JPH1023606A - Traction control method for power plant of automobile and traction controller for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traction controller for automobiles that enhances cost efficiency and cleanliness. SOLUTION: A traction controller for automobiles is constructed, so that planetary gears 4, a continuously variable transmission 5 and a control unit 8 will be contained. The control unit 8 controls the torque and revolution speed of a first internal combustion engine 1, a second combustion engine 2 and a motor 3, as the power plants. The control unit also control torque allotment to the power plants, according to the amount of throttle opening α and vehicle speed V by a 'control method based on combination of actuation-stop switching'. Further the control unit control revolution speed allotment to the power plants by a 'feedback control method using the planetary gears and the continuously variable transmission'.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The internal combustion / external combustion engine type, electric machine
The present invention relates to a motor drive control method and a vehicle drive control device for a motor vehicle, particularly a passenger motor vehicle, having a (motor) type compound motor.

[0002] Automobiles include an electric vehicle using an electromechanical type (hereinafter, referred to as a motor), an automobile using an internal combustion engine, and a hybrid vehicle combining an internal combustion engine, an external combustion engine and a motor. The control is described in JP-A-6-144020 and JP-A-7-33681.
There is a technique disclosed in, for example, Japanese Patent Publication No.

[0003]

However, in the above-mentioned prior art, the motor has problems in the cruising distance, the internal combustion engine and the external combustion engine have problems in fuel economy and exhaust purification, and the hybrid vehicle itself has problems in weight. With technology that uses only drive force sharing control,
The situation has not yet been resolved.

Accordingly, it is an object of the present invention to improve not only the performance of each unit of a prime mover but also the control of a combination of an internal combustion engine, an external combustion engine and a motor to improve fuel economy, exhaust purification, and long-distance operation. It is an object of the present invention to provide a motor drive control method and a vehicle drive control device of an automobile having improved performance and the like.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for controlling driving of a motor for driving a plurality of driving motors, the driving power being supplied to each of the motors in accordance with a required driving force required for traveling. A drive force sharing control method of allocating a share and controlling each of the prime movers, and a rotation speed sharing control method of assigning a rotation speed share to each of the prime movers and controlling each of the prime movers in accordance with a rotational speed value related to traveling. This is achieved by controlling the driving of each of the prime movers. Alternatively, in accordance with the engine combustion temperature of each of the prime movers and a required driving force value required for traveling, each of the prime movers is controlled by a torque sharing control method of allocating a driving force allotment to each of the prime movers and controlling each of the prime movers. Can also be controlled.

Another feature of the present invention is that in a vehicle drive control device for driving and controlling a plurality of prime movers included in a vehicle for traveling, a required driving force value required for traveling of the vehicle is provided. Driving force allocating means for allocating the required driving force value to each driving force to be borne by each of the prime movers, and driving force control means for controlling the driving force of each of the prime movers based on the allocating of the driving force. And, according to the magnitude of the rotational speed value relating to the running of the vehicle, a rotational speed allocating means for allocating the rotational speed value to each rotational speed to be borne by each of the motors, and based on the rotational speed allocation allotment, Rotation speed control means for controlling the rotation speed of each of the prime movers.

According to the present invention, the relationship between the rotational speed and the driving force is expressed by N
Since the sharing control is performed in consideration of the T characteristic, the operation of each prime mover can be performed at the highest efficiency point and the cleanest combustion condition.

Further, another feature of the present invention is a drive control device for a vehicle for driving and controlling a plurality of combustion type motors provided in the vehicle for traveling, the required driving force required for traveling of the vehicle. Means is provided for selecting and setting a combustion method having different exhaust gas characteristics for each combustion type prime mover according to the value.

Still another feature of the present invention is a drive control device for a vehicle for driving and controlling a combustion type prime mover having a plurality of cylinders provided in the vehicle for traveling. And means for selectively setting a combustion method having different exhaust gas characteristics for each of the cylinders of the combustion type prime mover in accordance with a required driving force value required for the engine.

According to the present invention, the emission of harmful components from the exhaust gas is minimized, so that the exhaust gas purification performance is improved.

