JP3099723B2 - Vehicle engine control device and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure sufficient shaft torque for a vehicle by turning an engine to a running state if the accumulation amount of a power accumulating means is not larger than a prescribed value or the maximum output torque of a motor is smaller than a calculated target torque in a device for transmitting the outputs of the engine and the motor to a vehicular driving shaft. SOLUTION: A torque transmission 20 connected to the crankshaft 56 of an internal combustion engine 50 includes a clutch motor 30 having an outer rotor 32 connected to the crankshaft 56 and an assist motor 40 having a rotor 42 connected to its inner rotor 34. When the remaining capacity of a battery 94 is not larger than a prescribed value while an instructed torque value needed by a vehicle is smaller than the maximum torque of the assist motor 40, the internal combustion engine 50 is started, the clutch motor 30 starts generating power and the battery 94 is charged by regenerated power. When the instructed torque value is lower than the maximum torque and the remaining capacity of the battery 94 comes to a prescribed value or more, the running of the internal combustion engine 50 is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine control device and a control method thereof, and more particularly, to a vehicle provided with a mechanism for transmitting at least a part of an output of an engine and an electric motor mounted on the vehicle to a vehicle drive shaft. And a control device for controlling the operation of the engine and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, for the purpose of efficient operation of an engine, an engine and an electric motor are mounted on a vehicle, and the electric motor is operated using electric power generated by the engine, and the output of the electric motor is output to a vehicle drive shaft. A vehicle that drives a vehicle is known. Further, there has been proposed a type in which not only the engine is used for power generation but also a part of its output is transmitted to a drive shaft to obtain a driving force by an output torque of the electric motor and a part of the output of the engine. I have. These vehicles are sometimes referred to as hybrid vehicles because they use both an engine and an electric motor.

[0003] In these hybrid vehicles, the engine performs steady operation as much as possible and aims at high-efficiency operation. Therefore, in relation to the driving force required by the vehicle, the operation of the engine must be intermittent. I can't get it. When the output of the engine is larger than the driving force required by the vehicle, the battery is charged, but when the battery is fully charged, the operation of the engine is stopped, and thereafter, the vehicle is driven only by the electric motor. It is. In these vehicles,
Control for monitoring the state of charge of the battery and starting and stopping the engine according to the state of charge is performed.

[0004]

However, in such control, for example, when the vehicle is approaching an uphill with the battery fully charged, the vehicle is to be propelled by the output torque of the electric motor while the engine is stopped. There is a problem that it may not be possible to climb the slope. On the other hand, if the engine was started and operated irrespective of the charge amount, the surplus output could not be charged, and the efficiency of the entire vehicle could be reduced.

[0005] The vehicle engine control apparatus and control method of the present invention solves these problems, and is intended to perform suitable control of the engine in a vehicle in which a drive shaft is driven by the engine and an electric motor. The configuration was adopted.

[0006]

A first vehicle engine control device according to the present invention includes an engine driven by fuel and an electric motor driven by electricity, and the output of the engine and the electric motor. An engine control device for a vehicle having a power transmission mechanism in which at least a part of the engine is transmitted to a vehicle drive shaft, wherein a part of the engine output is constantly or temporarily distributed to generate power. Power storage means for storing at least a part of the power generated by the power generator, driving means for driving the electric motor using the power stored in the power storage means, and detecting an amount of power stored in the power storage means. detection means for, target torque calculation means and, field accumulation amount is less than the predetermined value of the accumulator unit detected by the detecting means for obtaining a target torque required for the vehicle drive shaft If, in the case the maximum output torque of the electric motor driven is less than the determined target torque by the driving means, and summarized in that with an engine operation means for the engine and operating conditions.

According to the engine control device for a vehicle, the engine is configured such that when the accumulated amount of the power storage means is less than a predetermined value, and when the maximum output torque of the electric motor driven by the drive means is less than the target torque obtained by the arithmetic means. And the operation state. That is, when this condition is satisfied, if the engine is stopped, the engine is started, and if the engine is already running, the operation is continued as it is.

On the other hand, a second engine control device of the present invention includes an engine driven by fuel and a motor driven by electricity, and at least a part of the output of the engine and the motor is transmitted to a vehicle drive shaft. An engine control device for a vehicle provided with a power transmission mechanism, wherein a part of the output of the engine is constantly or temporarily distributed to generate power, and at least one of the power generated by the generator is generated. Power storage means for partially storing, and driving means for driving the electric motor using the power stored in the power storage means,
Detecting means for detecting the amount of power stored in the power storage means; target torque calculating means for obtaining a target torque required for a drive shaft of a vehicle; and the storage amount of the power storage means detected by the detecting means being greater than or equal to a predetermined value. The gist of the present invention is to include an engine stopping means for stopping the engine when a maximum output torque of the electric motor driven by the driving means is larger than the obtained target torque.

According to the engine control apparatus for a vehicle, the engine operates when the accumulated amount of the electric storage means is equal to or more than a predetermined value and the maximum output torque of the electric motor driven by the driving means is larger than the target torque obtained by the calculating means. , And is stopped. That is, when this condition is satisfied, if the engine is running, the engine is stopped, and if the engine is already stopped, the engine is kept stopped.

Further, a third vehicle engine control apparatus according to the present invention includes an engine driven by fuel and an electric motor driven by electricity, and at least a part of the output of the engine and the electric motor is transmitted to a vehicle drive shaft. An engine control device for a vehicle equipped with a transmitted power transmission mechanism, comprising: a generator for generating a power by distributing a part of the output of the engine constantly or temporarily; and Power storage means for storing at least a portion of the generated power, driving means for driving the electric motor using the power stored in the power storage means, and detection means for detecting the amount of power stored in the power storage means, the case and the target torque calculating means for calculating a target torque required for the vehicle drive shaft, the accumulation amount of the accumulator unit detected by the detecting means is less than a predetermined value, driving by the driving means In the case of less than the motor maximum output torque is the determined target torque of being, and the amount of accumulation is equal to or greater than the predetermined value of the accumulator unit detected by the engine operation means and said detecting means for the engine and operating conditions When the maximum output torque of the electric motor driven by the driving means is larger than the obtained target torque, an engine stop means for stopping the engine is provided.

According to the engine control apparatus for a vehicle, the engine determines the condition (determination X) that the amount of accumulation in the power storage means is equal to or less than a predetermined value and the maximum output torque of the electric motor driven by the drive means by the calculation means. Less than the set target torque
The conditions (determination Y) called, if X is satisfied
If Y is established , the engine is brought into the operating state. If X is not established and Y is not established , the engine is brought into the stopped state.

