passage Vehicles capable of simultaneously or selectively aisle fuel injection have been developed.
- vehicle of Patent Document 1 for example, at low speeds with low running noise, only the intake passage fuel injection is performed, thereby suppressing the operation of the high-pressure fuel pump that boosts the fuel for in-cylinder fuel injection to reduce operating noise. be able to.
- the present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle equipped with an internal combustion engine capable of performing in-cylinder fuel injection and intake manifold fuel injection, and the combustion efficiency of the internal combustion engine. To provide a vehicle capable of reducing knock noise while securing the
- an internal combustion engine-equipped vehicle of the present invention comprises: a first fuel injection portion directly injecting into a cylinder of an internal combustion engine; and a second fuel injecting fuel into an intake passage of the internal combustion engine
- the injection unit a rotating electrical machine connected to the output shaft of the internal combustion engine, a battery storing electric power generated by the rotating electrical machine, and the internal combustion engine operating according to the charge amount of the battery
- a control unit for charging the battery and performing fuel injection by the first fuel injection unit during the operation.
- knock noise when power is generated according to the charge amount of the battery, knock noise is reduced by in-cylinder injection, so the load is generated by power generation in a low noise state such as at low load operation or low vehicle speed.
- the knocking noise that is more noticeable than the operation noise of the high pressure fuel pump for in-cylinder injection can be reduced to suppress the noise generated as a whole of the vehicle and improve the comfort.
- FIG. 1 is a schematic configuration view of a plug-in hybrid vehicle according to an embodiment of the present invention. It is a sectional view showing the structure of the engine in this embodiment. It is a map which shows an example of the selection condition of the fuel-injection system in this embodiment. It is a flowchart which shows the selection control point of the fuel injection system by the electric power generation request
- FIG. 1 is a schematic configuration diagram of a plug-in hybrid vehicle (hereinafter referred to as a vehicle 1) according to an embodiment of the present invention.
- the vehicle 1 (internal combustion engine mounted vehicle) of the present embodiment is capable of driving by driving the front wheel 3 by the output of the engine 2 (internal combustion engine), and is capable of driving the front wheel 4 and the rear wheel 5 electrically. It is a four-wheel drive vehicle provided with an electric rear motor 6 to be driven.
- the engine 2 can drive the drive shaft 8 of the front wheels 3 through the reduction gear 7 and can generate electric power by driving the motor generator 9 (rotating electric machine) through the reduction gear 7.
- the motor generator 9 has a function of being supplied with electric power from a driving battery 11 (battery) mounted on the vehicle 1 and driving it to start the engine 2.
- the front motor 4 is supplied with high voltage power from the drive battery 11 and the motor generator 9 via the front control unit 10 to drive it, and drives the drive shaft 8 of the front wheel 3 via the reduction gear 7.
- the speed reducer 7 incorporates a clutch 23 capable of switching between transmission and reception of power between the output shaft of the engine 2 and the drive shaft 8 of the front wheel 3.
- the rear motor 6 is driven by being supplied with high voltage power from the drive battery 11 via the rear control unit 12, and drives the drive shaft 14 of the rear wheel 5 via the reduction gear 13.
- the electric power generated by the motor generator 9 can charge the drive battery 11 via the front control unit 10 and can supply electric power to the front motor 4 and the rear motor 6.
- the driving battery 11 is configured of a secondary battery such as a lithium ion battery, and includes a battery module (not shown) configured by collecting a plurality of battery cells.
- the front control unit 10 controls the output of the front motor 4 and controls the amount of power generation of the motor generator 9 based on the control signal from the hybrid control unit 20 (vehicle control unit, control unit) mounted on the vehicle 1 It has a function.
- the rear control unit 12 has a function of controlling the output of the rear motor 6 based on a control signal from the hybrid control unit 20.
- the engine control unit 22 (internal combustion engine control unit, control unit) controls a fuel injection amount, a fuel injection timing, an intake amount, etc. to the engine 2 based on a control signal (request output) from the hybrid control unit 20.
- the drive control of the engine 2 is performed.
- the vehicle 1 is provided with a charger (not shown) that charges the drive battery 11 with an external power supply.
- the hybrid control unit 20 is a control device for comprehensively controlling the vehicle 1, and includes an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), a timer, etc. It comprises.
- the front control unit 10, the rear control unit 12, and the engine control unit 22 are connected to the input side of the hybrid control unit 20, and detection and operation information from these devices are input.
