JPH02206302A - Automobile auxiliary driver - Google Patents

Abstract

PURPOSE:To reduce a particle discharge and to improve a fuel ratio by regenerating and charging a storage battery through an AC machine at the time of braking an automobile and by supplying a driving torque deficiency through auxiliary driving by stored power while driving an internal combustion engine in the region with little discharged particle concentration at the time of driving said automobile. CONSTITUTION:At the time of braking an automobile, CPU 53 computes a braking force from a memory 56 on the basis of the signal of brake command- selecting contact points B1-B4 and a rotating sensor 34 and sends said information as a braking force command value 511 to an inverter control means 40. Said inverter control means 40 receives said command and outputs a command lower than that of said rotating sensor 34 to regenerate the output of an induction machine 31 in a secondary battery 413 to charge said battery with electricity. At the time of traveling of said automobile, said CPU 53 sends a torque command pattern in said memory 56 to a multiplier 65. Said signal is multiplied by a driving torque signal 63 according to the operating angle of an accelerator pedal 61 at the multiplier 65 and sent to the inverter control means 40. Thus, said induction machine 31 is used as an auxiliary driver.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to an auxiliary drive device for automobiles used in large diesel vehicles, such as trucks and buses, and in particular, the present invention relates to an auxiliary drive device for automobiles used in large diesel vehicles such as trucks and buses. The present invention relates to an auxiliary drive device for an automobile that performs auxiliary drive and reduces the concentration of exhaust particles from an internal combustion engine.

[Conventional technology]

In recent years, the development of expressway networks has progressed, and road transportation, which has tighter turns, has replaced rail transportation, but this has led to the black smoke being emitted by large diesel vehicles.

The amount of particles such as soluble components (SOF) is increasing, and these emitted particles are having a major impact on the surrounding environment. In general, the amount of black smoke, SOF, and other particles emitted from a diesel engine increases as the shaft torque of the internal combustion engine increases, and particularly increases rapidly in a low rotation speed range. Therefore, in low-speed rotation ranges where the amount of emitted particles is particularly high, by supplementing the drive torque using other drive means, the internal combustion engine can be operated with the shaft torque reduced by that amount, thereby reducing the amount of emitted particles. is possible.

Conventionally, electric braking and auxiliary acceleration devices for automobiles have been proposed as devices capable of such auxiliary drive (Japanese Patent Application No. 1983).
No. 2-36278 to Japanese Patent Application No. 62-36281). This device is equipped with a squirrel cage three-phase induction machine in the rotation transmission system of an automobile.
In addition, an inverter is inserted between this squirrel cage induction machine and a secondary battery, and by controlling this inverter, the squirrel cage induction machine is used as a generator or electric motor. The mechanical connection structure with the squirrel-shaped induction machine (see FIGS. 5 and 6) and the conventional electric braking device (see FIG. 7) will be explained.

First, in the rotation transmission system of an automobile, a flywheel device 2, a clutch device 3, a transmission device 4, and a propeller shaft 5 are connected to the rotating shaft of an internal combustion engine 1 in this order, as shown in FIG. After temporarily disconnecting the rotating shaft of the internal combustion engine 1 by depressing the clutch pedal, the transmission device 4 changes the rotation speed ratio and releases the clutch pedal, thereby causing the rotation of the internal combustion engine 1 to be controlled by the transmission device 4. The speed is adjusted to a predetermined speed and transmitted to the propeller shaft 5.

In such a rotation transmission system, the squirrel cage induction machine is particularly installed inside the flywheel device 2, and specifically, as shown in FIG. The stator section A and the rotor section B of the squirrel cage type rust conductor are housed in the space provided. This stator part A includes a stator core 13 and a stator winding 14 inserted into a coil groove of this stator core 13.
, a lead wire 15 and a stator ring 16, and the flywheel housing 1 of the stator ring 16
The stator part A is fixed to the flywheel device 2 by fitting between 1 and 12. On the other hand, the rotor part B consists of a rotor core 17, a squirrel cage winding 18 inserted into a coil groove of the rotor core 17, and a retaining ring 20 fitted to an end ring 19 of the winding 18. Part B is internal combustion engine 1
The flywheel 22 is fixed to the outer edge of a flywheel 22 which is rotationally driven by a main shaft 21 of the flywheel 22 .

