JPH09164851A - Compound engine and controller for electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify the structure so as to be an compact and light weight by connecting the output shafts of the electric motor and the internal combustion engine to aways transmit driving force in a compound engine having an electric motor and the internal combustion engine. SOLUTION: A compound engine 2 for driving an electric car comprises an electric motor and an internal combustion engine and their output shafts are directly connected to each other by a coupling means such as a spline or the like so as to always transmit driving force and the coupled shafts are formed as an output shaft 5 of the compound engine 2. The output power of the compound engine 2 transmits the power to wheels 10a to 10d via power transmission devices 9a, 9b such as a conventional transmission or a torque converter gear. The internal combustion engine is started by the motor for controlling the compound engine 2 and fuel supply is stopped or delayed until the rotational speed thereof reaches a specified speed and fuel is injected after confirming that the rotational speed reaches a complete combustion speed thereby to prevent hydrocarbon from being produced when the engine is started.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a composite prime mover for an electric vehicle and a control system therefor.

[0002]

2. Description of the Related Art Conventionally, a composite prime mover for an electric vehicle including an electric motor for driving an electric vehicle and an internal combustion engine has been known (see Japanese Patent Application No. 7-180087). In such a conventional composite prime mover, a power transmission device such as a clutch is provided between the electric motor and the internal combustion engine to drive or stop the internal combustion engine according to the operating state.

[0003]

However, in the conventional device, since the clutch and the like are provided between the electric motor and the internal combustion engine, the structure becomes complicated, and the operating states of the electric motor and the internal combustion engine cannot be detected. However, it is necessary to perform appropriate control, and control becomes complicated. The present invention has been made in view of such conventional problems, and has a simple structure and a small size.
An object of the present invention is to provide a composite prime mover for an electric vehicle that can be reduced in weight, and a control device adapted to the composite prime mover and performing simplified control.

[0004]

Therefore, according to the first aspect of the invention, in a hybrid prime mover for an electric vehicle including an electric motor for driving an electric vehicle and an internal combustion engine, an output of the electric motor and the internal combustion engine is output from each other. The shaft was connected so that the driving force was always transmitted. According to such a configuration, the electric motor and the internal combustion engine are connected so as to be constantly transmitted, so that the mechanism is simplified and the control is also simplified. In addition, the electric motor can be used as a very powerful starter motor to start the internal combustion engine.

According to the second aspect of the invention, the output shafts of the electric motor and the internal combustion engine are connected to each other via a power transmission means for interlocking at a single rotation ratio. According to such a configuration, the output shafts of the electric motor and the internal combustion engine interlock with each other at a single rotation ratio, so that the rotational speeds of the electric motor and the internal combustion engine can be set to appropriate ranges, respectively.

In the apparatus according to the invention of claim 3, as shown in FIG. 1, in the composite prime mover for an electric vehicle according to claim 1 or 2, the required rotational speed required for the composite prime mover is detected. Required rotation speed detection means, actual rotation speed detection means for detecting the actual rotation speed of the composite prime mover, electric motor control means for controlling an electric motor based on the detected required rotation speed and actual rotation speed, and the detection Internal combustion engine control means for controlling the internal combustion engine on the basis of the requested rotational speed and the actual rotational speed that have been set.

According to this structure, in the combined prime mover in which the electric motor for driving the electric vehicle and the internal combustion engine are connected so that the driving force is always transmitted, the required rotation speed and the actual rotation of the detected combined prime mover are detected. Based on the speed, the electric motor is properly controlled by the electric motor control means, and the internal combustion engine is properly controlled by the internal combustion engine control means. in this way,
In the hybrid prime mover of this aspect, control according to the operating states of the electric motor and the internal combustion engine is not necessary, so control is simplified and software or the like can be compressed.

