JPH09310628A - Control device for combined motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To optionally adjust output rotational speed of a combined motor while desirably keeping an engine speed constant. SOLUTION: An engine 2 is connected to a main motor 3 through a power transfer device 5 having differential function. In order to obtain a low speed operation state, the main motor 3 is driven inversely. the main motor 3 is stopped in order to attain running with speed corresponding to rotational speed of the engine 2. For increasing the speed, the rotational direction of the main motor 3 is switched to a normal direction. Engine speed of the engine 2 is controlled overlap with the rotational speed of the main motor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a combined prime mover including an internal combustion engine and an electric motor, and more particularly to a technique for operating the internal combustion engine while maintaining it under optimum conditions.

[0002]

2. Description of the Related Art Conventionally, there has been known a control apparatus for a composite prime mover configured to change the engine output of an internal combustion engine by using a planetary gear device. In such a device, the output of the electric motor is always output to the drive wheels, and the output of the internal combustion engine is separated by the planetary gear device into the generator motor connected to the electric motor and the output shaft according to the vehicle rotation speed. It has become.

When the speed is lower than a predetermined speed, the internal combustion engine is stopped, and only the output of the electric motor is output. When the speed is higher than the predetermined speed, the internal combustion engine is operated and a constant torque operation is performed, and the output is the electric motor. And the internal combustion engine.

[0004]

By the way, in the conventional control apparatus for a hybrid prime mover, the internal combustion engine is variably operated according to the rotational speed, and therefore, it is not always operated in the optimum operating range. The present invention has been made in view of the above conventional problems, and an object of the present invention is to provide a control apparatus for a combined prime mover that can perform a fixed point operation of an internal combustion engine and operate the internal combustion engine in an optimum operating region.

[0005]

Therefore, as shown in FIG. 1, the apparatus according to the invention of claim 1 is a compound prime mover having an internal combustion engine and an electric motor, and the internal combustion engine is rotated at a substantially constant rotational speed. An internal combustion engine control means for controlling to operate at, an output synthesizing means for synthesizing the output of the internal combustion engine and the output of the electric motor and transmitting them to the output shaft side of the composite prime mover, and the internal combustion engine by the internal combustion engine control means. An electric motor control unit that controls the rotational direction and rotational speed of the electric motor and the generated torque so as to satisfy the required output of the combined prime mover while maintaining the constant speed rotation control.

According to this construction, the internal combustion engine is controlled by the internal combustion engine control means at a substantially constant rotational speed, the output of the internal combustion engine and the output of the electric motor are combined by the output combining means, and the output of the combined prime mover is output. It is output to the shaft side, but by controlling the rotation direction and rotation speed of the electric motor and the generated torque by the electric motor control means, the combined prime mover is fixed while the internal combustion engine is fixedly controlled to the desired rotation speed so as to satisfy the required output of the combined prime mover. Can be satisfied, and the internal combustion engine can be operated in the optimum operating range.

In the apparatus according to the second aspect of the present invention, as shown in FIG. 2, the electric motor is provided with a main electric motor connected between the output shaft of the combined prime mover and the output synthesizing means, and the output synthesizing means. And a control electric motor connected to the internal combustion engine, wherein the output combining means is configured to combine the output of the internal combustion engine and the output of the control electric motor and transmit the combined output to the main electric motor. The means is configured to drive and control the main electric motor according to the required output, and to control the rotation of the control electric motor so as to adjust the rotational speed difference between the main electric motor and the internal combustion engine.

According to this structure, the control electric motor adjusts the difference in rotational speed between the main electric motor and the internal combustion engine, so that not only the rotational speed of the internal combustion engine but also the torque is fixed at a predetermined value. It is possible to rotate the output shaft at a predetermined rotation speed. In the device according to the invention of claim 3, between the main electric motor and the output synthesizing means, there are provided a power connecting / disconnecting means for connecting / disconnecting power transmission, and a first braking means for braking the rotation of the main electric motor. I have it.

According to this structure, when the internal combustion engine is started, the power connection / disconnection means cuts off the transmission of power to the main electric motor, and the first braking means brakes the rotary shaft from the output combining means to the main electric motor. multiply. As a result, the internal combustion engine can be started by the control motor. After the start, braking is released and power is transmitted to the main motor.