There are various combinations of the relationship between the output of the engine and the output of the motor. One of the combinations is that the motor is connected to a drive shaft to which at least a part of the output of the engine is distributed. Can be considered.
On the other hand, an electric motor may be connected to a drive shaft different from the drive shaft to which at least a part of the output of the engine is distributed. In addition, using an engine and an electric motor
One of the power distribution mechanisms is the power output of the engine.
Planetary gear in which each shaft is connected to a shaft and the vehicle drive shaft
Gear mechanism, the remaining one axis of the planetary gear mechanism,
A configuration in which generators are combined can be considered. There
Is the power transmission mechanism, the output shaft of the engine and the vehicle drive
Two relatively rotatable rotors are connected to the shaft
A configuration including the paired rotor motor described above is also possible. Change
In addition, the maximum output torque of the motor
The configuration may be such that it is determined according to the rotation speed of the machine. Electric
The maximum output torque of the motive varies depending on the rotation speed.
is there.

A method for controlling the operation of an engine according to the present invention includes an engine driven by fuel and a motor driven by electricity, and at least a part of the output of the engine and the motor is transmitted to a vehicle drive shaft. A method for controlling the operation of an engine in a vehicle provided with a power transmission mechanism, wherein at least a part of electric power generated by a generator coupled to an output of the engine is charged in a battery. Simultaneously detecting the amount of electric power charged in the battery to determine a target torque required for the drive shaft of the vehicle, driving the electric motor using the electric power stored in the battery, and detecting the detected The start and stop of the operation of the engine are controlled based on the magnitude relationship between the charged amount and the maximum output torque of the electric motor and the obtained target torque. Is the gist to be.

According to this method, the start and stop of the operation of the engine are controlled based on the amount of charge of the battery and the magnitude relation between the maximum output torque of the electric motor and the target torque. I have never said that the shaft torque is insufficient.

[0015]

Next, embodiments of the present invention will be described based on examples. FIG. 1 is a schematic configuration diagram of a hybrid vehicle incorporating an engine control device according to a first embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle includes an internal combustion engine 50 driven by gasoline as a power source. The internal combustion engine 50 draws a mixture of air sucked from an intake system and gasoline injected from a fuel injection valve 51 into a combustion chamber 52, and moves a piston 54, which is depressed by the explosion of the mixture, to a crankshaft 56. To the rotational motion of The air-fuel mixture is ignited by an electric spark formed in the ignition plug 62 by high voltage guided from the igniter 58 via the distributor 60, and explosively burns. The exhaust after explosion combustion is
Exhausted through the exhaust valve at the next rise of the piston 54,
It is discharged to the exhaust pipe 55.

The startup and operation of the internal combustion engine 50 are controlled by an electronic control unit (hereinafter, referred to as EFIECU) 70 shown in FIG. The EFIECU 70
It includes a well-known CPU 70a, ROM 70b, RAM 70c, and input / output ports (not shown), and is connected to various sensors for indicating the operating state of the internal combustion engine 50, various actuators for controlling the operating state of the internal combustion engine 50, and the like. For example, the intake pipe negative pressure sensor 72 that detects the load of the internal combustion engine 50, the humidity sensor 73 of the main muffler 63 described above, and the water temperature sensor 7 that detects the water temperature of the internal combustion engine 50
4. A rotation speed sensor 76 provided in the distributor 60 for detecting the rotation speed and the rotation angle of the crankshaft 56
And a rotation angle sensor 78. EFIE
In addition, a starter switch 79 for detecting the state ST of the ignition key, for example, is also connected to the CU 70, but illustration of other sensors and switches is omitted. As actuators connected to the EFIECU 70, the EFIECU 70 includes a fuel injection valve 51 for adjusting a fuel injection amount to an intake port, a throttle valve 6
A throttle motor 68 for adjusting the opening degree of the throttle 6 is connected. By controlling these actuators, the EFIECU 70 can freely control the operating state of the internal combustion engine 50, including stopping and restarting the operation.

The torque transmission device 20 is connected to the crankshaft 56 of the internal combustion engine 50. The drive shaft 22 of the torque transmission device 20 includes a differential gear 24
, And the torque from the torque transmission device 20 is finally transmitted to the left and right drive wheels 26, 28. The torque transmission device 20 is controlled by the control device 80. Although the configuration of the control device 80 will be described later in detail, a control CPU is provided therein, and the accelerator pedal position sensor 6 for detecting the operation amount AC of the accelerator pedal 64 is provided.
5 and a shift position sensor 84 provided on the shift lever 82 are also connected. The control device 80
Exchanges various information with the above-mentioned EFIECU 70 by communication.

The structure of the torque transmission device 20 will be described. As shown in FIG. 2, the torque transmission device 20 attached to one end of the crankshaft 56 of the internal combustion engine 50
The clutch motor 30 in which the outer rotor 32 is coupled to the crankshaft 56,
An assist motor 40 having a rotor 42 coupled to the zero inner rotor 34, a clutch motor 30 and a control device 80 for driving and controlling the assist motor 40.

The schematic configuration of each motor will be described. As shown in FIG. 2, the clutch motor 30 includes a permanent magnet 35 on the inner peripheral surface of the outer rotor 32,
Is formed as a synchronous motor that winds a three-phase coil 36 in a slot formed in the motor. The power to the three-phase coil 36 is supplied via a rotary transformer 38. Portions of the inner rotor 34 where slots and teeth for the three-phase coil 36 are formed are formed by laminating thin non-oriented electrical steel sheets. The resolver 3 for detecting the rotation angle θe is provided on the crankshaft 56.
Although the resolver 39 is provided, the resolver 39 can also be used as a rotation angle sensor 78 provided in the distributor 60.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, a three-phase coil 44 for forming a rotating magnetic field is wound around a stator 43 fixed to a case 45. The stator 43 is also formed by laminating thin sheets of non-oriented electrical steel sheets. A plurality of permanent magnets 46 are provided on the outer peripheral surface of the rotor 42. In the assist motor 40, the interaction between the magnetic field generated by the permanent magnet 46 and the magnetic field formed by the three-phase coil 44 causes the rotor 4 to rotate.
2 rotates. The shaft to which the rotor 42 is coupled is the drive shaft 22 that is the torque output shaft of the torque transmission device 20,
The drive shaft 22 is provided with a resolver 48 for detecting the rotation angle θd. The drive shaft 22 is provided in the case 4
5 is supported by a bearing 49.