- the front control unit 10, the rear control unit 12, the engine control unit 22, and the clutch 23 of the reduction gear 7 are connected.
- the hybrid control unit 20 calculates a vehicle request output necessary for driving the vehicle 1 based on various detection amounts such as the accelerator operation information degree of the vehicle 1 and various operation information, and the engine control unit 22, the front Control signals are sent to the control unit 10, the rear control unit 12 and the reduction gear 7 to switch the running mode (EV mode, series mode, parallel mode), the output of the engine 2, the front motor 4 and the rear motor 6, the motor generator 9 Control the output (generated power) of
- the engine 2 In the EV mode, the engine 2 is stopped, and the front motor 4 and the rear motor 6 are driven to travel by the power supplied from the drive battery 11.
- the clutch 23 of the reduction gear 7 is disconnected, and the motor generator 9 is operated by the engine 2. Then, the front motor 4 and the rear motor 6 are driven to travel by the electric power generated by the motor generator 9 and the electric power supplied from the drive battery 11.
- the rotational speed of the engine 2 is set to a predetermined value, and the electric power generated by the surplus output is supplied to the drive battery 11 to charge the drive battery 11.
- the clutch 23 of the reduction gear 7 is connected, and power is mechanically transmitted from the engine 2 through the reduction gear 7 to drive the front wheel 3. Further, the front motor 4 and the rear motor 6 are driven to travel by the electric power generated by operating the motor generator 9 by the engine 2 and the electric power supplied from the driving battery 11.
- the hybrid control unit 20 sets the traveling mode to the parallel mode in the efficient area of the engine 2 as in the high speed area. Further, in the region excluding the parallel mode, that is, in the middle and low speed region, switching is made between the EV mode and the series mode based on the charging rate SOC (charging amount) of the driving battery 11. Further, when the charging rate SOC of the drive battery 11 falls below the allowable range, the hybrid control unit 20 forcibly drives the engine 2 to generate power even if the vehicle 1 is stopped and the engine 2 is stopped. It has a power generation function during stoppage to charge the driving battery 11. During power generation while stopped, the series mode is selected.
- the vehicle 1 is provided with a charge mode switch 25 (forced charge request unit) for instructing a charge mode for forcibly charging the drive battery 11.
- a charge mode switch 25 force charge request unit
- the hybrid control unit 20 drives the engine 2 to operate the motor generator 9 regardless of the charging rate SOC of the drive battery 11. The power is generated, and the drive battery 11 is forcibly charged so as to be fully charged.
- the charge mode switch 25 is operated, if the engine 2 is stopped, the engine 2 is forcibly started to perform charging.
- FIG. 2 is a cross-sectional view showing a schematic configuration of the engine 2 of the present embodiment.
- the engine 2 according to the present embodiment is a multi-cylinder gasoline engine provided with a turbocharger 29 (supercharger).
- FIG. 2 illustrates the internal structure of one cylinder, and the other cylinders have the same structure.
- the cylinder head 30 of the engine 2 is provided with an intake port 32 (intake passage) communicating with the combustion chamber 31 and an exhaust port 33, and an intake valve 34 for opening and closing between the intake port 32 and the combustion chamber 31; An exhaust valve 35 for opening and closing between the combustion chamber 31 and the combustion chamber 31 and a spark plug 36 having an electrode disposed facing the combustion chamber 31 are provided. Furthermore, in the cylinder head 30 of the engine 2 of the present embodiment, the intake passage fuel injection valve 37 (second fuel injection portion) for injecting the fuel into the intake port 32 and the fuel in the combustion chamber 31 (in the cylinder) An in-cylinder fuel injection valve 38 (first fuel injection unit) that directly injects
- the intake passage fuel injection valve 37 has an injection port disposed at the intake port 32 and injects low pressure fuel supplied by the feed pump 40 from a fuel tank 39 mounted at the rear of the vehicle into the intake port 32.
- the fuel injection by the intake passage fuel injection valve 37 is referred to as intake passage fuel injection (MPI injection).
- the in-cylinder fuel injection valve 38 has an injection port disposed in the combustion chamber 31 and injects the high pressure fuel supplied from the high pressure fuel pump 41 into the combustion chamber 31.
- the high pressure fuel pump 41 boosts the low pressure fuel supplied from the feed pump 40 and supplies it to the in-cylinder fuel injection valve 38.