According to the fourth aspect of the invention, the second braking means for braking the rotation of the internal combustion engine is provided between the internal combustion engine and the output synthesizing means. According to this structure, when the combined prime mover is operated only by the main electric motor and the control electric motor, the rotation of the internal combustion engine is braked by the second braking means. As a result, it becomes possible to operate efficiently with only the electric motor.

In the device according to the fifth aspect of the present invention, a third braking means for braking the rotation of the control electric motor is provided between the control electric motor and the output synthesizing means. With this configuration, when the combined prime mover is operating in the optimum operating region of the internal combustion engine, the rotation of the control motor is braked by the third braking means. By allowing the main motor to rotate freely, it becomes possible to efficiently operate the engine in its optimum operating range only with the internal combustion engine.

According to a sixth aspect of the present invention, there is provided a shift means for shifting the rotational speed of the internal combustion engine and inputting it to the output synthesizing means. With this configuration, the speed change means can change the input torque to the output synthesizing means while keeping the generated torque of the internal combustion engine constant, so that the rotational speed of the internal combustion engine can be kept constant in the optimum operating region. Is possible.

In the device according to the invention of claim 7, the speed change means is a torque converter. In the device according to the invention of claim 8, the speed change means is a continuously variable transmission.
In the device according to the invention of claim 9, the speed changing means is configured to include a gear train.

In the device according to the tenth aspect of the invention, the speed changing means includes a chain mechanism. In the device according to the invention of claim 11, the speed changing means includes a belt mechanism. Claims 7 to 7
With the configuration of the device according to the eleventh invention, it is possible to change the rotational speed of the internal combustion engine.

According to a twelfth aspect of the invention, the output synthesizing means comprises a differential gear device.
In the device according to the invention of claim 13, the output synthesizing means comprises a hydraulic differential device. Claim 1
2. According to the configuration of the device of the invention of claim 13, it is possible to successfully combine the output of the internal combustion engine and the output of the electric motor.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to FIG.
This will be described with reference to FIG. First, the first embodiment will be described. This is a hybrid engine consisting of one engine and one motor, and a power transfer device including a differential function is installed between the engine and the motor to control the rotation direction and speed of the motor. ,
The engine speed is controlled to a desired, almost constant speed.

In FIG. 3 showing the present embodiment, a composite prime mover 1 is, for example, a prime mover mounted on an electric vehicle or the like, and comprises an engine 2, a main electric motor 3, and a power transfer device 5. Has been done. The power transfer device 5 is an output synthesizing means for synthesizing the output of the engine 2 and the output of the main electric motor 3 and transmitting the combined output to the output shaft 6 of the combined prime mover. It is connected to the output shaft 6. The power transfer device 5 includes a differential device that transmits the rotational speed difference between the engine 2 and the main motor 3 to the output shaft 6.

FIG. 4 shows an example of this differential device. This differential device includes a differential gear device 11 including bevel gears 12a to 12d and the like. In this figure, the difference between the rotation speed of the engine 2 and the main motor 3 is the bevel gear 12a ...
It is transmitted to the output shaft 6 via 12d and the gears 13a and 13b.

Although not shown, in addition to an adjusting mechanism such as a throttle valve for constant speed operation, as a sensor,
The engine 2 is provided with a pressure sensor for detecting the intake pipe pressure, a rotation speed sensor for detecting the rotation speed of the engine 2, and the like, and the main electric motor 3 is provided with a rotation speed sensor for detecting the rotation speed of the main electric motor 3. There is. Further, the accelerator pedal is provided with an accelerator sensor that detects the amount of depression of the accelerator.

Control unit (hereinafter "C / U")
7) ROM, RAM, A / D converter, CPU
The sensor signals are input from the respective sensors, and the rotation speeds of the engine 2 and the main motor 3 are controlled based on these sensor signals. This C / U 7 corresponds to the internal combustion engine control means and the electric motor control means. Next, the operation will be described.

The rotation speed V _M of the main motor 3 is given by the following equation. V _M = V _OUT -V _ENG However, V _OUT: rotational speed V _ENG output shaft 6, where the rotational speed of the engine 2, the rotational speed V _ENG of the engine 2, so that the optimum speed conditions of the engine 2 Set to engine 2
The constant speed operation is performed so that the rotation speed detected by the rotation speed sensor of the above becomes the rotation speed V _ENG .