The rotor 34 of the clutch motor 30 is
The rotor 42 of the assist motor 40 and, consequently, the drive shaft 22
Is joined to. Therefore, the internal combustion engine 50 and both motors 3
In brief, the relationship between 0 and 40 is such that the rotation and the shaft torque of the crankshaft 56 of the internal combustion engine 50 are transmitted from the outer rotor 32 of the clutch motor 30 to the rotor 34,
The rotation and torque of the assist motor 40 are added to and subtracted from the result, and the final rotation and torque of the drive shaft 22 are obtained.

The assist motor 40 is constructed as a normal permanent magnet type three-phase synchronous motor.
Are also configured to rotate together. Therefore, the details of the configuration of the clutch motor 30 will be described with reference to FIG.
Supplement using The outer rotor 32 of the clutch motor 30 is connected to the wheel 5 fitted to the crankshaft 56.
7 is attached to the outer peripheral end by a press-fit pin 59a and a screw 59b. A central portion of the wheel 57 is protruded in a shaft shape, and the inner rotor 34 is rotatably mounted on the central portion using bearings 37A and 37B. Further, one end of the drive shaft 22 is fixed to the inner rotor 34.

The fact that the permanent magnet 35 is provided on the outer rotor 32 has already been described. Four permanent magnets 35 are provided in the embodiment, and are attached to the inner peripheral surface of the outer rotor 32. Its magnetization direction is clutch motor 3
The direction is toward the 0 axis center, and the direction of every other magnetic pole is opposite. The three-phase coil 36 of the inner rotor 34 facing the permanent magnet 35 with a slight gap
Are wound around a total of 24 slots (not shown) provided in the inner rotor 34, and when each coil is energized, a magnetic flux passing through the teeth separating the slots is formed.
When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of the three-phase coils 36 is connected to receive power supply from the rotary transformer 38. This rotary transformer 38
Consists of a primary winding 38A fixed to the case 45 and a secondary winding 38B attached to the drive shaft 22 to which the inner rotor 34 is fixed.
Power can be exchanged between A and the secondary winding 38B in both directions. In order to exchange currents of three phases (U, V, W phases), windings for three phases are prepared in the rotary transformer 38. It is also possible to use a contact-type device such as a slip ring instead of the rotary transformer 38.

The interaction between the magnetic field formed by a pair of adjacent permanent magnets 35 and the rotating magnetic field formed by the three-phase coil 36 provided on the inner rotor 34 causes the outer rotor 3 to rotate.
2 and the inner rotor 34 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 36 is a frequency of a deviation between the rotation speed (the rotation speed per second) of the outer rotor 32 directly connected to the crankshaft 56 and the rotation speed of the inner rotor 34. As a result, slippage occurs in both rotations.

Next, a control device 80 for driving and controlling the clutch motor 30 and the assist motor 40 will be described. As shown in FIG. 2, the control device 80 includes a first drive circuit 91 for driving the clutch motor 30, a second drive circuit 92 for driving the assist motor 40, and the two drive circuits 9.
1 and 92, and a battery 94 as a secondary battery. The control CPU 90
A chip microprocessor, in which a work RAM 90a and a ROM 90 storing a processing program are stored;
b, input / output port (not shown) and EFIECU 70
And a serial communication port (not shown) for communicating with the device. The control CPU 90 includes an engine rotation angle θe from the resolver 39, a drive shaft rotation angle θd from the resolver 48, a shift position SP from the shift position sensor 84, an operation amount AC of the accelerator pedal 64 from the accelerator pedal position sensor 65, First drive circuit 91
, The clutch current values Iuc and Ivc from the two current detectors 95 and 96 provided in the second drive circuit, and the assist current value Iu from the two current detectors 97 and 98 provided in the second drive circuit.
a, Iva, remaining capacity of battery 94 (state of charge and discharge)
Is input via an input port.

The remaining capacity detector 99 is known to detect the remaining capacity by measuring the specific gravity of the electrolyte of the battery 94, and to detect the remaining capacity by calculating the current and time of charging / discharging. Have been. The remaining capacity BRM of the battery 94 input through the input port is transmitted to the EF via the communication line.
It is output to IECU70.

A control signal SW for driving six transistors Tr1 to Tr6, which are switching elements provided in the first drive circuit 91, is sent from the control CPU 90.
1 and six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92.
Is output. Six transistors Tr1 to Tr6 of the first drive circuit 91
Are arranged in pairs each on the source side and the sink side with respect to the paired power supply lines P1 and P2, and the three-phase coil (UVW) 36 of the clutch motor 30 is connected to the connection point.
Are connected via a rotary transformer 38.
The power supply lines P1 and P2 are connected to the positive side and the negative side of the battery 94, respectively.
90, a pair of transistors Tr1 to Tr6
Are sequentially controlled by a control signal SW1.
When the current flowing through each coil 36 is set to a pseudo sine wave by PWM control, a smooth rotating magnetic field is formed by the three-phase coil 36.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 92 are also connected to the first drive circuit 91.
The connection points of the paired transistors are connected to each of the three-phase coils 44 of the assist motor 40. Accordingly, when the control CPU 90 sequentially controls the on-time of the pair of transistors Tr11 to Tr16 by the control signal SW2 and makes the current flowing through each coil 44 into a pseudo sine wave by PWM control,
The three-phase coil 44 forms a smooth rotating magnetic field. In the above description, both the clutch motor 30 and the assist motor 40 are described as being driven. However, when the motor is rotated by an external torque, it is possible to regenerate current from these motors. It is. In the case of regeneration, the flow of current and the state of on / off control of each transistor are the reverse of the relationship between driving and power input / output.

The operation of the torque transmission device 20 having the above-described configuration will be described. The operation principle of the torque transmission device 20, in particular, the principle of torque conversion is as follows. It is assumed that the internal combustion engine 50 is operated by the EFIECU 70 and is rotating at a predetermined rotation speed N1. At this time, the control device 80
If no current flows through the three-phase coil 36 of the clutch motor 30 via the rotary transformer 38, that is, if the transistors Tr1 to Tr6 of the first drive circuit 91 are always off, the three-phase coil 36 Does not flow any current through the outer rotor 3 of the clutch motor 30.
2 and the inner rotor 34 are not connected at all, and the crankshaft 56 of the internal combustion engine 50 is idle. In this state, the transistor Tr1
Or since Tr6 is off, the three-phase coil 36
There is no regeneration from the factory. That is, the internal combustion engine 50 is performing idle rotation.