Next, the conventional electric braking and auxiliary acceleration device, as shown in FIG.
3. Reactor 324. It has a secondary battery circuit 32 such as a transistor 325 and a chopper control circuit 326, and an inverter 33 provided between the squirrel cage induction machine 31 and the secondary battery circuit 32. A rotation sensor 34 is provided to detect the rotation speed of the induction machine 31, and the output of this rotation sensor 34 is sent to an inverter control circuit 35. This inverter control circuit 35 controls the frequency of the AC side voltage of the inverter 33 based on the output of the rotation sensor 34. Therefore, under the control of the inverter control circuit 35, the inverter 33 converts, for example, the DC voltage of the secondary battery circuit 32 into an AC voltage, applies a rotating magnetic field to the squirrel cage induction machine 31, and also outputs an AC voltage from the squirrel cage induction machine 31. Convert electric power to DC power.

That is, the power generated by the induction machine 31 is controlled to regeneratively charge the secondary battery 323. Furthermore, a capacitor 3 for smoothing the DC side voltage is provided between the DC power supply lines of the inverter 33.
6 is provided, and also a resistor 37 and a switch circuit 38
A thermal energy dissipation circuit such as the following is provided. This switch circuit 38 has a function of releasing the generated power of the squirrel cage induction machine 31 as thermal energy through the resistor 37 when a large braking force is generated and the power generated by the squirrel cage induction machine 31 cannot be absorbed by regenerative charging to the secondary battery 323. .

Note that the secondary battery circuit 32 has a charging control function and an auxiliary acceleration function for the squirrel cage induction machine 31.

The former charging control function is achieved by changing the on/off time ratio of the transistor 325 in the chopper control circuit 326 when controlling the power generation of the squirrel cage induction machine 31. On the other hand, when off, a closed circuit consisting of diode 321 - secondary battery 323 - reactor 324 is formed to control charging of secondary battery 323, and the auxiliary acceleration function connects squirrel cage induction machine 31 to electric motor. When the internal combustion engine 1 is operated as auxiliary acceleration, a diode 322 - reactor 324 - secondary battery 323 circuit is formed, and current from the secondary battery 323 is supplied to the squirrel cage induction machine 31 via the inverter 33. It is something.

Next, the operation of performing electric braking using the above-described device will be explained. First, the rotation of the internal combustion engine 1 is caused by the rotor part B of the squirrel cage induction machine 31 via the main shaft 21 of this internal combustion engine.
It is further transmitted to the wheels through the clutch device 3, transmission device 4, propeller shaft 5, and differential gear (not shown).

By the way, when performing running braking in a vehicle having the rotation transmission system as described above, upon receiving a brake force command, the inverter control circuit 35 changes the frequency of the AC side voltage of the inverter 33 so that the speed is slower than the speed detected by the rotation sensor 34. control. Here, the inverter 33 applies a rotating magnetic field having a slower speed than the rotor section B from the secondary battery circuit 32 to the stator winding 14 of the squirrel cage induction machine 31 based on the control of the inverter control circuit 35. 31 operates as a generator. As a result, the mechanical energy of the rotation transmission system is converted into electrical energy, and this electrical energy is regeneratively charged to the secondary battery circuit 323.

Note that during this running braking, a large brake torque may be temporarily generated depending on the driving situation of the vehicle, but at this time, most of the electrical energy generated from the squirrel cage induction machine 31 is transferred to thermal energy from the resistor 37. is released to obtain large brake torque.

[Problem to be solved by the invention]

However, in the above device, the squirrel cage induction machine 31 is operated as a generator to convert the mechanical energy of the rotation transmission system into electrical energy and charge the secondary battery 323. 37, and the charged voltage of the secondary battery 323 is used to establish the voltage of the squirrel cage induction machine 31 or to supplementally accelerate the internal combustion engine 1 when it is not energized. ,
The internal combustion engine 1 was not auxilially driven from the viewpoint of reducing the amount of exhaust particles.

The present invention was made in view of the above-mentioned circumstances, and focuses on the fact that a considerable amount of electrical energy is generated when a car brakes, and uses this electrical energy during braking to charge a secondary battery.
An object of the present invention is to provide an auxiliary drive device for an automobile that achieves reductions in exhaust particle concentration and fuel efficiency by using the charging voltage of a secondary battery for auxiliary drive of an internal combustion engine from the viewpoint of reducing exhaust particle concentration.