According to the fourth aspect of the present invention, the internal combustion engine control means determines whether or not the composite prime mover is starting, and the start determining means determines that the composite prime mover is starting. The fuel supply control means stops the fuel supply until the actual rotation speed of the combined prime mover reaches a predetermined rotation speed, and starts the fuel supply when the actual rotation speed reaches the predetermined rotation speed.

According to this structure, when the compound prime mover is started, the fuel supply is started when the predetermined rotation speed is reached, so that the internal combustion engine is surely started in a short period of time. In the apparatus according to the invention of claim 5, the start determination means is configured to determine that the combined prime mover has started when the key switch is turned on. According to this configuration,
When the key switch is turned on, it is determined that the combined prime mover has started.

In the device according to the sixth aspect of the present invention, the predetermined rotation speed is the complete explosion speed of the internal combustion engine. According to such a configuration, at the time of start-up, fuel is not supplied until the complete explosion speed is reached, so it is possible to suppress harmful exhaust such as hydrocarbons. In the device according to the invention of claim 7, the internal combustion engine control means sets an output range setting means for setting an output range of the internal combustion engine according to an actual rotation speed of the hybrid prime mover, and an output of the internal combustion engine. And an internal combustion engine output control means for controlling within the output range.

According to this structure, the internal combustion engine can be operated within an appropriate range. In the device according to the invention of claim 8, a brake depression amount detecting means for detecting a depression amount of a brake of the composite prime mover, a voltage detecting means for detecting a terminal voltage of a storage battery supplying electric power to the electric motor, and a storage battery of the storage battery. Charging / discharging current detecting means for detecting charging / discharging current,
On the other hand, the output range setting means is configured to set the output range of the internal combustion engine according to the detected brake amount, charge / discharge amount, and terminal voltage of the storage battery.

According to this structure, the internal combustion engine can be properly operated according to the operating condition of the electric vehicle. In the apparatus according to the invention of claim 9, the internal combustion engine output control means sets the output of the internal combustion engine to a set output when the rotational speed difference between the required rotational speed and the actual rotational speed of the combined prime mover is a predetermined value or more. The control is performed in the vicinity of the upper and lower limit levels of the range, and when the rotational speed difference becomes less than a predetermined value, it is adjusted according to the rotational speed difference.

According to this structure, when the difference in rotation speed between the required rotation speed and the actual rotation speed of the combined prime mover is equal to or greater than the predetermined value, the output range is controlled to near the upper and lower limit levels of the set output range. It is possible to bring the actual rotation speed closer to the required rotation speed in a proper range, and when the actual rotation speed approaches the required rotation speed, the actual rotation speed gradually approaches the required rotation speed in a stable manner.

According to a tenth aspect of the present invention, the internal combustion engine control means includes a time measuring means for measuring a predetermined time from the time when the key switch is turned off, and a time period during which the predetermined time is measured by the time measuring means. The engine includes an idling operation control means for controlling the internal combustion engine at an idling rotation speed, and a fuel supply stopping means for stopping fuel supply to the internal combustion engine when a timed time reaches a predetermined time.

According to such a structure, thermal stress and electric shock to the electric motor are alleviated. In the device according to the invention of claim 11, the electric motor is an AC electric motor,
The electric motor control means increases the frequency of the AC power supplied to the electric motor when the required rotation speed of the combined prime mover is higher than the actual rotation speed, and decreases the frequency when the required rotation speed is lower than the actual rotation speed. It is configured.

According to this structure, when the required rotation speed of the combined prime mover is higher than the actual rotation speed, the frequency of the AC power supplied to the electric motor becomes large, so that the electric motor generates a rotational force to work with the internal combustion engine. Works as
When the required rotation speed is lower than the actual rotation speed, the frequency becomes smaller, so that the electric motor operates as a generator to generate a braking force.

[0017]

FIG. 2 is a block diagram showing an embodiment of the present invention.
This will be described with reference to FIG. There are two methods for extracting these outputs in a form in which an electric motor for driving an electric vehicle and an internal combustion engine are directly connected to each other. Even so, the electric motor and the internal combustion engine are always driven in the same direction at the same speed.