- the fuel injection by the in-cylinder fuel injection valve 38 is referred to as in-cylinder fuel injection (DI injection).
- the turbine 29a of the turbocharger 29 is disposed in the exhaust passage 42 connected to the exhaust port 33 of the engine 2, and the compressor 29b of the turbocharger 29 is disposed in the intake passage 43 connected to the intake port 32.
- the turbine 29 a is rotationally driven by the air pressure, and the intake air in the intake passage 43 is supercharged to the intake port 32 side by the compressor 29 b which rotates with the turbine 29 a.
- an air flow valve 44 for controlling the intake amount is provided on the upstream side of the compressor 29b of the intake passage 43.
- the engine control unit 22 is a control device for controlling the engine 2 and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer, etc. Be done.
- the hybrid control unit 20, a rotational speed sensor 45 for detecting the rotational speed of the engine 2, an intake pressure sensor (not shown), etc. are connected to the input side of the engine control unit 22, and detection and operation information from these devices are It is input.
- the hybrid control unit 20, the airflow valve 44, the spark plug 36, the intake passage fuel injection valve 37, the in-cylinder fuel injection valve 38, etc. are connected to the output side of the engine control unit 22. Then, the engine control unit 22 can obtain the required output input from the hybrid control unit 20, the airflow valve 44, the spark plug 36, the intake passage fuel injection valve 37, the in-cylinder fuel injection valve 38, the high pressure fuel pump 41, etc. Control.
- the engine control unit 22 further performs MPI injection by the intake passage fuel injection valve 37 based on the vehicle state when the operation of the engine 2 is requested, the intake passage fuel injection valve 37 and the in-cylinder fuel injection valve 38.
- the fuel injection method of the engine 2 is changed by selecting MPI + DI injection in which fuel is injected by both.
- FIG. 3 is a map showing an example of the selection state of the fuel injection system in the present embodiment.
- MPI + DI injection is selected when the engine rotation speed Ne or the charging efficiency Ec is high, that is, when the output of the engine 2 is high, the engine rotation speed Ne and the charging
- the charging efficiency Ec is a value related to the output torque of the engine 2.
- MPI + DI injection is selected.
- DI injection discharges unburned fuel into the exhaust gas to raise the exhaust temperature, thereby activating an exhaust gas purification catalyst (not shown) provided in the exhaust passage 42.
- the engine control unit 22 outputs a power generation request from the hybrid control unit 20 as when the vehicle is generating power or operating the charge mode switch 25 in a region where the charging efficiency Ec is low and MPI injection is selected. If it is, MPI + DI injection is selected.
- FIG. 4 is a flow chart showing a selection control procedure of the fuel injection system according to the power generation request.
- the engine control unit 22 repeatedly executes this control.
- step S10 it is determined whether the output torque T of the engine 2 is less than or equal to a predetermined value T1.
- the output torque T of the engine 2 may be obtained from, for example, the charging efficiency Ec calculated based on the intake amount of the engine 2.
- the predetermined value T1 may be set to an output torque corresponding to the upper limit value of the charging efficiency Ec for performing fuel injection only by MPI injection in FIG. If the output torque T of the engine 2 is less than or equal to the predetermined value T1 (predetermined load), the process proceeds to step S20. If the output torque T of the engine 2 is larger than the predetermined value T1, the process proceeds to step S40. In this step, the determination may be made based on the vehicle speed instead of the output torque T of the engine 2.
- the process proceeds to step S20, and when the vehicle speed is larger than the predetermined vehicle speed V1, the process proceeds to step S40.
- the predetermined vehicle speed V1 may be set to the upper limit value of the vehicle speed at which fuel injection is performed only by MPI injection.
- step S20 it is determined whether there is a power generation request.
- the power generation request is a request for driving the motor generator 9 by the hybrid control unit 20 to generate electric power, for example, due to an increase in power consumption, a decrease in charge capacity of the battery, or the like. If there is a power generation request, the process proceeds to step S40. If there is no power generation request, the process proceeds to step S30.
- step S30 MPI injection which performs fuel injection only with the intake passage fuel injection valve 37 is selected. Then, this routine ends.
- step S40 MPI + DI injection in which fuel is injected from both the intake passage fuel injection valve 37 and the in-cylinder fuel injection valve 38 is selected. Then, this routine ends.