[Means to solve the problem]

In order to achieve the above object, the auxiliary drive device for an automobile according to the present invention includes: an alternating current machine connected to the main shaft of an internal combustion engine; a secondary battery with a large storage capacity connected to the alternating current machine via an inverter; a drive torque command value calculation means for calculating a drive torque command value according to the rotational speed of the internal combustion engine and the depression angle of the accelerator pedal based on exhaust particle concentration characteristics specific to the internal combustion engine; and a brake force command value or the drive torque. an inverter control means that receives a drive torque command value from a command value calculation means, controls the inverter when receiving the drive torque command value, and supplies the voltage of the secondary battery to the alternating current machine; The configuration is such that the torque generated by the alternating current machine is controlled according to a command value.

Further, the inverter control means operates the alternator as a generator by controlling the current flowing through the alternator by the inverter when the brake force command value is received, and the generated power at this time is transferred to the secondary generator. The configuration is such that a battery is charged and the power charged in this secondary battery is used for auxiliary drive.

[Effect]

Therefore, in the present invention, by taking the above measures, when the inverter control means receives the brake force command value, the inverter control means controls the inverter to make the alternator function as a generator, and the generated power is stored in a large amount of electricity. Stored in a secondary battery with a capacity of
In addition, in addition to driving the internal combustion engine with a drive torque that has a low concentration of exhaust particles, especially in areas where the concentration of exhaust particles from the internal combustion engine is high, the drive torque is determined according to the engine rotation speed and accelerator depression angle obtained from the drive torque command value calculation means. The inverter is controlled based on the command value, and the secondary battery supplies the alternating current machine as auxiliary drive power.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing the overall configuration of the apparatus of the present invention, and the same parts as in FIGS. 5 to 7 are given the same reference numerals, and detailed explanation thereof will be omitted. That is, in this device, a squirrel cage induction machine 31 is connected to an axle 21 of an internal combustion engine 1.

This squirrel cage induction machine 31 has a stator section A and a rotor section B.
and the stator winding 14 of the stator portion A thereof.
An inverter 33 is connected to the rotor part B, and a rotation sensor 34 is provided to the rotor part B.

This inverter 33 controls the stator windings of the squirrel cage induction machine 31 based on the control signal from the inverter control means 40.
Controls the frequency of the AC voltage supplied to 4. At the DC side output terminal of this inverter 33, in addition to a capacitor 36 for smoothing the DC voltage of the inverter 33, a secondary battery circuit 41 is connected.
and a thermal energy release circuit 42.

This secondary battery circuit 41 has the function of charging the generated power of the squirrel cage induction machine 31 and auxiliary driving of the internal combustion engine 1, and specifically has the function of charging reference voltage setting section 411, voltage detector 412
The voltage of the secondary battery 413 detected by this voltage detector 412 is compared with the charging reference voltage from the charging reference voltage setting unit 411, and the on/off time ratio of the transistor 414 is changed to charge the secondary battery 413. It is composed of a chopper control circuit 415 and the like that performs control. Note that since the secondary battery 413 is used for auxiliary driving of the internal combustion engine 1, a battery with a large power storage capacity is used. 416 and 417 are diodes, and 418 is a reactor. That is, when the transistor 414 is on, the generated power is regenerated and charged to the secondary battery 413 through the transistor 414 and the reactor 418, and when it is off, a closed loop consisting of the diode 417, the reactor 418, and the secondary battery 413 is formed. The diode 416 is used to supply current from the secondary battery 413 to the squirrel-cage induction machine 31 via the inverter 33 when the squirrel-cage induction machine 31 is not excited or is auxiliary driven.

In addition, the thermal energy release circuit 42 receives an ON command and outputs an ON control signal, since it cannot be absorbed by regenerative charging alone to the secondary battery 413 when a particularly large braking force is applied. and a transistor 423 that is turned on in response to an on control signal from the control circuit 421 and causes a resistor 422 to release part of the braking force as thermal energy. 43 is secondary battery 4
This is an output terminal that supplies 13 voltages to necessary equipment.

Further, the inverter control means 40 controls the output frequency of the inverter 33 according to the brake force command value 511 or the drive torque command value 512, and when receiving the brake command value 511, the rotation speed from the rotation sensor 34 is The frequency of the alternating current voltage of the inverter 33 is controlled so that the rotating magnetic flux of the stator winding 14 is slower than this, and the power generation control is continued.On the other hand, when the drive torque command value AI2 is received, the rotation sensor Auxiliary driving is performed by controlling the frequency of the AC voltage of the inverter 33 so as to apply a rotating magnetic field faster than the rotational speed of the inverter 34 to the stator winding 14.

In addition to the rotation sensor 34, the inverter control means 40 includes a current detector 4 that detects the AC side current of the inverter 33.
5 and a power detector 46 that detects the DC output of the inverter 33 are connected.