In such a configuration, the output of the combined prime mover is transmitted to the wheels via a normal transmission, torque converter, gear, etc., but the electric motor and the internal combustion engine are directly connected, so the mechanism in the middle is omitted. This not only leads to weight reduction and cost reduction, but also brings new merits such as efficient power generation, improved reliability, elimination of unnecessary idling operation, and easy installation of air conditioners.

FIG. 2 is a diagram showing the configuration of the entire electric vehicle. The composite prime mover 2 for driving the electric vehicle 1 includes an electric motor 3 and an internal combustion engine 4. The form is shown in FIG.
And FIG. The electric motor 3 may be an induction motor or a synchronous motor. In the combined prime mover 2 shown in FIG. 3, the output shafts of the internal combustion engine 4 and the electric motor 3 are directly connected to each other so that the driving force is always transmitted.
It is the output shaft 5 of. The output shafts of the internal combustion engine 4 and the electric motor 3 may be connected by a connecting joint such as a spline.

The composite prime mover 2 shown in FIG. 4 has a construction in which the output is taken out from the connecting portion. In this form,
The end of the output shaft of the internal combustion engine 4 and the end of the output shaft of the electric motor 3 are connected via a power transmission device 8 and the output of the combined prime mover 2 is taken out from the power transmission device 8. In this embodiment, in consideration of the case where the maximum allowable speeds of the internal combustion engine 4 and the electric motor 3 are significantly different, the two are connected by a sprocket or the like having a single speed ratio.

The output of the composite prime mover 2 is not directly transmitted to the wheels 10a to 10d but is transmitted to a normal transmission or torque converter,
It is transmitted via power transmission devices 9a and 9b such as gears. Further, the electric vehicle 1 is equipped with various sensors. First, the output shaft 10 of the composite prime mover 2 is provided with a rotation speed detecting sensor 21 as an actual rotation speed detecting means for detecting a rotation speed, and an accelerator is provided as an accelerator pedal as a required rotation speed detecting means for detecting an accelerator depression amount. The brake is provided with a brake sensor (not shown) that detects a brake depression amount, a switch sensor (not shown) that detects ON / OFF of a key switch, and the like, for the amount detection sensor (not shown). .

A storage battery which is a power supply source of the electric motor 3
11 includes a voltage sensor 22 that measures the voltage of the storage battery and a current sensor 23 that measures the current. These sensor signals are input to the control computer 12. The control computer 12 includes a CPU, a ROM, a RAM, and the like, and drives and controls the electric motor 3 and the internal combustion engine 4.

Next, a basic idea when controlling the hybrid prime mover 2 having such a form will be described. (1) The electric motor 3, which is one of the prime movers of the combined prime mover 2, starts the internal combustion engine 4, which is the other prime mover. In this way, since the electric motor 3 and the internal combustion engine 4 are directly connected to each other, the electric motor 3 can be used for starting the internal combustion engine 4, and the same effect as when a very powerful starter motor is equipped is provided. Is obtained.

At the time of starting, the electric motor 3 in the conventional one is used.
Similar to the case where the vehicle is started only by itself, a low-speed alternating current may be applied to the electric motor 3 to control the electric motor 3 so as to gradually increase the rotation. As for the internal combustion engine 4, since the output of the combined prime mover 2 is connected to a normal drive system, when the internal combustion engine 4 is started, a large torque for starting the vehicle itself is not required, and the internal combustion engine 4 is started to a sufficient degree. Torque is enough. Cranking speed by normal cell motor is 300RPM
However, this method can be started at a speed of 1000 RPM or higher. (2) When the internal combustion engine 4 is started, the fuel supply is shut off or delayed until the rotation speed reaches a constant value.