When the control CPU 90 of the control device 80 outputs the control signal SW1 to control the transistor on / off,
A constant current flows through the three-phase coil 36 of the clutch motor 30 according to the difference between the rotation speed of the crankshaft 56 of the internal combustion engine 50 and the rotation speed of the drive shaft 22. That is, the clutch motor 30 functions as a generator, current is regenerated through the first drive circuit 91, and charges the battery 94. At this time, the outer rotor 32 and the inner rotor 34 are in a connected state in which a certain slip exists. That is, the inner rotor 34 rotates at a lower rotation speed than the rotation speed of the crankshaft 56 of the internal combustion engine 50. In this state, when the control CPU 90 controls the second drive circuit 92 so that energy equal to the regenerated electric energy is consumed by the assist motor 40, a current flows through the three-phase coil 44 of the assist motor 40, A torque is generated in the motor 40. Thus, the torque transmission device 20 performs conversion between the torque conversion and the rotation speed, and increases the torque and the rotation speed (so-called overdrive) as necessary.

The energy conversion using the clutch motor 30 and the assist motor 40 is not limited to this mode.
Whether the clutch motor 30 is driven or regenerated, the assist motor 40 is driven or regenerated, the regenerated power is used for charging the battery 94, the motor is driven by the power stored in the battery 94, and the like. Combinations vary widely. As one of these running modes, there is a mode in which the internal combustion engine 50 is stopped, the assist motor 40 is rotated using the electric power stored in the battery 94, and the vehicle runs. Since the internal combustion engine 50 wants to operate in a region where the efficiency is as high as possible, after the charging of the battery 94 is completed, the internal combustion engine 50 is stopped, the assist motor 40 is rotated by the power of the battery 94, and the remaining capacity BRM of the battery 94 is changed. Is less than or equal to a certain value, so that any intermittent operation for starting the internal combustion engine 50 is performed.

When the internal combustion engine 50 is started while the vehicle is running, the first drive circuit 91 is connected to the three-phase coil 36 of the clutch motor 30.
, The outer rotor 32 only needs to be slightly coupled to the inner rotor 34 of the clutch motor 30 which is being rotated by the drive shaft 22 which is rotating by running. Inner rotor 3 of clutch motor 30
The connection between the outer rotor 32 and the outer rotor 32 causes the outer rotor 32 and the
Is rotated, and the intake and exhaust by the piston 54 is started.
In this state, if the fuel injection from the fuel injection valve 51 and the spark ignition at the spark plug 62 by the high voltage generated in the igniter 58 are performed, the air-fuel mixture reaches explosive combustion, and the internal combustion engine 50 starts. The explosion-combusted exhaust is discharged to the outside via an exhaust system.

Next, with reference to FIG. 4, a description will be given of the start, operation, and stop control of the internal combustion engine 50 executed by the EFIECU 70. The EFIECU 70 executes an engine operation processing routine shown in FIG. 4, and when this processing is started, first, it determines whether or not the internal combustion engine 50 is stopped (step S100). This decision is made by EFIECU
Since 70 controls the internal combustion engine 50, the EFI ECU
70 can be determined by itself, but can also be determined from the rotation speed of the crankshaft 56 detected by the resolver 39.

If it is determined that the internal combustion engine 50 is operating, the process exits to "END" and shifts to the engine stop control routine of FIG. When it is determined that the internal combustion engine 50 is stopped, it is next determined whether the remaining capacity BRM of the battery 94 is less than a predetermined value (step S110). Here, the predetermined value used for determining the remaining capacity BRM of the battery 94 is a value Bref set in advance as it is desirable to charge the battery when the remaining capacity is further reduced. It should be noted that a hysteresis is usually provided in this determination for the purpose of processing stability, but for convenience, the description will be made using a single predetermined value Bref.

If it is determined that the state of charge BRM of the battery 94 is less than the predetermined value, a process for immediately starting the internal combustion engine 50 is performed (step S120). Since the drive shaft 22 is rotating due to the running of the vehicle, a predetermined current is applied to the clutch motor 30 to connect the drive shaft 22 and the crankshaft 56 as described above, and the fuel injection valve 51 If the fuel injection and ignition by the igniter 58 are performed, the internal combustion engine 50 is easily started. After starting the internal combustion engine 50, the process exits to "END" and ends the control routine.

On the other hand, if it is determined in step S110 that the remaining capacity BRM of the battery 94 is equal to or more than the predetermined value Bref, the assist motor 40 can output the next output based on the current rotational speed of the assist motor 40. A process of calculating the maximum torque Tmax is performed (step S13).
0). Since the maximum torque Tmax varies depending on the number of revolutions of the assist motor 40, the maximum torque Tmax is obtained from the torque map Tmap of the assist motor 40 and various information Mif for limiting the motor output, which are stored in the ROM 70b in advance.

The magnitude of the maximum torque Tmax thus obtained and the current torque command value are determined (step S140).
If the torque command value is smaller, nothing is performed and "EN
The routine exits from step "D". On the other hand, if the torque command value is larger, the necessary shaft torque cannot be obtained only by the assist motor 40, so the internal combustion engine 50 is started (step S120). As described above, the torque command value is calculated by the control device 80 from the depression amount of the accelerator pedal 64 detected by the accelerator pedal position sensor 65 and the shift position detected by the shift position sensor 84, and is calculated via the communication line. The value transmitted to the EFIECU 70 is used.
The control device 80 calculates the shaft torque required for the drive shaft 22 from the amount of depression of the accelerator and the like, and when the internal combustion engine 50 is stopped, the assist motor 40 outputs a torque equal to the torque command value. Second drive circuit 92
Is controlling.

By executing the engine operation control routine described above, the output of the internal combustion engine 50 is
In a vehicle capable of converting the rotation speed and torque and transmitting torque to the drive shaft 22 using charge and discharge of the battery 94, the remaining capacity BRM of the battery 94 is set to a predetermined value Bref. Or the torque command value required for the running vehicle is less than
Is larger than the maximum torque Tmax, the internal combustion engine 50 is started. As a result, at least a part of the output of the internal combustion engine 50 is regenerated as electric power via the clutch motor 30 to charge the battery 94, or at least a part of the internal combustion engine 50 is The torque command value transmitted to the drive shaft 22 and required for the drive shaft 22 can be secured. Therefore, the efficiency is improved by the so-called intermittent operation in which the operation and stop of the internal combustion engine 50 are repeated in the high efficiency region, the demand for securing the required torque even on an uphill road, and the remaining capacity of the battery 94 are efficiently managed. The desire to do so can be satisfied at the same time.

Next, a description will be given of an engine stop control as a second embodiment of the present invention. In the above embodiment, the condition for starting or continuing the operation of the internal combustion engine 50 has been described. However, in this embodiment, the condition for stopping or continuing to stop the internal combustion engine 50 will be described. In addition, although both can be implemented in combination, it is also possible to carry out individually in combination with different stop conditions or start conditions.