When this current detector 45 detects the alternating current of the inverter 33 and supplies it to the inverter control means 40, it feedback-controls each phase current so that the alternating current does not exceed the rated value. Furthermore, this inverter control means 4
0 is the value obtained by dividing the DC output detected by the power detector 46 by the rotational speed of the squirrel cage induction machine 31, if losses in the inverter 33 and the induction machine 31 are ignored.
Therefore, if the DC output of the inverter 33 is controlled based on this generated torque and the brake force command value 511 or the drive torque command value 512, the brake force or drive torque will be controlled.

Next, the calculation means 50 for calculating the brake force command value 511 and the drive torque command value 512 will be explained. In the figure,
51 is a DC control power supply, N1 is a contact that closes when the transmission is not neutral, A1 is a contact that closes when the accelerator pedal is depressed, A2 is a contact that opens when the accelerator is depressed, Sl is the auxiliary drive command switch, B2
is a brake command switch and is made up of a plurality of brake command contacts BO to B4 that set different brake forces, among which BO commands zero brake force, B1 commands one notch brake force, B2 commands two notches brake force, and B3 commands two notches brake force. B4 is the brake force 3-notch command, and B4 is the brake force 4-notch command. B3 is an exhaust brake command, and 52 is an exhaust brake on/off circuit.

Between the auxiliary drive command switch S1 and the brake, the command switch S2 and the rotation sensor 34,
A microcomputer 53 for executing predetermined program control, a memory 56 for storing a brake cover turn 54, a torque command pattern 55 (see FIG. 2), etc., and an I10.
An interface 57, D/A conversion circuits 58, 59, etc. are provided.

Among these, the brake force command value calculation means is based on pattern 55. in FIG. It is composed of elements other than the D/A conversion circuit 59, and functionally, the CPU 53 controls the brake command contacts BO to B4.
The on signal and the output of the rotation sensor 34, that is, the rotation speed of the internal combustion engine, are read out from the brake cover turn 54 shown in FIG. Send to
Here, it is converted into an analog brake force command value 511 and output. Note that the brake cover turn 54 controls the magnetic flux of the squirrel cage induction machine 31 to be constant in a speed range of, for example, the rotational speed of the internal combustion engine to 0-d to obtain constant torque characteristics, and
When the rotational speed of the internal combustion engine exceeds d, the squirrel cage induction motor 3 gradually reduces the brake force as the rotational speed increases.
The output voltage is controlled to be constant by weakening the magnetic flux of 1. A brake force signal that obtains so-called constant output characteristics is output.

On the other hand, the drive torque command value calculation means consists of a torque command signal acquisition means and a drive torque reduction signal acquisition means. A torque command pattern 55 that provides a large drive torque in a rotational speed range that tends to increase is stored, and the CPU 53 controls the rotation sensor 34.
The pattern 55 is read out in accordance with the output of
It is configured to obtain an analog torque command signal.

The latter drive torque reduction signal acquisition means includes an accelerator pedal 61 and, for example, a potentiometer 62 that outputs an electric signal according to the accelerator depression angle of the accelerator pedal 61.
And depending on the accelerator depression angle, for example, the output is "1" when the accelerator pedal 61 is depressed to the maximum, and as the depression is weakened, the output decreases, and it is "0" when the accelerator pedal 61 is not depressed. The drive torque reduction signal generator 64 is configured to generate a drive torque reduction signal 63 as shown in FIG.

Then, the torque command signal obtained by the torque command signal acquisition means and the drive torque reduction signal obtained by the drive torque reduction signal acquisition means are sent to a multiplier 65, where the drive torque is increased by multiplying both signals. A command value 512 is calculated and sent to the inverter control means 40.

Next, the relationship between the exhaust particle concentration and the torque command will be explained with reference to FIGS. 3 and 4. FIG. 3 shows the exhaust particle concentration characteristics of the internal combustion engine 1, with the horizontal axis representing the rotational speed of the internal combustion engine and the vertical axis representing the shaft torque of the internal combustion engine. In the same figure ■
, ■, ■, ..., 0 indicates the isoconcentration curve of the emitted particles,
It also shows that the larger the number, the higher the concentration of discharged particles. For example, if the exhaust particle concentration is set to ■ by the internal combustion engine 1, the shaft torque of the internal combustion engine must be operated as shown in (A). In this case, the exhaust particle concentration is not so high, but it is in the low rotation range That doesn't generate enough torque.