When the internal combustion engine 4 is started, the fuel supplied before reaching the complete explosion speed becomes a source of hydrocarbons and causes harmful exhaust gas. However, conventionally, the capacity of the starter motor is not sufficient. Therefore, fuel is supplied from a region lower than the complete explosion speed to facilitate starting. However, in the internal combustion engine 4 of the present embodiment, the cranking speed can be easily increased to the complete explosion speed at the time of starting, and the cranking speed can be maintained for a considerable time.

Therefore, even if fuel injection is started after confirming that the complete explosion speed has been reached, there is no problem in terms of the capacity of the electric motor 3, and it can be expected that the merit of suppressing the generation of hydrocarbons at the time of starting can be produced. . (3) After shutting off the key switch, run the idling operation for a certain time and shut off the fuel.

In order to eliminate unnecessary idling, the internal combustion engine 4 continues to generate a certain amount of output even while the vehicle is stopped, and the electric motor 3 is operated in the power generation mode. Therefore, suddenly stopping the operation when the key switch is turned off is not preferable in terms of thermal stress and electric shock. Therefore,
Continue idling for a while and stop when there is no risk of injury. (4) When a predetermined proper range is set for the output of the internal combustion engine 4 and the rotation speed required for the electric vehicle 1 is higher than the actual rotation speed, the output of the internal combustion engine 4 is near the upper limit of the proper range. Control so that as it approaches the required rotation speed, it is controlled to reach the optimum level within the appropriate range.
When the required rotation speed is exceeded, control is performed so as to be near the lower limit of the appropriate range.

When the required rotation speed of the electric vehicle 1 is lower than the actual rotation speed, the output of the internal combustion engine 4 is controlled to be near the lower limit of the proper range, and the optimum range is optimized as the required rotation speed is approached. When the required rotation speed is interrupted, the control is performed near the upper limit of the appropriate range. As an idea, the operating range of the internal combustion engine 4 is the conventional CVT (Continuously Variable Transmission).
It is similar to the compound prime mover 2 which does not include the above, but it is desirable to have a characteristic that is flat or slightly upward with respect to the rotation speed.

However, if the characteristic of upward rising is provided, there is a risk that the speed will increase indefinitely when the motor 3 does not operate as a generator due to some failure, so if the required rotational speed is approached, the generated torque will be increased. It is necessary to provide drooping characteristics in the direction of reducing (5) The optimum level of the appropriate range of the output of the internal combustion engine 4 is
Adjust according to the amount of brake, the amount of charge and discharge, the terminal voltage of the storage battery, and the accelerator value.

For example, if the internal combustion engine 4 produces a large output even when the brake is strongly depressed, the effect of so-called engine braking is diminished, which is dangerous. However, when the vehicle is decelerated by closing the throttle as in a conventional automobile using only the internal combustion engine 4 as a prime mover, the effect of improving exhaust gas is lost. Therefore, adjust the optimal line according to the amount of brake depression to use the low output area as the brake is pressed harder, and to use the engine brake area when it is pressed too hard. The operating region of the internal combustion engine 4 is adjusted while taking into consideration the above and other conditions. The appropriate range is adjusted for other factors by similar considerations. (6) When the required rotation speed of the composite prime mover 2 is higher than the actual rotation speed, the electric motor 3 is operated as a prime mover,
When the required rotation speed is lower than the actual rotation speed,
The electric motor 3 is operated as a generator.

It is considered that the accelerator depression amount represents the required rotation speed, and when the actual speed is slower than the required rotation speed, a torque is generated as a prime mover, and the generated torque is reduced as the rotation speed approaches the required rotation speed. , When the actual speed exceeds the required rotation speed, the braking force is generated,
The braking force is controlled to increase as the actual speed becomes higher than the required rotation speed.

In the conventional composite prime mover, the required rotation speed of the electric motor 3 when the accelerator is released is regarded as zero. However, in the present embodiment, the rotation speed slightly exceeds 1000 RPM and some output is continued. It is necessary to control the internal combustion engine 4 to the speed that can be obtained. Specific control contents will be described based on the above basic concept.