The engine control device according to the second embodiment executes an engine stop control routine shown in FIG. This EFIE
When the CU 70 starts this routine, first, similarly to step S100 in FIG. 4, it is determined whether or not the internal combustion engine 50 is stopped (step S150). If the internal combustion engine 50 is stopped, the determination to be made is whether or not the start condition of the internal combustion engine 50 is satisfied. Therefore, the determination shown in FIG. The routine of No. 5 ends without executing "END".

If it is determined in step S150 that the internal combustion engine 50 is not stopped (that is, if it is determined that the internal combustion engine 50 is operating), then the remaining capacity BRM of the battery 94 is equal to or greater than a predetermined value. (Step S1)
60). If the value is not equal to or more than the predetermined value, the operation of the internal combustion engine 50 should be continued to generate electric power by the clutch motor 30 to charge the battery 94. To end this routine.

If the remaining capacity BRM of the battery 94 is equal to or greater than a predetermined value, the maximum torque T that the assist motor 40 can output next is based on the current rotation speed of the assist motor 40.
A process for calculating max is performed (step S170). This process is the same process as step S130 shown in FIG. 4, and determines the maximum torque Tmax by referring to the torque map Tmap of the assist motor 40 stored in the ROM 70b in advance and various information Mif for limiting the motor output.

The magnitude of the maximum torque Tmax thus obtained and the current torque command value are determined (step S180).
If the torque command value is larger, nothing is performed and "EN
The routine exits from step "D". On the other hand, if the torque command value is smaller, it can be determined that the required shaft torque is obtained only by the assist motor 40, and the internal combustion engine 50 is stopped (step S190). The torque command value is, as described in the first embodiment, the accelerator pedal 6 detected by the accelerator pedal position sensor 65.
The value calculated by the control device 80 based on the depression amount of No. 4 and the shift position detected by the shift position sensor 84 and transmitted to the EFIECU 70 via the communication line is used. The control device 80 calculates a shaft torque required for the drive shaft 22 from the accelerator pedal depression amount and the like, and after the internal combustion engine 50 stops, the assist motor 40 outputs a torque equal to the torque command value. The second drive circuit 92 is controlled.

According to the present embodiment described above, the output of the internal combustion engine 50 is
When the remaining capacity BRM of the battery 94 is equal to or greater than a predetermined value and the current torque command value is equal to or greater than the maximum torque Tmax of the assist motor 40, the operation of the internal combustion engine 50 is stopped in a vehicle that is operated with two torques. State. As a result, even when the internal combustion engine 50 is stopped, there is no shortage of the remaining capacity BRM of the battery 94 or shortage of the torque of the drive shaft 22 on a slope. As a result, the internal combustion engine 50
In a vehicle that obtains a driving force from the output of the motor and the assist motor 40, the required shaft torque can be secured by simple control, and a smooth operation can be realized.

FIG. 6 shows the relationship between the change in the remaining capacity BRM and the torque command value of the battery 94 and the operation / stop of the internal combustion engine 50 under the control of the first and second embodiments described above. . The maximum torque Tmax of the assist motor 40 varies depending on the number of revolutions of the assist motor 40. However, in FIG. 6, for simplification of description, the maximum torque Tmax is illustrated as taking a fixed value. As shown in the figure, even when the torque command value required by the vehicle is smaller than the maximum torque Tmax of the assist motor 40, when the remaining capacity BRM of the battery 94 becomes equal to or less than the predetermined value Bref, the internal combustion engine 50 is started (FIG. 6). , Time t1). When the internal combustion engine 50 is started, the clutch motor 30 starts generating electric power, and the battery 94 is charged with the regenerated electric power. If the torque command value remains below the maximum torque Tmax,
When the state of charge BRM of the battery 94 exceeds the predetermined value Bref (t2), the internal combustion engine 50 is stopped.

Even if the remaining capacity BRM of the battery 94 is equal to or greater than a predetermined value, the battery 94 may be approaching an uphill or the accelerator pedal 6
When the command value of the shaft torque required for the drive shaft 22 of the vehicle becomes larger than the maximum torque Tmax of the assist motor 40, for example, when the step 4 is depressed, the EFIECU 70 immediately starts the internal combustion engine 50 (t3). In this case, a torque that is insufficient for the torque command value only by the output of the assist motor 40 is supplied from the clutch motor 30. The clutch motor 30 transmits a part of the output of the internal combustion engine 50 to the drive shaft 22, and uses the remainder for power generation in the form of a rotational speed difference of the clutch motor 30 to regenerate power. As a result, the remaining capacity of the battery 94 is eventually recovered, but the operation of the internal combustion engine 50 is continued as long as the torque command value is greater than the maximum torque Tmax, and when the torque command value falls below the maximum torque Tmax (t4), 50 is stopped.

Next, a third embodiment of the present invention will be described. FIG. 7 is a schematic configuration diagram showing a hybrid vehicle according to a third embodiment of the present invention. This hybrid vehicle includes an internal combustion engine EG driven by receiving fuel supplied from a fuel tank (not shown), and has an output shaft connected to a planetary gear device PG. The planetary gear device PG is connected to the generator G and the motor M,
The rotational motion of the output shaft of the internal combustion engine EG is distributed and transmitted to the generator G side, the electric motor M side or both sides by the planetary gear device PG. Note that a differential gear DG is connected to an output shaft of the electric motor M, and drive wheels AH on the left and right sides of the vehicle, which are the final purpose, are connected.

An intake pipe having a throttle valve and an exhaust pipe having a three-way catalyst TS and a muffler MF are connected to the internal combustion engine EG. The throttle valve opening of the internal combustion engine is controlled by a vehicle controller CC. Have been.

The detailed configuration of the planetary gear device PG will be described with reference to the schematic configuration diagram of FIG. As shown in FIG. 8, the output shaft 21 connected to the crankshaft of the internal combustion engine EG
1 is connected to the intermediate shaft 213 via the clutch 220. A hydraulic supply source 214 such as a gear pump is provided on the output shaft 211.
The hydraulic pressure supply source 214 generates a hydraulic pressure with a part of the power of the internal combustion engine EG to generate the first clutch 22.
0 is the power source for the engagement. Note that a configuration may be adopted in which the hydraulic pressure is generated by another small electric motor without using the power of the internal combustion engine EG. According to this configuration, the first clutch 220 can be operated even when the internal combustion engine EG is stopped. .