- the engine 2 is provided with two types of fuel injection valves, the in-cylinder fuel injection valve 38 and the intake passage fuel injection valve 37, and both MPI injection and DI injection are possible.
- both MPI injection and DI injection can be performed to increase the fuel injection amount and secure the output.
- the charging rate SOC of the drive battery 11 decreases or the charge mode switch 25 is operated. If there is a demand for power generation, MPI + DI injection is selected.
- MPI + DI injection is selected.
- a load due to power generation is applied during operation in a low noise operation state such as a low load operation
- knock noise is likely to be generated from the engine 2, and high frequency knock noise may be noticeable.
- by further performing DI injection to MPI injection generation of knock noise can be suppressed by the cooling effect of fuel injection into the cylinder.
- the combustion efficiency of the engine 2 can be improved to improve the fuel efficiency.
- the injection amount by DI injection can be suppressed to an amount necessary to avoid the generation of knock noise, and the operation noise of the high pressure fuel pump 41 is reduced. be able to.
- the traveling mode is switched as in the parallel mode, the series mode, and the EV mode, and the necessity of the power generation request may be switched only during traveling in the parallel mode. Therefore, in the present embodiment, when the vehicle travels in the parallel mode, when the load is low or the vehicle speed is low, MPI injection is performed by the intake passage fuel injection valve 37 when there is no power generation request, and MPI + DI injection is received when the power generation request is received. I do. As described above, in the present embodiment, it is effective to reduce noise by switching the fuel injection method according to the necessity of the power generation request while traveling the vehicle in the parallel mode.
- the hybrid control unit 20 outputs a power generation request when the charge ratio SOC of the drive battery 11 falls below the allowable range, the charge ratio SOC of the drive battery 11 is less than the first predetermined value while the vehicle is traveling. It is recommended that a power generation request be made when the power supply capacity of the drive battery 11 falls and the power generation request be made when the state of charge SOC of the drive battery 11 falls below a second predetermined value lower than the first predetermined value. . In the case where the engine 2 is stopped while the vehicle is stopped, when the state of charge SOC falls below the second predetermined value, a power generation request is made and the motor generator 9 is driven to start the engine 2. As described above, when the charging rate SOC of the drive battery 11 is greatly reduced while the vehicle is stopped, the engine 2 is started by requesting power generation, so the frequency of operation of the engine 2 is suppressed, which is more effective for noise reduction.
- the engine control unit 22 perform fuel injection control during power generation to perform MPI + DI injection only at no supercharging when there is a power generation request. .
- knocking noise is effectively reduced by performing DI injection at the time of low output torque such as no supercharging that knock noise is likely to occur.
- the engine control unit 22 may control the wastegate valve or the like so as to be supercharged when performing fuel injection control at the time of power generation when power generation is requested. As described above, by forcibly performing no supercharging, DI injection is performed in a state where the output torque is surely suppressed, and the knocking noise is effectively reduced.
- MPI injection is performed at low load
- MPI + DI injection is performed when a power generation request is made in the region where MPI injection is performed, but only MPI injection is performed regardless of load.
- MPI + DI injection may be performed when a power generation request is made.
- at least DI injection may be performed, and the injection methods other than the power generation request may be changed as appropriate.
- the present invention may be applied to an engine equipped with a turbocharger other than a turbocharger such as a supercharger, or may be applied to an engine not equipped with a turbocharger.
- the present invention is applied to a plug-in hybrid vehicle switchable between EV mode, series mode, and parallel mode, and the series mode is made to the power generation request, however, various types
- the present invention is also applicable to a type of hybrid vehicle or a plug-in hybrid vehicle.
- the hybrid control unit 20 and the engine control unit 22 may be one control unit.
- the present invention can be widely applied to a vehicle having an internal combustion engine capable of in-cylinder fuel injection and intake manifold fuel injection.