First, the control of the electric motor 3 is performed based on the flowchart of FIG. In step (denoted as "S" in the drawing, the same shall apply hereinafter) 1, the accelerator pedal depression amount detected by the accelerator pedal depression amount detection sensor is input, and the composite prime mover 2 is requested based on this accelerator pedal depression amount. The required rotation speed V ₀ is calculated. In step 2, the control frequency of the electric motor 3 is set.

The relationship between the rotation speed and the frequency of the composite prime mover 2 is known in advance. In this case, FIG.
As shown in, the control frequency of the electric motor 3 is set to the required rotation speed V
Set to the target frequency when ₀ . With such a setting, the electric motor 3 operates when the current rotation speed (actual rotation speed) V of the combined prime mover 2 is lower than the required rotation speed V ₀ .
A torque is generated as a prime mover, and the generated torque decreases as the rotation speed approaches the required rotation speed V ₀ . When the actual rotation speed V is higher than the required rotation speed V ₀ , the electric motor 3
Operates as a generator and generates braking force.

This routine corresponds to the electric motor control means. Next, the control of the internal combustion engine 4 will be described based on the flowcharts of FIGS. First, in step 11 of FIG. 7, control at the time of starting the internal combustion engine 4 is performed. This starting control is performed based on the flowchart of FIG. In step 21 of FIG. 8, the actual rotation speed V of the combined prime mover 2 detected by the rotation speed detection sensor 21 is input.

In step 22, it is judged whether or not the actual rotation speed V has reached a predetermined rotation speed. The predetermined rotation speed is set to the complete explosion speed of the internal combustion engine 4, for example.
When the actual rotation speed V reaches the complete explosion speed, the routine proceeds from step 22 to step 23, and fuel is supplied to the internal combustion engine 4. Since the internal combustion engine 4 has reached the complete explosion speed, it is easily started.

After the internal combustion engine 4 is started, the routine proceeds to step 12 in FIG. 7 and travel control is performed. This traveling control is shown in FIG.
It is performed based on the flowchart of. Here,
The content of this control will be described based on FIG. 11 showing an example of the relationship between the torque generated and the rotational speed of the internal combustion engine 4 under a predetermined operating condition. As shown in FIG. 11, the generated torque (output) of the internal combustion engine 4 is set to an upper limit level X _max and a lower limit level X _min in an appropriate range with respect to an optimum level X ₀ according to the rotation speed of the internal combustion engine 4. I'll do it.

In step 31, the required rotational speed V ₀ of the composite prime mover 2 is calculated based on the accelerator pedal depression amount detected by the accelerator pedal depression amount detection sensor. In step 32, the actual rotation speed V detected by the rotation speed sensor 21.
Enter When increasing the actual rotation speed V from the current rotation speed V ₁ to the required rotation speed V ₀ , the process proceeds from step 33 to step 34.

Further, the actual rotation speed V and the required rotation speed V ₀
If the difference | V ₀ −V |
Proceed from 34 to step 35. In step 35, the internal combustion engine 4
The generated torque T is controlled so as to become the torque T ₁ near the upper limit level X _max of the torque. As a result, the actual rotation speed V rises above the rotation speed V ₁ . Along with that, the upper limit level X _{max of the} torque also increases, so that the generated torque T of the internal combustion engine 4 also increases along the vicinity of the upper limit X _max (T
₁ → T ₂ ).

The actual rotation speed V becomes the predetermined rotation speed V ₂ ,
When the difference between the actual rotation speed V and the required rotation speed V ₀ becomes less than the predetermined value k, the routine proceeds from step 34 to step 36. In step 36, the torque T generated by the internal combustion engine 4 is calculated by the following equation (1).
The torque T is set based on the above control. T = T ₀ + (V ₀ −V) × α (1) where T ₀ : Torque at required rotational speed V ₀ α: Predetermined coefficient (α> 0) As a result, the actual rotation speed V approaches the required rotation speed V ₀ .