The intermediate shaft 213 is integrally connected to a carrier 234 that rotatably supports the planetary gear 232 of the planetary gear mechanism 230, and a sun gear 233 meshing with the planetary gear 232 is located behind the hollow rotary shaft 215. It is integrally attached to the end. The front end of the hollow rotary shaft 215 is connected to a rotatable friction plate 242 of a second clutch 240 constituting a multi-plate type speed change brake, while the fixed friction plate 244 of the second clutch 240 is fixed to a case. Therefore, when the second clutch 240 is engaged by hydraulic pressure, the hollow rotary shaft 2
15 is fixed to the case 246. The hollow rotary shaft 215 has a gear 251 fitted with a spline, and the rotary shaft 25 of the gear 253 meshing with the gear 251.
5 is the axis of the generator G. On the other hand, the planetary gear mechanism 2
The 30 ring gears 236 are mounted on the output shaft 217, and the motor M is connected to the output shaft 217.

The connection of the motor M to the output shaft 217 is realized by, for example, a structure in which a rotor is connected to the output shaft and the stator is fixed to the casing. It is configured to be able to add the rotating force to be applied.

The planetary gear device PG having the above-described configuration has already been proposed by the present applicant in Japanese Patent Application Laid-Open No. 50-30223. The detailed operation will be left to the specification, and the outline of the operation will be described below. I do.

First clutch 220 and second clutch 2
By setting both of the motors 40 to the open state, a mode in which the driving wheels AH are driven only by the electric motor M is set. First clutch 2
By setting both the clutch 20 and the second clutch 240 to the engaged state, the driving force of the internal combustion engine EG is reduced by the planetary gear mechanism 23.
This is a mode in which all the signals are transmitted to the electric motor M and the drive wheels AH via the “0”. Further, by setting the first clutch 220 to the engaged state and setting the second clutch 240 to the released state, the driving force of the internal combustion engine EG is reduced by the planetary gear mechanism 2.
The mode is distributed at 30 and transmitted to the generator G side, the electric motor M and the driving wheel AH side.

Returning to FIG. 7, a generator G driven by a part of the power of the internal combustion engine EG via the planetary gear unit PG
Is used as power for charging the battery BT, and the electric motor M is driven by the power supplied from the battery BT. As the electric motor M, for example, a DC brushless motor including a rotor composed of six-pole permanent magnets and a stator composed of three-phase windings is used.
As the battery BT, various secondary batteries such as a lead acid storage battery, a nickel cadmium battery, a sodium sulfur battery, a lithium secondary battery, a hydrogen secondary battery, and a redox battery, a fuel cell, and a large-capacity capacitor are used. You.

In the hybrid vehicle according to the third embodiment, the internal combustion engine EG is constantly operated in an operation region with high efficiency, and the excess or deficiency between the torque generated by the internal combustion engine EG and the required load of the vehicle is determined by the power generation load of the generator G or It is adjusted by the driving torque of the electric motor M. This adjustment is performed by the vehicle controller CC mounted on the hybrid vehicle. That is, the vehicle controller CC inputs various information (hereinafter, referred to as vehicle information) related to the running of the vehicle to obtain a required vehicle load required by the vehicle, and based on the required vehicle load, determines the internal combustion engine EG, the planetary engine, and the like. The above adjustment is performed by controlling the gear device PG, the generator G, and the electric motor M.

In this hybrid vehicle, as in the hybrid vehicle of the first embodiment, the internal combustion engine EG is stopped and the electric motor M is rotated using the electric power stored in the battery BT, as one of the driving modes. There is a mode for running a vehicle. Since the internal combustion engine EG is operated under fixed operating conditions with high efficiency, after the charging of the battery BT is completed, the internal combustion engine EG is stopped, the electric motor M is rotated by the power of the battery BT, and the This is because when the state of charge falls below a certain level, any intermittent operation for starting the internal combustion engine EG is performed.

When the vehicle is running with the internal combustion engine EG stopped, the first clutch 220 is disengaged. Therefore, to start the internal combustion engine EG while the vehicle is running, the second
At the same time as the disengagement of the clutch 240, the power generation by the generator G is started, and then the first clutch 220 is engaged. As a result, the ring gear 23 of the planetary gear mechanism 230 rotating together with the output shaft 217 rotating by traveling.
For 6, the carrier 234, the intermediate shaft 213 and the sun gear 233 connected thereto start rotating at a predetermined rate. Since the first clutch 220 is engaged,
The rotation of the intermediate shaft 213 is transmitted to the output shaft 211 of the internal combustion engine EG, and the internal combustion engine EG is forcibly rotated from the outside.
When the output shaft 211 is rotated, intake and exhaust by a piston (not shown) is started. In this state, as in the first embodiment, if fuel injection from the fuel injection valve and spark ignition by the spark plug are performed, the air-fuel mixture reaches explosive combustion, and the internal combustion engine EG starts.

Given this configuration, an engine control process executed by the vehicle controller CC will be described next. The vehicle controller CC repeatedly executes the engine control processing routine shown in FIG. 9 together with other control routines. When this processing routine is started, first, the vehicle controller CC performs a process of calculating the maximum torque Tmax that can be output by the electric motor M based on the current rotational speed of the electric motor M (step S260). Since the maximum torque Tmax varies depending on the number of revolutions of the electric motor M, the maximum torque Tmax is referred to by referring to the torque map Tmap of the electric motor M and various information Mif for limiting the motor output stored in advance in a ROM or the like in the vehicle controller CC. Ask for. Next, the magnitude of the maximum torque Tmax thus obtained and the current torque command value are determined (step S27).
0), if the torque command value is larger, a process for bringing the internal combustion engine EG into the operating state is performed (step S280). That is, if the internal combustion engine EG is stopped, it is started by the above-described method, and if the internal combustion engine EG is already operating, it is continued.

On the other hand, if the torque command value is smaller than the maximum torque Tmax, it is determined whether the remaining capacity of the battery BT is equal to or more than a predetermined value (step S29).
0), when it is determined that the state of charge is not greater than or equal to the predetermined value, control is performed to bring the internal combustion engine EG into the operating state, similarly to the case where it is determined that the torque command value is greater than the maximum torque Tmax (step S280). ). On the other hand, if it is determined that the torque command value is less than the maximum torque T of the electric motor M and the remaining capacity of the battery BT is equal to or greater than the predetermined value (steps S280 and S290), the internal combustion engine EG
Is stopped (step S295).
0). That is, if the internal combustion engine EG is operating, the fuel injection is stopped to stop the operation of the internal combustion engine EG, and the internal combustion engine EG is stopped.
If is already stopped, just stop it. After the end of the internal combustion engine operation control (step S280) or the internal combustion engine stop control (step S295), the process exits to "END" and ends the present processing routine.