On the other hand, when sufficient torque is generated over the entire range of engine rotational speeds, the concentration ranges from ■ to 0 in the low rotational speed range, as shown in (B), and the concentration of exhaust particles becomes extremely high. Therefore, when the relationship between the engine rotational speed and the exhaust particle concentration when the engine is actually operated along lines (A) and (B) in Figure 3 is investigated, the characteristics shown in Figure 4 are obtained. As is clear from this figure, the exhaust particle concentration in (A) is very low over the entire range of engine rotational speeds, while in (B) it is very high in the low rotational speed range. This means that we drive with (A) and (
It can be seen that if the torque difference between B) and (A) is used as an auxiliary drive using the device shown in FIG. 1, the engine can be operated with sufficient shaft torque over the entire range of engine speeds and with a low concentration of exhaust particles.

Therefore, as the torque command pattern 55 in FIG.
Based on the difference between (B) and (A) in the diagram, that is, (B),
If the auxiliary drive is performed based on a pattern in which the curve (A) is inverted, operation can be performed in a state where the concentration of discharged particles is low as shown in (A) of FIG.

Next, operations will be described when using the above device to perform electric braking to stop the vehicle and when performing auxiliary drive during running.

(1) About stopping by electric braking.

When the vehicle is running, when the transmission is not in neutral and therefore the contact N1 is closed, and the accelerator pedal is not depressed, that is, when the contact A2 is closed, the driver presses either contact 81 of the brake command switch S2. ~ When B4 is selected, the CPU 53 selects the selection contact B.
1 or B2°8B, B4 on signal and rotation sensor 34
Memory 5 based on the rotational speed of the internal combustion engine obtained from
The brake cover turn 54 is read out from 6 and sent to the D/A conversion circuit 58 via the I10 interface 57, where it is converted into an analog brake force command value 511 and then sent to the inverter control means 40.

This inverter control means 40 has a brake force command value 51
1, the squirrel cage induction machine 31 operates as a generator by controlling the stator winding 14 to receive a rotating magnetic flux that is slower than the rotation speed of the rotation sensor 34. At this time, if the power detector 46 detects the DC output of the inverter 33 and performs feedback control based on the brake force obtained by dividing this DC output by the rotation speed of the rotation sensor 34 and the brake force command value 511, the brake Can control power. and,
During this braking, the DC power output from the inverter 33 is transferred to the diode 417, the transistor 414, and the reactor 4.
18 and the chopper control circuit 415, the secondary battery 41
3 is regeneratively charged.

During this braking, the DC power output from the inverter 33 increases the charging reference voltage to lengthen the ON time of the transistor 414 by the chopper control circuit 415, and
13, and only the surplus power is released as thermal energy by the resistor 422.

When the vehicle decelerates in this way, most of the power generated by the squirrel cage induction machine 31 can be stored in the secondary battery 413.

(2) Regarding auxiliary drive during driving.

When the accelerator pedal 61- is depressed when the auxiliary drive command switch S1 in Fig. 1 is set to on and the transmission is in a non-neutral state, that is, the contact N1 is closed, the depression is detected and the contact A1 is turned on. . Here, the CPU 53 starts auxiliary driving upon receiving the ON signal of the contacts A1 and Sl. In other words, CPU5B
reads out a torque command value corresponding to the rotational speed of the internal combustion engine from the torque command pattern 55 in the memory 56 and outputs it to I10.
It is sent to the D/A conversion circuit 59 via the ink face 57, where it is converted into an analog torque command signal and sent to the multiplier 6.
Send to 5.

On the other hand, when the accelerator pedal 61 is started to be depressed, an electric signal corresponding to the pedal depression angle is output from the potentiometer 62 and sent to the drive torque reduction signal generator 64, where the drive torque is reduced by a carbonizing factor according to the accelerator depression angle. A signal is output and sent to the riding nose section 65 as well. This multiplication section 65
Then, both signals are multiplied and sent to the inverter control means 40 as a drive torque command value 512. Here, when the inverter control means receives the drive torque command value 512, it controls the inverter 33 to apply a rotating magnetic field faster than the rotation speed of the rotation sensor 34 to the stator winding 14 of the squirrel cage induction machine 31. Therefore, the squirrel cage induction machine 31 operates as an electric motor.

At this time, the generated torque of the squirrel cage induction machine 31 is the value obtained by dividing the DC input detected by the power detector 46 by the rotational speed of the rotation sensor 34, if losses are ignored, so this generated torque and the driving torque Based on the command value 512, the internal combustion engine can be auxilially driven so that the driving torque is such that the exhaust particle concentration is low.