If the actual rotation speed V exceeds the required rotation speed V ₀ , the process proceeds from step 33 to step 37. Further, the difference between the actual rotation speed V and the required rotation speed V ₀ | V ₀ −V
When | becomes equal to or greater than the predetermined value k, the process proceeds from step 37 to step 38. In step 38, the generated torque T of the internal combustion engine 4 is controlled to be near the lower limit X _min .

As a result, the actual rotation speed V decreases. Then, when the difference | V ₀ −V | becomes less than the predetermined value k, the routine proceeds from step 37 to step 39. In step 39, the torque T generated by the internal combustion engine 4 is set based on the equation (1), and the torque T is controlled to be the torque T.

Thus, the actual rotation speed V is the required rotation speed.
Degree V₀Converge to. Next, the actual rotation speed V is changed to the current rotation.
Speed V_FourTo required rotation speed V₀To reduce to
Thus, the process proceeds from step 33 to step 37. And
｜ V₀When −V | ≧ k, the routine proceeds to step 38, where the internal combustion engine
The torque T generated at function 4 is set to the lower limit level X _minNear torque T
_FourControl so that.

When the actual rotation speed V drops below the rotation speed V ₄ , the lower limit level X _min of the torque at that time also drops, and accordingly, the torque T generated by the internal combustion engine 4 also approaches the lower limit level X _min . Along with (T ₄ → T ₃ ).
When the actual rotation speed V reaches the rotation speed V ₃ , that is, | V
_{When 0-} V | <k, step 37 to step
Proceeding to 39, the generated torque T of the internal combustion engine 4 is reduced according to the equation (1).

When the actual rotation speed V largely falls below the required rotation speed V ₀ and becomes | V ₀ −V | ≧ k, the routine proceeds from step 34 to step 35, and the torque T generated by the internal combustion engine 4 is generated. Is increased along the torque upper limit level X _max , and when | V ₀ −V | <k, the routine proceeds to step 36, where the generated torque T is increased according to the equation (1). In this way, the actual rotation speed V converges to the required rotation speed V ₀ .

As described above, the optimum level X ₀ and its appropriate range change depending on the braking amount, the charging / discharging amount, the terminal voltage of the storage battery 11, the accelerator value, and the like. That is, the storage battery 11
If an excessive amount of discharge is detected, the optimum level is X _0.
→ Adjusted so that Y _0, and when the brake sensor detects a strong brake depression amount, the optimum level is X
It is adjusted so that ₀ → Z ₀ . Then, the appropriate range of the levels Y ₀ and Z ₀ is also set accordingly.

Next, when stopping, step 13 in FIG.
Then, the control at the time of stop is performed. This control is performed based on the flowchart of FIG. Step 41 of Figure 10
Then, the on / off state of the key switch detected by the switch sensor is input. When it is detected that the key switch is off, the routine proceeds to step 42.

In step 42, the internal combustion engine 4 is operated at the idling rotation speed. Proceed to step 43, wait until the predetermined time has passed, and if the predetermined time has passed, step
Continue to 44. In step 44, the supply of fuel to the internal combustion engine 4 is stopped. As a result, the internal combustion engine 4 is stopped.

The routines shown in FIGS. 7 to 10 correspond to the internal combustion engine control means. According to this configuration, the output shaft of the internal combustion engine 4 and the output shaft of the electric motor 3 are directly connected, and a clutch or the like does not exist between the internal combustion engine 4 and the electric motor 3, so that the combined prime mover 2 has a simple structure and is small in size. -We can reduce the weight and improve the durability and reliability. Moreover, it becomes cheaper.

Further, since it is not necessary to control the starting of the internal combustion engine 4, the combined operation with the electric motor 3, and the disconnection, the software in the control computer 12 can be simplified and compressed. Further, there are various effects as follows. Since the size and weight are reduced, the capacity of the storage battery 11 can be reduced.