According to the third embodiment described above, FIG.
Whether the remaining capacity of the battery BT is equal to or less than a predetermined value (time t11) or whether the torque command value is equal to or greater than the maximum torque Tmax of the electric motor M (time t13),
When any one of the conditions is satisfied, the internal combustion engine EG is operated, and when the remaining capacity of the battery BT becomes equal to or more than a predetermined value and the torque command value becomes less than the maximum torque Tmax of the electric motor M (time t12, t14), the internal combustion engine EG is activated. Stopped.
Therefore, it is possible to secure a sufficient shaft torque of the vehicle and to use the battery B
It is also possible to appropriately maintain the charge amount of T.

Next, a fourth embodiment of the present invention will be described. FIG. 11 is a configuration diagram showing a schematic configuration of a four-wheel drive vehicle 315 incorporating an engine control device as a fourth embodiment. In this embodiment, an internal combustion engine similar to that of the first embodiment is used, but here, various internal combustion engines, external combustion engines, gasoline engines, diesel engines, and the like are collectively referred to as a prime mover 350. The crankshaft, which is the output shaft of the motor 350, is provided with a clutch motor 330 substantially the same as that of the first embodiment. In the first embodiment, the assist motor 40 is connected to the drive shaft 22 connected to the inner rotor of the clutch motor 330. However, in the fourth embodiment, the clutch motor 330 and the assist motor 340 are connected to different drive shafts. ing. The configuration will be described later.

The operation of the prime mover 350 is controlled by an electronic control unit (hereinafter, referred to as EFIECU) 370 that realizes control corresponding to the engine control device of the present invention. Various sensors that indicate the operation state of the prime mover 350 are connected to the EFIECU 370, but are the same as those in the first embodiment, and thus detailed descriptions thereof will be omitted.

The crankshaft of the prime mover 350 is connected to a drive shaft 322A via a clutch motor 330. The drive shaft 322A is coupled to a front wheel driving differential gear 324 via a reduction gear 323, and the torque output from the drive shaft 322A is finally transmitted to the left and right front wheels 326, 328. On the other hand, the rear wheel 32
7, 329 are differential gears 32 for rear wheels.
5, an assist motor 340 is connected.
That is, the vehicle 315 is configured as a four-wheel drive vehicle in which the front wheels 326 and 328 are driven by the prime mover 350 and the clutch motor 330, while the rear wheels 327 and 329 are driven by the assist motor 340.

The clutch motor 330 and the assist motor 340 are controlled by the control device 380. As in the first embodiment, a control CPU is provided inside the control device 80, and a shift position sensor provided on a shift lever (not shown) or an accelerator pedal position sensor provided on an accelerator pedal for detecting an operation amount thereof And a brake pedal position sensor for detecting the operation amount of the brake pedal. Further, the control device 380 has the same EFIEC as in the first embodiment.
Various information is exchanged by communication with U370.

The detailed structure of each of the clutch motor 330 and the assist motor 340 constituting the power transmission device 320 is the same as that of the first embodiment. , A first drive circuit 391 and a second drive circuit 392 for powering or regenerating the clutch motor 330 and the assist motor 340 for supplying electricity to the windings of A battery 394 for charging and supplying necessary power is provided in the same manner as in the first embodiment.

Even in the four-wheel drive vehicle described above, the EF
The IECU 370 controls the same position as in the third embodiment. That is, as shown in FIG.
The maximum torque Tmax of the assist motor 340 is smaller than the maximum torque Tmax of the assist motor 340 with respect to the two determination conditions of the magnitude of the maximum torque Tmax and the torque command value of the motor 40 and the magnitude of the remaining capacity of the battery 394 and the predetermined value as the determination value. When it becomes large or when the remaining capacity of the battery 394 becomes less than the predetermined value, the prime mover 350 is brought into the operating state. Further, when the torque command value becomes smaller than the maximum torque Tmax of the assist motor 340 and the remaining capacity of the battery 394 becomes larger than a predetermined value, the prime mover 350 is stopped.

As described above, the engine control according to the present invention is a hybrid vehicle that directly outputs a part of the output of a prime mover mechanically to a shaft. (First, second,
The present invention is applicable regardless of whether it is the fourth embodiment) or mechanically performed by a planetarium gear or the like (third embodiment). Also, the present invention can be applied to a configuration of a type that outputs shaft torque to one drive shaft 22 or a configuration of a so-called four-wheel drive that outputs shaft torque to two shafts.

Although several embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and may be implemented in various modes without departing from the gist of the present invention. What you get is, of course.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a configuration of a control device 80 and a configuration of a torque transmission device 20.

FIG. 3 is an explanatory diagram showing a detailed configuration of a clutch motor 30 and an assist motor 40.

FIG. 4 is a flowchart illustrating an engine operation control routine according to the first embodiment.

FIG. 5 is a flowchart illustrating an engine stop control routine according to a second embodiment.

FIG. 6 is a graph showing an example of control according to the first or second embodiment.

FIG. 7 is an explanatory diagram illustrating a schematic configuration of a hybrid vehicle according to a third embodiment.

FIG. 8 is an explanatory diagram showing a state of power transmission using the planetary gear device PG of the hybrid vehicle according to the third embodiment.

FIG. 9 is a flowchart illustrating an engine control processing routine according to a third embodiment.

FIG. 10 is a graph showing an example of control in the third embodiment.

FIG. 11 is a configuration diagram showing a schematic configuration of a four-wheel drive vehicle 315 incorporating an engine control device as a fourth embodiment.

[Explanation of symbols]