When the vehicle is stopped in this state, the rotation speed V _M of the main electric motor 3 is set negative according to the set rotation speed of the engine 2. That is, the main motor 3 rotates at the rotation speed V _M , which is completely opposite to that during normal traveling. As a result, the combined prime mover can be kept in a stopped state. To the low-speed operation state, reduce the rotational speed V _M of the traction motor 3 (reverse), it sets the rotational speed to accommodate the output speed of the composite motor 1 required.

When it is desired to travel at a speed corresponding to the rotation speed of the engine 2, the main motor 3 is stopped. Further, when the traveling speed is further increased, if the rotation direction of the main electric motor 3 is switched to the forward rotation direction and the rotation speed of the main electric motor 3 is superimposed on the rotation speed of the engine 2,
The output rotation speed of the combined prime mover 1 can be increased while the rotation speed of the engine 2 is fixed at a desired constant speed.

According to this structure, the power transfer device 5 outputs the differential output between the engine 2 and the main motor 3 to the output shaft 6, so that the engine 2 can be driven steadily regardless of the running state of the combined prime mover 1. It is possible to perform speed operation, and it is possible to operate the engine 2 in the optimum operation region. In the present embodiment, the differential gear device is used as the differential device of the power transfer device 5, but the present invention is not limited to this, and for example, a hydraulic differential device as shown in FIG. 5 may be used. Good.

This hydraulic differential device has a structure very similar to that of a torque converter, but a turbine chamber 21 is provided with a first turbine 22 and a second turbine 23. First
The output gear 24 is connected to the first turbine 22 via the first output shaft 25, and the second output gear 26 is connected to the second turbine 23 via the second output shaft 27. This second turbine 23
Corresponds to the stator of the torque converter.

Oil is supplied to the turbine chamber 21 by a pump 28 so that a rotational force can be taken out from the second turbine 23 to the second output gear 26. Second output shaft 27
When stopped, like the torque converter,
The rotational force of the combined prime mover 1 is amplified and transmitted to the first output shaft 25. When the second output shaft 27 is rotated in the same direction as the first output shaft 25, the rotational force on the first output shaft 26 is weakened according to the rotational speed, and when the load is connected, the rotational speed is descend.

When the rotational speed of the hybrid prime mover 1 and the rotational speeds of the first turbine 22 and the second turbine 23 become substantially equal, the three rotate as if they were connected by a fluid coupling. Next, a second embodiment will be described. This is provided with a transmission on the engine 2 side so that the generated torque of the engine 2 can be transmitted to the power transfer device 5 without being changed.

FIG. 6 shows the configuration of the second embodiment. In this figure, a transmission 31 is provided on the engine 2 side. The transmission 31 corresponds to a speed changing device. In the first embodiment, although the engine speed can be maintained at a desired constant speed, in order to control the generated torque, the engine 2
It is necessary to control the generated torque so that the generated torque is balanced with the torque corresponding to the generated torque.

In the second embodiment, by providing the transmission 31, the output torque of the combined prime mover 1 can be controlled without changing the torque generated by the engine 2. It should be noted that, as long as the rotational speed of the engine 2 and the output torque of the composite prime mover 1 can allow stepwise control, a transmission having several gears may be used, but it is desired to realize smooth speed and torque control. In that case, a continuously variable transmission such as a CVT or a torque converter is used.

When a CVT is adopted as the transmission 31, for example, as shown in FIG. 7, the rotation speed is continuously set to 1: 5.
Change control is possible up to a ratio exceeding the input speed. Further, in a fluid type torque converter or the like, a speed ratio of about 1: 3 is possible when limited to a practical range. In any case, continuously variable transmissions such as CVTs and torque converters have characteristics that are easy to use.

Using the transmission 31 as described above, the engine 2
When a so-called constant speed operation in which a constant torque is generated at a constant speed is executed with the output of, the main electric motor 3 is first reversed at high speed in the stopped state. As a result, the combined prime mover 1
Since only a small torque is generated on the output shaft 6, the vehicle can be stopped easily. In the low speed traveling state, the rotation speed of the main electric motor 3 is adjusted in accordance with the torque to be generated while the main electric motor 3 is being rotated in the reverse direction. As a result, a torque commensurate with the low speed running state is output.