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Abstract
Description
特に、ハイブリッド車やプラグインハイブリッド車のように、電動機によって走行可能な車両では、大容量のバッテリを搭載しており、多くの機会でバッテリを充電する必要があり、停車時においても内燃機関を作動させてバッテリを充電させる車両がある。
これにより、電池を充電させる際には、第1の燃料噴射部により筒内に直接燃料が噴射されて内燃機関を運転するので、燃料の気化による冷却効果によってノック音の発生が抑制される。
図1は、本発明の一実施形態に係るプラグインハイブリッド車(以下、車両1という)の概略構成図である。
エンジン2は、減速機7を介して前輪3の駆動軸8を駆動可能であるとともに、減速機7を介してモータジェネレータ9(回転電機)を駆動して発電させることが可能となっている。また、モータジェネレータ9は、車両1に搭載された駆動用バッテリ11(電池)から電力を供給されて駆動し、エンジン2を始動させる機能を有する。
リヤモータ6は、リヤコントロールユニット12を介して駆動用バッテリ11から高電圧の電力を供給されて駆動し、減速機13を介して後輪5の駆動軸14を駆動する。
駆動用バッテリ11は、リチウムイオン電池等の二次電池で構成され、複数の電池セルをまとめて構成された図示しない電池モジュールを有している。
リヤコントロールユニット12は、ハイブリッドコントロールユニット20からの制御信号に基づきリヤモータ6の出力を制御する機能を有する。
また、車両1には、駆動用バッテリ11を外部電源によって充電する図示しない充電機が備えられている。
ハイブリッドコントロールユニット20の入力側には、フロントコントロールユニット10、リヤコントロールユニット12、エンジンコントロールユニット22が接続されており、これらの機器からの検出及び作動情報が入力される。
一方、ハイブリッドコントロールユニット20の出力側には、フロントコントロールユニット10、リヤコントロールユニット12、エンジンコントロールユニット22、減速機7のクラッチ23が接続されている。
シリーズモードでは、減速機7のクラッチ23を切断し、エンジン2によりモータジェネレータ9を作動する。そして、モータジェネレータ9により発電された電力及び駆動用バッテリ11から供給される電力によりフロントモータ4やリヤモータ6を駆動して走行させる。また、シリーズモードでは、エンジン2の回転速度を所定値に設定し、余剰出力によって発電した電力を駆動用バッテリ11に供給して駆動用バッテリ11を充電する。
ハイブリッドコントロールユニット20は、更に、駆動用バッテリ11の充電率SOCが許容範囲より低下したときには、車両1が停止してエンジン2が停止していても、エンジン2を強制的に駆動して発電させて駆動用バッテリ11を充電させる停車中発電機能を有している。なお、停車中発電時には、シリーズモードが選択される。
また、車両1には、駆動用バッテリ11を強制的に充電させるチャージモードを指示するチャージモードスイッチ25(強制充電要求部)が備えられている。ハイブリッドコントロールユニット20は、運転者等によるチャージモードスイッチ25の操作によりチャージモードが指示された場合に、駆動用バッテリ11の充電率SOCに拘わらず、エンジン2を駆動しモータジェネレータ9を作動させて発電し、駆動用バッテリ11が満充電となるように強制的に充電させる。なお、チャージモードスイッチ25が操作されたときに、エンジン2が停止している場合には、エンジン2を強制的に始動して充電を行う。
図2に示すように、本実施形態に係るエンジン2は、ターボチャージャ29(過給機)を備えた多気筒のガソリンエンジンである。図2では、1つの気筒の内部構造を図示しており、他の気筒も同様の構造である。
更に、本実施形態のエンジン2のシリンダヘッド30には、吸気ポート32内に燃料を噴射する吸気通路燃料噴射弁37(第2の燃料噴射部)と、燃焼室31内(筒内)に燃料を直接噴射する筒内燃料噴射弁38(第1の燃料噴射部)とが備えられている。
筒内燃料噴射弁38は、燃焼室31に噴射口が配置され、高圧燃料ポンプ41から供給された高圧の燃料を燃焼室31内に噴射する。高圧燃料ポンプ41は、フィードポンプ40から供給された低圧の燃料を昇圧して筒内燃料噴射弁38に供給する。なお、この筒内燃料噴射弁38による燃料噴射を筒内燃料噴射(DI噴射)という。
吸気通路43のコンプレッサ29bの上流側には、吸気量を制御するエアフローバルブ44が設けられている。
エンジンコントロールユニット22の入力側には、ハイブリッドコントロールユニット20、エンジン2の回転速度を検出する回転速度センサ45、図示しない吸気圧センサ等が接続されており、これらの機器からの検出及び作動情報が入力される。
そして、エンジンコントロールユニット22は、ハイブリッドコントロールユニット20から入力した要求出力が得られるように、エアフローバルブ44、点火プラグ36、吸気通路燃料噴射弁37、筒内燃料噴射弁38、高圧燃料ポンプ41等を制御する。