Still another feature of the present invention is a drive control device for a vehicle for controlling the driving of a combustion type motor and an electric type motor provided in a vehicle for traveling.
The combustion type prime mover such that the regenerative braking force to be carried by the electric type prime mover is shared by the braking force by the engine brake of the combustion type prime mover in accordance with a regenerative charge allowable amount of a battery supplying power to the electric type prime mover. Is to have means for controlling the

[0012]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a drive control device for an automobile according to an embodiment of the present invention. 1 shows a diagram in which an automobile drive control device is mounted on an automobile. In the figure, the drive control device for an automobile is:
Planetary gear set 4 (hereinafter, GSET4) and continuously variable transmission 5
(Hereinafter CVT5) and control unit 8 (hereinafter E
CU8).

That is, a first internal combustion engine 1 (hereinafter referred to as ICE1) and a second internal combustion engine 2 (hereinafter referred to as ICE)
2), motor 3 (hereinafter, EM3) is GSET4 and CV
The vehicle is controlled by the ECU 8 that has fed back a control signal from T5, and the vehicle is driven to run by the power of each prime mover transmitted to the wheels 6 via the GSET 4 and the CVT 5.
In other words, the drive control device for the vehicle is the planetary gear device 4.
, A continuously variable transmission 5 and a control unit 8. The control unit 8 controls the torque and the rotational speed of the first internal combustion engine 1, the second internal combustion engine 2, and the motor 3, and also controls the accelerator amount α, the vehicle speed. The torque sharing of each prime mover is controlled by the “control method by switching operation / stop” according to the V, and the rotational speed share of each prime mover is controlled by the “feedback control method by the planetary gear device and the continuously variable transmission”. It is controlled by. The wheels 6 are braked by an electronic control brake 7 (hereinafter, EB7). Hereinafter, the details will be described.

FIG. 2 is a diagram showing a planetary gear unit of the vehicle drive control device of FIG. The principle of operation of the planetary gear device is shown in a schematic side view of FIG. 2A and a schematic plan view of FIG. 2B. In the figure, the GSET 4 includes a sun gear 10, two planetary gears 11, a ring gear 12, and a retainer 13 for holding the planetary gear 11. here,
The angular velocity of the gear 10 is ω ₁ , the angular velocity of the planetary gear 11 is ω ₂ ,
When the angular velocity of the retainer 13 and omega _3, (number 1) is established. a ₁ ω ₁ + a ₂ ω ₂ + a ₃ ω ₃ = 0 (Equation 1) where a ₁ , a ₂ , a ₃ : constants The angular velocity ω ₄ of the ring gear 12 is ω ₄ = ω ₃ + b ₁ ω ₂ = ω ₃ (1−a ₃ b ₁ / a ₂ ) −ω ₁ a ₁ b ₁ / a ₂ (Equation 2) where b _{1 is a} constant, which is expressed by the above (Equation 2).

Now, ICE1 is connected to the sun gear 10, ICE2 is connected to the axis of the retainer 13, and the wheels 6
Is connected to the shaft of the ring gear 12, the wheel 6
The rotation is performed at an angular velocity obtained by adding the angular velocity ω ₁ of the ICE ₁ and the angular velocity ω ₃ of the ICE 2. Therefore, the rotation speed during high-speed running is 60
If it is set to 00 (rpm), the respective rotation speeds of ICE1 and ICE2 can be suppressed to, for example, 3000 (rpm).

Next, when EM3 is connected to the ring gear 12 instead of ICE2, the wheel 6 is driven by the angular velocity ω of ICE1.
It is rotated by ₁ and EM3 angular velocity omega ₃ of the added angular velocity. Then, by controlling the angular velocity ω ₃ of EM3 with a current or the like separately applied to EM3, at a wide vehicle speed,
Without actuating the CVT5, kept constant angular velocity omega ₁ of ICE1, i.e., it is possible to operate the ICE1 in minimum fuel consumption operating point.

That is, in the present invention, ICE1, ICE
A gear group (or gear train) of GSET4 in which a plurality of prime movers used for automobiles such as an internal combustion engine such as No. 2 and an electric machine (motor) such as EM3 are arranged and the rotational speed of each prime mover is added.
Is controlled by the ECU 8.