In the high speed state, the main motor 3 is rotated in the normal direction, and the rotation speed of the main motor 3 is adjusted according to the torque to be generated. As described above, by providing the transmission 31 on the engine 2 side, the output torque of the combined prime mover 1 can be controlled without changing the torque generated by the engine 2.
A preferable composite prime mover 1 can be realized.

Next, a third embodiment will be described.
This one is provided with a control electric motor 4 in addition to the main electric motor 3 for traveling so that the rotation speed of the engine can be kept constant. In the future, the engine will be required to operate with high efficiency and low pollution by using an ultra-lean air-fuel mixture, but a system capable of constant-speed operation of the engine is required as a basis for realizing this. In a system that adjusts the engine speed and load nervously according to the acceleration and deceleration of the automobile, it is difficult to operate with an ultra-lean air-fuel mixture, which hinders the future peeling of engine technology.

FIG. 8 is a diagram showing the configuration of the third embodiment. As shown in this figure, in the third embodiment, the engine 2 and the driving main motor 3 are used as the composite prime mover 1.
And a control electric motor 4, and a power transfer device 5 between the engine 2 and the two electric motors 3, 4. The control motor 4 is used for controlling the engine 2 and operates the engine 2 at a constant speed and a constant load (generated torque).

The main part of the power transfer device 5 is a differential device, and the differential gear device 11, the hydraulic differential device, etc. described above are used for this differential device. In such a configuration, if the control electric motor 4 is rotated in a direction in which the rotation of the engine 2 is canceled, no rotational force is generated on the main electric motor 3 side. When the main motor 3 is stopped and the engine 2 is rotated in a direction in which the rotation of the engine 2 is canceled, that is, when the engine 2 is rotated in the reverse direction, the engine 2 can be rotated at a predetermined speed.

As the rotation speed of the main electric motor 3 increases, the rotation speed of the control electric motor 4 is decreased, and the control electric motor 4 is stopped at the speed at which the rotation speed of the main electric motor 32 corresponds to the speed ratio of the engine 2. As a result, the output of the rotation speed corresponding to the engine rotation speed is obtained on the main electric motor 3 side while the engine 2 is rotating at the predetermined speed. When the rotation speed of the main electric motor 3 further increases, the main electric motor 3 is accordingly driven under the constant rotation speed condition of the engine 2.
Control motor 4 in the direction that supplements the rotational speed of
Increase the rotation speed of. When the vehicle speed is high and the engine rotation speed cannot keep up with the rotation speed of the main electric motor 3, the output rotation speed on the main electric motor 3 side can be increased to the rotation speed of the main electric motor 3 while the engine 2 is rotating at a predetermined speed. it can.

Based on the above principle, if the rotation speed of the engine 2 and the rotation speed of the main motor 3 which are desired to be operated at a constant speed are detected and the rotation speed and the rotation direction of the control motor 4 are controlled,
A constant speed operation of the engine 2 can be realized by the gear mechanism. In the low vehicle speed region, the control electric motor 4 operates almost as a generator, and in the high speed region, it contributes to the driving force as an electric motor.

That is, as shown in FIG. 9, since the rotation speed of the engine 2 desired to be operated at a constant speed is known in advance, the rotation speed at which the control electric motor 4 should be operated is calculated from the rotation speed of the main electric motor 3. The calculated rotational speed of the control motor 4 (target speed) and the actual speed of the control motor 4 (actual speed)
And the control motor 4 is controlled so that the actual speed approaches the target speed.

For example, when an induction motor is adopted as the control motor 4, control is performed so as to generate torque that changes the frequency of the AC power applied to the control motor 4 toward the target speed rather than the actual speed. When the control torque is excessive or insufficient, the field current is adjusted for control. The optimum region in which the engine 2 should be operated can be changed. For example, as shown in FIG. 10, when the rotation speed of the engine 2 is changed from the minimum speed to the maximum speed, the rotation speed of the control motor 4 may be changed accordingly.

Next, a fourth embodiment will be described.
This one has an engine, a main motor, a control motor,
In one including a power transfer device,
A clutch and a brake are provided between the power transfer device and the main electric motor, and the engine is started by the control electric motor.

FIG. 11 is a diagram showing the configuration of the fourth embodiment. As shown in this figure, a brake 41 and a clutch 42 are provided on the output shaft 6 on the side of the main motor 3 of the differential gear constituting the power transfer device 5. The brake 41 corresponds to the first braking means, and the clutch 42 corresponds to the power connecting / disconnecting means.
If the control motor 4 can run freely in either direction, a one-way clutch can be used as the clutch 42.