 Reference Signs List 20 torque transmitting device 22 drive shaft 24 differential gear 26, 28 driving wheel 30 clutch motor 32 outer rotor 34 inner rotor 35 permanent magnet 36 three-phase coil 37A, 37B bearing 38 rotating transformer 38A primary Winding 38B Secondary winding 39 Resolver 40 Assist motor 42 Rotor 43 Stator 44 Three-phase coil 45 Case 46 Permanent magnet 48 Resolver 49 Bearing 50 Internal combustion engine 51 Fuel injection valve 52 ... combustion chamber 54 ... piston 55 ... exhaust pipe 56 ... crankshaft 57 ... wheel 58 ... igniter 59a ... press-fit pin 59b ... screw 60 ... distributor 62 ... spark plug 63 ... main muffler 64 ... accelerator pedal 65 ... accelerator pedal position sensor 66 ... Slot Tottle valve 68 ... Throttle motor 70 ... EFIECU 70a ... CPU 70b ... ROM 70c ... RAM 72 ... Intake pipe negative pressure sensor 73 ... Humidity sensor 74 ... Water temperature sensor 76 ... Rotation sensor 78 ... Rotation angle sensor 79 ... Starter switch 80 ... Control device 82 shift lever 84 shift position sensor 90 control CPU 90a RAM 90b ROM 91, 92 drive circuit 91 first drive circuit 92 second drive circuit 94 batteries 95, 96 current detector 97 , 98 current detector 99 remaining capacity detector 211 output shaft 213 intermediate shaft 214 hydraulic supply 215 hollow rotary shaft 217 output shaft 220 clutch 220 first clutch 230 planetary gear mechanism 232 planet Gear 233 ... Sun gear 234 ... Carrier 236 ... R Gear wheel 240 ... second clutch 242 ... friction plate 244 ... fixed friction plate 246 ... case 251 ... gear 253 ... gear 255 ... rotary shaft 315 ... vehicle 315 ... four-wheel drive vehicle 320 ... power transmission device 322A ... drive shaft 323 ... deceleration Gear 324 ... Differential gear 325 ... Differential gear 326,328 ... Front wheel 327,329 ... Rear wheel 330 ... Clutch motor 338 ... Rotary transformer 340 ... Assist motor 350 ... Primary motor 350 ... Internal combustion engine 370 ... EFIECU 380 ... Control device 391 ... First Drive circuit 392 ... second drive circuit 394 ... battery BRM ... remaining capacity BT ... battery CC ... vehicle controller DG ... differential gear EG ... internal combustion engine G ... generator M ... electric motor PG ... planetary gear unit Tmap ... torque map Tmax …Maximum torque

──────────────────────────────────────────────────続 き Continuation of front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F02D 29/06 B60K 6/02 B60L 11/14 H02J 7/14

Claims (12)

(57) [Claims] 1. A comprising an electric motor which is operated by an engine and an electric operated by fuel, kinematic at least a portion of the output of the engine and the electric motor is transmitted to the vehicle drive shaft
An engine control device for a vehicle having a force transmission mechanism, comprising: a generator that generates a power by distributing a part of the output of the engine constantly or temporarily; and at least one of the power generated by the generator. Power storage means for storing the power storage unit, driving means for driving the electric motor using the power stored in the power storage means, detection means for detecting the amount of power stored in the power storage means, and a driving shaft of the vehicle. A target torque calculating means for obtaining a target torque, and a case where the amount of storage of the power storage means detected by the detection means is less than a predetermined value, and a maximum output torque of the electric motor driven by the drive means. Target torque
And an engine operating means for causing the engine to be in an operating state when the engine control value is less than the following . Wherein a motor operated by an engine and an electric operated by fuel, kinematic at least a portion of the output of the engine and the electric motor is transmitted to the vehicle drive shaft
An engine control device for a vehicle having a force transmission mechanism, comprising: a generator that generates a power by distributing a part of the output of the engine constantly or temporarily; and at least one of the power generated by the generator. Power storage means for storing the power storage unit, driving means for driving the electric motor using the power stored in the power storage means, detection means for detecting the amount of power stored in the power storage means, and a driving shaft of the vehicle. A target torque calculating means for obtaining a target torque, and a maximum output torque of the electric motor driven by the driving means, wherein a storage amount of the power storage means detected by the detection means is equal to or more than a predetermined value. An engine control device for a vehicle, comprising: engine stop means for stopping the engine when the engine is large. 3. a motor operated by an engine and an electric operated by fuel, kinematic at least a portion of the output of the engine and the electric motor is transmitted to the vehicle drive shaft
An engine control device for a vehicle having a force transmission mechanism, comprising: a generator that constantly or temporarily distributes a part of the output of the engine to generate power; and at least one of the power generated by the generator. Power storage means for storing the power storage unit, driving means for driving the electric motor using the power stored in the power storage means, detection means for detecting the amount of power stored in the power storage means, and a driving shaft of the vehicle. A target torque calculating means for obtaining a target torque, and a case where the amount of accumulation in the power storage means detected by the detection means is less than a predetermined value, and a maximum output torque of the electric motor driven by the drive means. Target torque
When the value is less than the predetermined value, the maximum output torque of the electric motor driven by the driving means is equal to or more than a predetermined value and the amount of accumulation of the power storage means detected by the engine operation means for bringing the engine into an operation state and the detection means An engine control device for a vehicle, comprising: engine stop means for stopping the engine when the target torque is larger than the determined target torque. 4. The motor according to claim 1, wherein the motor is coupled to a drive shaft to which at least a part of the output of the engine is distributed.
4. The engine control device for a vehicle according to any one of claims 3 to 3. 5. The vehicle engine control device according to claim 1, wherein the electric motor is coupled to a drive shaft different from a drive shaft to which at least a part of the output of the engine is distributed. 6. a motor operated by an engine and an electric operated by fuel, kinematic at least a portion of the output of the engine and the electric motor is transmitted to the vehicle drive shaft
A method for controlling operation of the engine in a vehicle including a force transmission mechanism, the method comprising: charging a battery with at least a portion of power generated by a generator coupled to an output of the engine; Detecting a target amount of torque required for a drive shaft of a vehicle by detecting a charge amount of electric power, driving the electric motor using electric power accumulated in the battery, and detecting the detected charge amount of the battery and the electric motor. An engine control method for a vehicle that controls start and stop of the operation of the engine based on a magnitude relationship between a maximum output torque and the determined target torque. 7. An output shaft of an engine, wherein the power transmission mechanism is an output shaft of an engine.
Planetary gear in which each shaft is coupled to the vehicle drive shaft
Power generation on the remaining shaft of the planetary gear mechanism.
4. The vehicle according to claim 1, wherein the vehicle is
Engine control device. 8. An output shaft of an engine, wherein the power transmission mechanism is an output shaft of an engine.
And two rotors rotatable relative to the vehicle drive shaft
And a paired rotor motor each of which is coupled.
4. The engine control device for a vehicle according to any one of the chairs 3. 9. The motor operating means includes :
The maximum output torque is determined according to the number of rotations of the electric motor.
The engine control of a vehicle according to any one of claims 1 to 3.
apparatus. 10. The control of the vehicle engine according to claim 6.
The power transmission mechanism includes an output shaft of an engine and a vehicle drive.
A planetary gear mechanism in which each shaft is coupled to the shaft,
A car with a generator coupled to the remaining shaft of the planetary gear mechanism
How to control the engine of the vehicle. 11. The control of the vehicle engine according to claim 6.
The method, wherein the power transmission mechanism comprises two rotatable rotors.
Are respectively connected to the output shaft of the engine and the drive shaft of the vehicle.
Engine control for vehicles with coupled anti-rotor motors
Method. 12. The maximum output torque of the electric motor is
7. The vehicle according to claim 6, which is determined according to the rotation speed of the electric motor.
Engine control method.