For the above control, for example, a program shown in the following figure is adopted in the control unit 8 shown in FIG. FIG. 3 is a control flowchart of a method for controlling driving of a motor of a vehicle according to an embodiment of the present invention. As shown in FIG. 3, at block 101, a vehicle speed V as a rotation speed value related to traveling is detected, and at block 102,
Then, an accelerator pedal depression amount α (hereinafter, accelerator amount α) as a required driving force value required for traveling is read.

Next, when the accelerator amount α in the comparison determination in block 130 is smaller than the set value α _{0, and} when it is determined in block 105 that the vehicle speed V is lower than the set value V _C , block 103 in further performs a comparison determination of the set value V _E, the vehicle speed V is lower than the set value V _E (V ≦ V _E)
If so, at block 104, an EM drive program is run. Then, in the program of block 104, EM3 is controlled by a current or the like applied to EM3 so that a torque corresponding to the accelerator amount α read in block 102 is output from EM3. (However, V _C > V _E. )
At block 103, the vehicle speed V is greater than the set value V _E
(However, V _C ≧ V> V _E ) and ICE1
The drive program is activated, and the fuel corresponding to the accelerator amount α is supplied to the ICE1.
It is operated at 000 (rpm). Subsequently, at block 108, E
The M-down stop program operates to stop the output of EM3, that is, EM3 is stopped. In this way, the driving force distribution is switched from EM3 to ICE1. In other words, this is the "drive force sharing control by switching combination of operation and stop" for the torque.

When the prime mover is switched, it is necessary to control the clutch simultaneously. In block 110, the clutch is controlled to connect EM3 to the wheel 6. In block 112, the clutch is controlled, EM3 is disconnected from the wheel 6, and ICE1 is connected to the wheel 6. Further, in order to prevent the clutch from slipping, when the ICE 1 is coupled to the wheel 6, control is performed in advance so that the rotation speed of the ICE 1 matches the speed of the wheel 6. In this case, block 1
At 14, the clutch is controlled and the prime mover is switched from EM3 to IC.
Switch to E1.

When the vehicle speed V becomes higher than the set value V _C (V> V _C ) at block 105, for example, when the rotation speed of the ICE 1 becomes higher than 3000 (rpm),
1 while driving ICE2 at block 118.
ICE2 is operated.
In block 120, the gear group GSET4 is controlled and connected to the shaft of the retainer 13. It is assumed that the vehicle speed V and the rotation speed have a corresponding relationship.

The vehicle speed in this case depends on ICE1 and IC
The rotation speed of E2 is added. Therefore, IC
When a fuel amount equal to E1 and ICE2 is supplied to the cylinder, I
The rotation speed of CE1 is changed from 3000 (rpm) to 2000 (rpm).
The rotation speed of E2 is maintained at 1000 (rpm). That is,
This is "rotation speed sharing control by the planetary gear device and the continuously variable transmission" with respect to the rotation speed.

The torque of ICE1 and ICE2 is determined by the amount of fuel supplied to the cylinder, that is, controlled by the amount of fuel. The rotation speed is controlled by a function defining the injection amount with respect to the rotation speed in the driving program of ICE1 and ICE2. EM3 is controlled by the applied frequency and current. As described above, the program for controlling the torque and the rotation speed of each prime mover by the “rotation speed sharing control” and the “driving force sharing control” operates.

Next, as in the case of acceleration, block 13
At 0, if the accelerator amount α is larger than the set value α ₀ , the drive program for ICE1 and ICE2 is run in block 132. In this case, as shown in FIG. 5 described later, the block 134 controls the GSET4 so that the torque of ICE1 and the torque of ICE2 are added. In this case, the respective torque shares of ICE1 and ICE2 are separately set according to a predetermined rule according to the accelerator amount α and the vehicle speed V.

Further, when the CVT 5 is provided, part of the torque generated by ICE1 and ICE2 during acceleration is:
Spent on its own rotation rise. To compensate for this, block 136 runs the EM drive program, block 138 controls the clutch, and adds the EM3 torque. When the rotation of ICE1 and ICE2 is completed, the operation of EM3 is stopped so that the energy of the battery is not consumed. Thus, torque sharing is also a function of the rotational speed of the prime mover. Therefore, the feature of the present embodiment shown in FIG. 3 has a program for controlling the torque and the rotation speed of each of the plurality of prime movers, and also has a program for controlling the torque sharing of each of the prime movers by the accelerator amount α and the vehicle speed V. On the point.