Conventionally, when starting the engine 2, the starting electric motor provided in the engine 2 is used for starting, but in order to reduce harmful components such as unburned hydrocarbons generated when the engine 2 is started, In the future, it is hoped that the first complete explosion will be started by high speed cranking. It is possible to provide a large starter motor, but it is better to use the control motor 4 which is necessarily included in the combined prime mover 1.

In the present embodiment, high speed cranking is realized using the control motor 4. When the engine 2 is started, transmission of power from the main motor 3 to the power transfer device 5 is interrupted by the clutch 42, the brake 41 is activated, and the control motor 4 is supplied with electric power in the direction to start the engine 2. , The initial injection and ignition are executed when the cranking speed is increased to the rotation speed required for the initial explosion. Since the control electric motor 4 has a size of at least several kilowatts, the control electric motor 4 enables high-speed cranking in consideration of the fact that the starting electric motor is about 1 kilowatt. Even when the one-way clutch is adopted, this one-way clutch is sufficient as the function of the clutch except when it is retracted by the main electric motor 3. When reversing, the power transfer device 5 is reversed, but at that time, the control motor 4 is free run.

The connection timing of the clutch 42 is performed when the rotation speed at the brake position substantially matches the rotation speed of the main electric motor 3, but in the one-way clutch, the rotation speed at the brake position catches up with that of the main electric motor 3. Automatically connected when According to this structure, high speed cranking can be realized by using the control motor 4. Therefore, it is not necessary to newly provide a starting electric motor, and a large rotational force can be obtained by the control electric motor 4, so that harmful components generated when the engine 2 is started can be reduced.

Next, a fifth embodiment will be described. In addition to the above-mentioned brake, this one is provided with a brake between the engine and the power transfer device. FIG. 12 shows the configuration of the fifth embodiment. In this figure, a brake 43 is provided between the engine 2 and the power transfer device 5. This brake 43 is the second
Corresponds to the braking means of.

When the engine 2 is stopped and the generated power of the control motor 4 is used as the driving force when traveling only by the electric motors 3 and 4, the brake 43 is used to maintain the engine 2 in the stopped state. The control motor 4 is used as an electric motor to generate a driving force. If the brake 43 is not provided, even if the engine 2 is stopped, when the control motor 4 generates a large driving force, the engine 2 reverses. However, by braking with the brake 43, the engine 2 reverses. Can be prevented.

Next, a sixth embodiment will be described. In this system, a brake is also provided between the control motor and the power transfer device.
FIG. 13 is a block diagram showing the configuration of the sixth embodiment. As shown in this figure, in the sixth embodiment,
A brake 44 is also provided between the control motor 4 and the power transfer device 5. The brake 44 corresponds to the third braking means.

Although it depends on the selection of the output sizes of the engine 2 and the electric motor, it may be more efficient to drive with only the output of the engine 2. For example, from the common sense balance of both, the driving speed of a car is 70 to 120 KM.
This is the case when the speed is about / Hr. That is, both the running resistance and the required engine rotation speed can naturally use a region that is convenient for the engine 2.

At this time, it is preferable that the control motor 4 is braked and the main motor 3 is also operated almost in the free running state. Although this is somewhat deviated from the purpose of operating the engine 2 at a constant speed, if the engine rotation speed and output are adjusted within a limited range so that the vehicle travels with almost the output of the engine, it will be a serial hybrid. Since it is possible to avoid a decrease in thermal efficiency due to the complexity of energy conversion that has been experienced, it is effective in reducing fuel consumption and carbon dioxide emissions. The brake will be needed at this time.

Next, FIG. 14 shows an example of the structure in which a fluid type torque converter 51 is used as the transmission of the output of the engine 2 and a planetary gear is used as the differential gear unit 11 in this structure. As shown in this figure, the torque converter 51
Includes a turbine 52, a stator 53, and a pump 54.

The output of the engine 2 is transmitted to the differential gear unit 11 via the hydraulic torque converter 51.
The differential gear unit 11 includes a sun gear 61, a planetary gear 62, and an outer gear 63. Sun gear 61
Is centrally located in the planetary gear set and is connected to the control motor 4 via a brake 44. Since the sun gear 61 is suitable for high speed and low torque processing, it is rational to be connected to the small control motor 4.