図3に示すように、本実施形態のエンジン2は、エンジン回転速度Neあるいは充填効率Ecが高い場合、即ちエンジン2の出力が高い場合には、MPI+DI噴射が選択され、エンジン回転速度Ne及び充填効率Ecが低い場合、即ちエンジン2の出力が低い場合には、MPI噴射が行われる。なお、充填効率Ecは、エンジン2の出力トルクに関連する値である。
更に、本実施形態では、エンジンコントロールユニット22は、充填効率Ecが低くMPI噴射が選択される領域において、停車中発電時やチャージモードスイッチ25操作時のようにハイブリッドコントロールユニット20から発電要求が出力された場合には、MPI+DI噴射が選択される。
エンジンコントロールユニット22は、ハイブリッドコントロールユニット20からエンジン2の運転要求がある場合に、本制御を繰り返し実行する。
ステップS40では、吸気通路燃料噴射弁37と筒内燃料噴射弁38の両方で燃料噴射を行うMPI+DI噴射を選択する。そして、本ルーチンを終了する。
また、このときDI噴射だけでなくMPI噴射も行うことで、DI噴射による噴射量をノック音の発生を回避するのに必要な量に抑えることができ、高圧燃料ポンプ41の作動音を低減させることができる。
また、停車中発電時だけでなく、低車速時のように発電による負荷の増加によりノック音が発生する可能性のある状況下において、バッテリの充電容量低下等により充電要求があった場合にMPI+DI噴射を行うことで、DI噴射によりノック音の発生が抑えられる。
例えば本実施形態では、低負荷時にMPI噴射が行われ、このMPI噴射が行われる領域において、発電要求がなされた場合にMPI+DI噴射が行われるが、負荷に拘わらずMPI噴射のみが行われるようなエンジンにおいて、発電要求がなされた場合にMPI+DI噴射が行われるようにしてもよい。このように、発電要求があった場合には、少なくともDI噴射が行われればよく、発電要求時以外の噴射方式については、適宜変更してもよい。
また、本実施形態では、EVモード、シリーズモード、パラレルモードに切り替え可能なプラグインハイブリッド車に本発明を適用しており、発電要求に対してシリーズモードにするが、各種モードに拘わらず、各種形式のハイブリッド車あるいはプラグインハイブリッド車でも適用可能である。
また、ハイブリッドコントロールユニット20とエンジンコントロールユニット22を一つのコントロールユニットとしてもよい。本願発明は、筒内燃料噴射と吸気通路燃料噴射が可能な内燃機関を有する車両に対して広く適用することができる。
9 モータジェネレータ
11 駆動用バッテリ(電池)
20 ハイブリッドコントロールユニット(車両制御部、制御部)
22 エンジンコントロールユニット(内燃機関制御部、制御部)
23 クラッチ
25 チャージモードスイッチ(強制充電要求部)
29 ターボチャージャ(過給機)
31 燃焼室(筒内)
32 吸気ポート(吸気通路)
37 吸気通路燃料噴射弁(第2の燃料噴射部)
38 筒内燃料噴射弁(第1の燃料噴射部)
41 高圧燃料ポンプ
Claims (10)
- 内燃機関の筒内に燃料を直接噴射する第1の燃料噴射部と、
前記内燃機関の吸気通路に燃料を噴射する第2の燃料噴射部と、
前記内燃機関の出力軸に接続されるモータジェネレータと、
前記回転電機で発電された電力を蓄える電池と、
前記電池の充電量に応じて前記内燃機関を運転し前記回転電機で発電して前記電池を充電し、前記運転の際に前記第1の燃料噴射部による燃料噴射を行う制御部と、
を有する内燃機関搭載車両。 - 前記制御部は前記電池の充電量に応じて発電量を判断し前記内燃機関に運転を要求する車両制御部と、
前記車両制御部からの要求により前記内燃機関を運転する内燃機関制御部からなり、
前記内燃機関制御部は前記車両制御部から発電を要求されて運転する際に前記第1の燃料噴射部による燃料噴射を行う請求項1の内燃機関搭載車両。 - 前記内燃機関制御部は所定負荷または所定車速以下で運転する際は前記第2の燃料噴射部により燃料を噴射して運転し、前記所定負荷または所定車速以下で運転中に前記車両制御部から発電を要求された際は、前記第1の燃料噴射部による燃料を噴射して運転する請求項2に記載の内燃機関搭載車両。
- 前記車両制御部は、車両が走行中の場合は、前記電池の充電量が第1の所定値を下回った場合に前記内燃機関制御部に対し発電を要求し、前記車両が停止している場合は、前記電池の充電量が前記第1の所定値より低い第2所定値を下回った場合に前記内燃機関制御部に対し発電を要求する請求項2に記載の内燃機関搭載車両。
- 前記内燃機関車両は前記電池の充電量に関わらず強制的に充電する強制充電要求部を有し、
前記車両制御部は車両が停止している場合は、前記強制充電要求部により強制充電が要求された場合に前記内燃機関制御部に対し発電を要求する請求項2に記載の内燃機関搭載車両。 - 前記内燃機関は過給機を備え、