At the time of starting the internal combustion engine 4, fuel is not supplied until the complete explosion speed is reached, so that it is possible to easily start the engine without causing harmful exhaust such as hydrocarbons. It is not necessary to provide an electric motor for starting the internal combustion engine 4. When the rotational speed of the hybrid prime mover 2 approaches the required rotational speed during traveling, the torque is controlled so as to approach the torque at the required rotational speed, so there is no risk of runaway or the like.

Further, the optimum level of the torque generated by the internal combustion engine 4 is adjusted by the braking amount, the charging / discharging amount, the terminal voltage of the storage battery, the accelerator depression amount, etc., and the operating range of the internal combustion engine 4 is adjusted. Is effective. Since the rotational force of the internal combustion engine 4 is directly transmitted to the wheels, high efficiency and high power generation efficiency can be obtained.

Even when the electric vehicle is stopped, the idling operation is performed, and the power can be generated and the storage battery 11 can be charged.
An engine-driven air conditioner can be adopted as in the case of current vehicles that run with the output of the internal combustion engine, which shortens the development period and enables the use of engine waste heat. Electric car 1
When the operation is stopped, the internal combustion engine 4 is stopped after performing the idling operation for a predetermined time, so that the thermal stress and the electric shock of the electric motor 3 are reduced.

[0054]

As described above, in the composite prime mover for an electric vehicle according to the invention of claim 1, since the electric motor and the internal combustion engine are connected so as to be constantly transmitted, the mechanism becomes simple. The control is also simplified. Also,
The electric motor can be used as a very powerful starter motor to start the internal combustion engine.

According to the device of the second aspect of the present invention, the output shafts of the electric motor and the internal combustion engine interlock with each other at a single rotation ratio, so that the rotational speeds of the electric motor and the internal combustion engine are set within appropriate ranges, respectively. be able to. According to the apparatus of the third aspect of the present invention, since control according to the operating state of the electric motor and the internal combustion engine is unnecessary, the control can be simplified, the software and the like can be compressed, and the electric motor and The internal combustion engine can be controlled appropriately.

According to the device of the fourth aspect, the internal combustion engine can be reliably started in a short period of time. According to the device of the fifth aspect of the present invention, it is possible to determine that the compound prime mover is started by turning on the key switch. Claim 6
According to the device of the invention, harmful exhaust such as hydrocarbons can be suppressed at the time of starting.

According to the device of the seventh aspect, the internal combustion engine can be operated within an appropriate range. Claim 8
According to the device of the invention, it is possible to properly drive the internal combustion engine according to the operating condition of the electric vehicle. According to the device of the ninth aspect, when the difference in rotation speed between the required rotation speed of the combined prime mover and the actual rotation speed is equal to or greater than a predetermined value, the actual rotation speed of the combined prime mover is requested faster within an appropriate range. It is possible to approach the rotation speed, and when the actual rotation speed approaches the required rotation speed, it is possible to gradually and stably approach the required rotation speed.

According to the apparatus of the tenth aspect of the invention, thermal stress and electric shock to the electric motor can be relieved. According to the device of the invention of claim 11, it is possible to generate the rotational force of the electric motor or the braking force.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a configuration of the present invention.

FIG. 2 is a configuration diagram of an electric vehicle according to an embodiment of the present invention.

FIG. 3 is a block diagram of the combined prime mover of FIG.

FIG. 4 is another configuration diagram of the same.

5 is a flowchart showing the control contents of the electric motor of FIG.

FIG. 6 is an operation explanatory view of the electric motor of FIG.

FIG. 7 is a flowchart showing the control contents of the internal combustion engine of FIG.

8 is a flowchart showing the control contents at the time of starting in FIG.

9 is a flowchart showing the control contents during traveling of FIG.

FIG. 10 is a flowchart showing the control contents when stopping in FIG. 6.

FIG. 11 is an operation explanatory diagram of the control content of FIG. 8.