The carrier of the planetary gear 62 is coupled to the bevel gears (bevel gears) 64a and 64b, and is connected to the main motor 3 via the brake 41 and the one-way clutch 42.
The output shaft of the engine 2 is connected to the outer gear 63. A one-way clutch 45 and a lockup clutch 46 are interposed between the engine 2 and the differential gear device 11.

The one-way clutch 45 is provided so that the engine 2 and the differential gear device 11 do not become a load on the main electric motor 3 when the main electric motor 3 travels in the medium and low speed region. This one way clutch 45
With the provision of, the stator 53 rotates freely even when the output speed increases. The conventional one has a problem of reversing the engine at the time of reverse operation, and has a function equivalent to that when a torque converter is provided between the engine and the engine, or when a clutch is substantially provided by a continuously variable transmission or the like. At times other than when, it was necessary to provide a clutch that could be separated and contacted instead of a one-way clutch. However, in the composite prime mover 1 that uses a differential mechanism, the control motor 4 can easily rotate in the reverse direction or can freely rotate, so when the vehicle moves backward. You can use such a one-way clutch 45 without worry.

The lock-up clutch 46 is provided for connecting the engine 2 and the outer gear 64 without a fluid when starting the engine 2 and when the output speed is substantially equal to the rotation speed of the engine 2. It is a thing. still,
As described above, with respect to the differential gear device 11, the brakes 43 and 4 are respectively provided on the engine 2, the control motor 4, and the main motor 3 side.
1,44 are installed.

Brake 44 on the side of the control motor 4 provided here
When the steady progress at a speed of around 100 km / h, the relationship between the speed and the running resistance meets the optimum condition of the engine 2, and it is more efficient to omit the extra energy conversion of power generation to electric power, It is necessary to stop the control motor 4 and form a conduction path that transmits the output of the engine 2 as it is to the drive wheels. In such a situation, it is a good idea to allow the main motor 3 to roll freely or to adjust the excess or deficiency of the driving force to some extent.

Next, an example of a structure in which a transmission is provided on the engine 2 side and the power transfer device 5 uses the bevel gears 12a to 12d as shown in FIG. 4 as the differential gear device 11 is shown in FIG. Shown in. In this figure, an output gear 71a is connected to the shaft of the main motor 3, an output gear 71b is connected to the output shaft 6, and the output gears 71a and 71b are meshed with each other.

On the engine 2 side, a transmission 31 having gears 32a and 32b and counter gears 32c and 32d.
Is provided. When the transmission gear 32a of the transmission 31 is shifted to the right, it is directly connected to the power transfer device 5 side to be in a high speed state. When shifting to the left, the vehicle is decelerated via the counter gears 32c and 32d.

For example, when starting the engine 2,
When the control motor 4 is rotated in the direction opposite to the rotation direction of the engine 2 by utilizing the brake of the main motor 3, the rotation direction is reversed by the differential gear device (also in the planetary gear) 11, so the engine 2 Can be rotated normally. Even when the control electric motor 4 is driven by the engine 2 to generate electric power while the vehicle is stopped, the relationship in the rotation direction is the same.

As described above, the transmission 31 is a fluid type torque converter 51 and a differential gear device using a bevel gear.
11 etc. can be used. Moreover, these combinations can be arbitrarily selected.

[0060]

As described above, according to the device of the first aspect of the present invention, the combined prime mover can be rotated as required while the internal combustion engine is being fixed at the desired rotation speed, and therefore the internal combustion engine can be rotated. The engine can be operated in the optimum operating range. According to the apparatus of the second aspect of the present invention, the output shaft of the combined prime mover can be rotated at a predetermined rotation speed while fixing not only the rotation speed of the internal combustion engine but also the torque at a predetermined value.

According to the device of the third aspect, the internal combustion engine can be started by the control electric motor. Claim 4
According to the device of the invention, when the internal combustion engine is not operated, it can be efficiently operated only by the electric motor. According to the device of the fifth aspect of the present invention, the internal combustion engine can be efficiently operated in the optimum operating region.