前記内燃機機関制御部は、前記車両制御部からの発電の要求により前記内燃機関を運転する際に、前記過給機の無過給領域で前記内燃機関を運転する請求項2に記載の内燃機関搭載車両。 - 前記内燃機関は車両の駆動輪にクラッチを介して接続され
前記内燃機関制御部は、所定負荷または所定車速以下で前記クラッチを接続して前記駆動輪を駆動する際は前記第2の燃料噴射部により燃料を噴射して運転し、前記所定負荷または所定車速以下で運転中に前記車両制御部から発電を要求された際は、前記第1の燃料噴射部による燃料を噴射して運転する請求項2に記載の内燃機関搭載車両。 - 前記車両制御部は、車両が走行中の場合は、前記電池の充電量が第1の所定値を下回った場合に前記内燃機関制御部に対し発電を要求し、前記車両が停止中かつ前記内燃機関が停止している際に、前記電池の充電量が第1の所定値より低い第2の所定値を下回った場合は、前記内燃機関制御部に対し発電を要求するとともに前記回転電機を駆動して前記内燃機関を始動させる請求項2に記載の内燃機関搭載車両。
- 前記内燃機関搭載車両は前記電池の充電量に関わらず強制的に充電する強制充電要求部を有し、
前記車両制御部は車両が停止中かつ前記内燃機関が停止している際に前記強制充電要求部により強制充電が要求された場合は、前記内燃機関制御部に対し発電を要求するとともに前記回転電機を駆動して前記内燃機関を始動させる請求項2に記載の内燃機関搭載車両。 - 前記制御部は前記回転電機を駆動するときは第2の燃料噴射部による燃料噴射に加えて前記第1の燃料噴射部による燃料噴射を行う請求項1から9のいずれか1項に記載の内燃機関搭載車両。
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2017170927A (ja) * | 2016-03-18 | 2017-09-28 | 三菱自動車工業株式会社 | ハイブリッド車両の排ガス循環故障診断装置 |
JP2017170925A (ja) * | 2016-03-18 | 2017-09-28 | 三菱自動車工業株式会社 | ハイブリッド車両の故障診断装置 |
JP2017170926A (ja) * | 2016-03-18 | 2017-09-28 | 三菱自動車工業株式会社 | ハイブリッド車両の排ガス循環故障診断装置 |
KR20180068213A (ko) * | 2016-12-13 | 2018-06-21 | 현대자동차주식회사 | 마일드 하이브리드 차량의 제어 방법 및 그 제어 장치 |
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KR20190046335A (ko) * | 2017-10-26 | 2019-05-07 | 현대자동차주식회사 | 마일드 하이브리드 차량의 제어 방법 및 그 제어 장치 |
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US11708063B2 (en) * | 2021-09-01 | 2023-07-25 | Hyundai Motor Company | Hybrid electric vehicle and method of operating engine of the same |
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- 2014-09-04 WO PCT/JP2014/073354 patent/WO2016035188A1/ja active Application Filing
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JP2017170925A (ja) * | 2016-03-18 | 2017-09-28 | 三菱自動車工業株式会社 | ハイブリッド車両の故障診断装置 |
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Also Published As
Publication number | Publication date |
---|---|
EP3190020A1 (en) | 2017-07-12 |
CN106794835B (zh) | 2019-06-18 |
CN106794835A (zh) | 2017-05-31 |
JPWO2016035188A1 (ja) | 2017-04-27 |
US20170174207A1 (en) | 2017-06-22 |
EP3190020B1 (en) | 2020-08-05 |
EP3190020A4 (en) | 2018-06-13 |
JP6332656B2 (ja) | 2018-05-30 |
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