[Explanation of symbols]

 1 Electric vehicle 2 Combined prime mover 3 Electric motor 4 Internal combustion engine

Claims (11)

[Claims] 1. A composite prime mover for an electric vehicle, comprising an electric motor for driving an electric vehicle and an internal combustion engine, wherein output shafts of the electric motor and the internal combustion engine are connected to each other so that a driving force is always transmitted. A hybrid prime mover for electric vehicles. 2. The composite prime mover for an electric vehicle according to claim 1, wherein the output shafts of the electric motor and the internal combustion engine are connected to each other through a power transmission unit that works in conjunction with each other at a single rotation ratio. 3. The combined prime mover for an electric vehicle according to claim 1 or 2, wherein a required rotation speed detecting means for detecting a required rotation speed required for the combined prime mover and an actual rotation speed of the combined prime mover are set. An actual rotation speed detection means for detecting, an electric motor control means for controlling an electric motor based on the detected required rotation speed and the actual rotation speed, and an internal combustion engine based on the detected required rotation speed and the actual rotation speed An internal-combustion-engine control means for controlling the engine, and a control device for a composite prime mover for an electric vehicle. 4. The internal combustion engine control means includes a start determination means for determining whether or not the composite prime mover is being started, and an actual rotation of the composite prime mover when the start determination means determines that the composite prime mover is being started. The fuel supply control means for stopping the supply of fuel until the speed reaches a predetermined rotation speed and starting the supply of the fuel when the speed reaches a predetermined rotation speed. Control device for hybrid prime mover for electric vehicles. 5. The control of the hybrid prime mover for an electric vehicle according to claim 4, wherein the start determination means is configured to determine that the hybrid prime mover has started when a key switch is turned on. apparatus. 6. The control device for a hybrid prime mover for an electric vehicle according to claim 4, wherein the predetermined rotation speed is a complete explosion speed of the internal combustion engine. 7. The internal combustion engine control means sets an output range setting means for setting an output range of the internal combustion engine according to an actual rotation speed of the hybrid prime mover, and outputs the output of the internal combustion engine within a set output range. An internal combustion engine output control means for controlling the control device for a hybrid prime mover for an electric vehicle according to any one of claims 4 to 6. 8. A brake depression amount detecting means for detecting a depression amount of a brake of the composite prime mover, a voltage detecting means for detecting a terminal voltage of a storage battery for supplying electric power to the electric motor, and a charging / discharging current of the storage battery. While including the charging and discharging current detection means, the output range setting means is configured to set the output range of the internal combustion engine according to the detected brake amount, charge and discharge amount, and the terminal voltage of the storage battery. The control device for a hybrid prime mover for an electric vehicle according to claim 7. 9. The internal combustion engine output control means sets the output of the internal combustion engine to the upper and lower limit levels of the output range set when the rotational speed difference between the required rotational speed of the hybrid prime mover and the actual rotational speed is a predetermined value or more. The composite for an electric vehicle according to claim 7 or 8, wherein the control is performed in the vicinity, and when the rotational speed difference becomes less than a predetermined value, the rotational speed difference is adjusted according to the rotational speed difference. Motor control device. 10. The internal combustion engine control means controls the internal combustion engine at an idling rotation speed while the timer means counts a predetermined time from when the key switch is turned off, and while the predetermined time is measured by the timing means. 10. An idling operation control means for controlling the idling operation, and a fuel supply stop means for stopping the fuel supply to the internal combustion engine when the timed time reaches a predetermined time. A control device for a composite prime mover for an electric vehicle according to any one of claims 1. 11. The electric motor is an AC electric motor, and the electric motor control means increases the frequency of AC electric power supplied to the electric motor when the required rotation speed of the combined prime mover is higher than the actual rotation speed. The control device for a hybrid prime mover for an electric vehicle according to any one of claims 3 to 10, wherein the frequency is reduced when the rotational speed is lower than the actual rotation speed.