Therefore, according to the configuration of the embodiment as described above, the inverter 33 is provided between the squirrel cage induction machine 31 connected to the main shaft of the internal combustion engine 1 and the secondary battery 413 having a large storage capacity, and the By controlling the inverter 33 with the inverter control means 40 based on the brake force command value 511 predetermined according to the rotational speed of the internal combustion engine, the squirrel cage induction machine 31 can be operated as a generator, and The large power generated at this time is transferred to a secondary battery 413.
Regenerative charging is possible.

Furthermore, in this device, when the internal combustion engine 1 rotates at a low speed, the internal combustion engine 1 is operated at a low concentration of exhaust particles, and the shortfall in the driving torque is compensated for by adjusting the command torque with respect to the engine rotational speed and the depression angle of the accelerator pedal 61. Accordingly, a drive torque command value 512 is generated, and this is sent to the inverter control means 4.
0 and controls the inverter 33 to operate the squirrel-cage induction machine 31 as an electric motor, and supplies the electric power stored in the secondary battery 314 to the squirrel-cage induction machine 31 for auxiliary drive. It can be operated with extremely low particle concentration in all rotational speed ranges, contributing greatly to environmental improvement. Furthermore, by performing auxiliary drive using the electric power stored in the secondary battery 314, energy during braking, which was conventionally wasted as thermal energy, can be used for driving the vehicle, and fuel consumption can be significantly reduced.

In the above embodiment, a squirrel-cage three-phase induction machine was used as the alternating current machine, but it goes without saying that a synchronous motor may also be used.

〔Effect of the invention〕

As described in detail above, according to the present invention, it is possible to reliably charge the secondary battery with the power generated by the alternator during braking, and to compensate for the lack of drive torque while driving the internal combustion engine in a region with low exhaust particle concentration. By auxiliary driving an internal combustion engine using electric power stored in a secondary battery, it is possible to provide an auxiliary drive device for an automobile that can significantly reduce exhaust particle concentration and fuel consumption.

[Brief explanation of the drawing]

1 to 4 are shown to explain an embodiment of an auxiliary drive device for an automobile according to the present invention. FIG. 1 is an overall configuration diagram of the device of the present invention, and FIG. 2 is a brake force command. An explanatory diagram for obtaining values and drive torque command values, FIG. 3 shows the rotational speed of the internal combustion engine. Figure 4 shows the correlation between the shaft torque of the internal combustion engine and the exhaust particle concentration. Fig. 7 is a diagram for explaining the conventional device, Fig. 5 is a diagram showing the rotation transmission system, Fig. 6 is a diagram showing the connection relationship between the rotation transmission system and the squirrel cage induction machine, and Fig. 7 is a diagram showing the connection relationship between the rotation transmission system and the squirrel cage induction machine. FIG. 2 is a configuration diagram of a conventional device. 1... Internal combustion engine, 31... Squirrel cage induction machine, 33...
- Inverter, 34... Rotation sensor, 40... Inverter control means, 41... Secondary battery circuit, 42...
Thermal energy release circuit, 45... Current detector, 46.
...Power detector, 50...Calculating means, 54...Brake cover turn, 55...Torque command pattern, 61
...accelerator pedal, 62...potentiometer,
63... Drive torque reduction signal, 64... Drive torque reduction signal generator, 65... Multiplier, 413... Secondary battery, Sl... Auxiliary drive command switch, S2... Brake command switch. Applicant Representative: Patent Attorney Takehiko Suzue Figure 5 Figure 7 Condolence Figure 6

Claims (2)

[Claims] (1) An alternating current machine connected to the main shaft of an internal combustion engine, a secondary battery with a large storage capacity connected to this alternating current machine via an inverter, and an internal combustion engine based on exhaust particle concentration characteristics specific to the internal combustion engine. a drive torque command value calculation means for calculating a drive torque command value according to the rotational speed of the engine and the depression angle of the accelerator pedal; An auxiliary drive device for an automobile, comprising: inverter control means that controls the inverter when receiving a torque command value and supplies electric power stored in the secondary battery to the alternator for auxiliary drive. . (2) The inverter control means operates the alternator as a generator by controlling the inverter so as to generate a rotating magnetic field slower than the rotation speed of the alternator when receiving the brake force command value. , wherein the generated power generated at this time is charged to the secondary battery, and the power charged to the secondary battery is used for auxiliary drive.
Auxiliary drive device for the vehicle described.