According to the device of the sixth aspect of the present invention, it is not necessary to adjust the torque generated by the internal combustion engine, and the rotational speed of the internal combustion engine can be kept constant in the optimum operating range. According to the apparatus of the invention of claims 7 to 11,
It becomes possible to change the speed of rotation of the internal combustion engine.
According to the device of the invention of claims 12 and 13, it is possible to combine the output of the internal combustion engine and the output of the electric motor.

[Brief description of drawings]

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

FIG. 2 is a block diagram of the same as above.

FIG. 3 is a block diagram showing a first embodiment of the present invention.

FIG. 4 is a diagram when a bevel gear device is used in the power transfer device of FIG.

5 is a configuration diagram of a hydraulic differential device used in the power transfer device of FIG.

FIG. 6 is a block diagram showing a second embodiment of the present invention.

FIG. 7 is an explanatory diagram showing the control content of FIG. 6.

FIG. 8 is a block diagram showing a third embodiment of the present invention.

9 is an explanatory diagram showing the control contents of FIG. 8. FIG.

FIG. 10 is an explanatory diagram of the same as above.

FIG. 11 is a block diagram showing a fourth embodiment of the present invention.

FIG. 12 is a block diagram showing a fifth embodiment of the present invention.

FIG. 13 is a block diagram showing a sixth embodiment of the present invention.

14 is a configuration diagram when a torque converter and a planetary gear device are used in the configuration of FIG. 13.

15 is a configuration diagram when a transmission and a differential gear device are used in the configuration of FIG. 13.

[Explanation of symbols]

 1 compound prime mover 2 engine 3 main motor 4 control motor 6 output shaft

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location B60L 11/14 B60L 11/14 F02D 29/00 F02D 29/00 C 45/00 322 45/00 322Z H02P 7/00 H02P 7/00 K

Claims (13)

[Claims] 1. A composite prime mover having an internal combustion engine and an electric motor, comprising: an internal combustion engine control means for controlling the internal combustion engine to operate at a substantially constant rotational speed; and an output of the internal combustion engine and an output of the electric motor. Output combining means for combining and transmitting to the output shaft side of the composite prime mover, while maintaining constant speed rotation control of the internal combustion engine by the internal combustion engine control means, to satisfy the required output of the composite prime mover, the rotation direction of the electric motor and A control device for a composite prime mover, comprising: an electric motor control means for controlling a rotation speed and a generated torque. 2. The electric motor comprises a main electric motor connected between the output shaft of the composite prime mover and the output synthesizing means, and a control electric motor connected to the internal combustion engine via the output synthesizing means. The output synthesizing unit is configured to synthesize the output of the internal combustion engine and the output of the control motor and transmit the synthesized output to the main electric motor, and the electric motor control unit controls the drive of the main electric motor according to the required output. At the same time, the control device for the combined prime mover according to claim 1, wherein the control motor is rotationally controlled so as to adjust the rotational speed difference between the main motor and the internal combustion engine. 3. A power connecting / disconnecting means for connecting / disconnecting the transmission of power and a first braking means for braking the rotation of the main electric motor are provided between the main motor and the output synthesizing means. The control apparatus for a combined prime mover according to claim 2. 4. The composite prime mover according to claim 2, further comprising: second braking means for braking the rotation of the internal combustion engine between the internal combustion engine and the output synthesizing means. Control device. 5. Between the control motor and the output synthesizing means,
The control device for a combined prime mover according to any one of claims 2 to 4, further comprising third braking means for braking the rotation of the control motor. 6. The compound prime mover according to claim 1, further comprising a speed changer that changes a rotational speed of the internal combustion engine and inputs the changed speed to the output combiner. Control device. 7. The control apparatus for a combined prime mover according to claim 6, wherein the transmission means is a torque converter. 8. The control apparatus for a combined prime mover according to claim 6, wherein the transmission means is a continuously variable transmission. 9. The control apparatus for a combined prime mover according to claim 6, wherein the speed change means includes a gear train. 10. The control device for a combined prime mover according to claim 6, wherein the speed change unit includes a chain transmission mechanism. 11. The control apparatus for a combined prime mover according to claim 6, wherein the speed change unit includes a belt transmission mechanism. 12. The output synthesizing means is configured to include a differential gear device.
5. A control device for a combined prime mover according to any one of 1. 13. The output synthesizing means is configured to include a hydraulic differential device.
11. The control device for a combined prime mover according to any one of 11 above.