By the way, when the rotation connects the EM3 so reversed, the wheels 6 is moved at an angular velocity obtained by subtracting the angular velocity omega ₃ of EM3 from the angular velocity omega ₁ of ICE1. Therefore, I
The wheel 6 can be stopped while the CE 1 is rotated. That is, there is an advantage that the wheels 6 can be freely controlled to start and stop without using a slip element such as a fluid clutch or a friction clutch. EM3 at this time is in the generator mode. Further, in the above state, when the output of ICE1 is suppressed and the EM3 is set to the electric motor mode, the wheels 6 are reversed and the vehicle moves backward. That is, another feature of the present embodiment shown in FIG. 3 is that the gear group of the GSET 4 is controlled so that the rotational speeds of the plurality of prime movers are added or subtracted. There is also a point that a program for determining the rotation speed share of each prime mover according to the vehicle speed V is prepared.

On the other hand, in the control flowchart of the embodiment shown in FIG. 3, when the required torque is large, such as during acceleration, the driving performance is prioritized over the fuel economy and the exhaust purification performance. This has priority over the rotational speed sharing control. If this relationship is reversed, a drawback arises in that it is difficult to ensure traveling performance during high-speed traveling. However, in golf carts and carts for the disabled, which are limited to low-speed driving applications, there is no problem if the rotational speed sharing control is prioritized over the driving force sharing control. In other words, as described above, the prime movers are ICE1 and ICE2 as the combustion type prime movers.
And EM3 as an electric prime mover, in the case of giving priority to the exhaust gas purification performance, the one with the larger driving force allocation is assigned with priority to ICE1 or ICE2.

On the other hand, FIG. 4 shows C of one embodiment according to the present invention.
It is a figure showing the outline of VT control. It is an example of rotation speed sharing control. As shown in FIG. 4, when a part of the output of the ICE 1 is connected to the sun gear 10, the remaining output is connected to the retainer 13 via the CVT 5, and the ring gear 12 is connected to the wheel 6, according to the speed ratio of the CVT 5. , ω ₃ is changed, ICE1
Even if the angular velocity ω ₁ is constant, the rotation speed of the wheel 6 changes,
According to the gear ratio, the vehicle is controlled to be in a backward, stop, or forward state.

At this time, if the ratio between the torque on the sun gear 10 side and the torque on the retainer 13 side is not constant, an excessive force acts on the GSET 4. To avoid this, the torque is
It is controlled by the pressing force of the belt of CVT5. As is well known, the transmission force of the CVT 5 using friction is proportional to the pressing force. As described above, ICE1, ICE2, EM
3, GSET4 and CVT5 can freely control the rotation speed of ICE1, ICE2, and EM3, that is, the speed of wheel 6.

Next, a specific configuration in the case where a large torque is required, such as when climbing a hill or accelerating, will be described. It is an example of drive force sharing control. FIG. 5 is a diagram showing torque addition control according to one embodiment of the present invention. FIG. 6 is a diagram showing torque addition control according to another embodiment of the present invention.

When a large torque is required, such as when climbing a hill or accelerating, the torques of ICE1, ICE2 and EM3 are added, and the gear ratio is controlled using CVT5.
Execute the control to double the torque. As shown in FIG. 5, gears 21, 22, 23 are used,
The torque is added by. Also, as shown in FIG.
The torque of CE1 is transmitted to the gear 25, the torque of ICE2 is transmitted via the gear 28, and the torque of EM3 is transmitted via the gear 29.
When the rotation is transmitted to the ring gear 31 and the rotation of the planetary gear 26 is fixed, the added torque can be obtained from the retainer 30.

If the transmission torque of the CVT 5 is controlled according to the vehicle speed V, the torque of each prime mover is automatically determined. If ICE1 is a gasoline engine, and if the transmission torque is controlled in accordance with the throttle valve opening,
ICE1 is controlled at (or near) the point of maximum efficiency.
If the pressing force is too large, the life of the friction surface of the CVT 5 is reduced, so the pressing force is controlled according to the transmission torque.

As described above, in the above embodiment, (1) the control unit controls the torque and the rotation speed of each of the plurality of prime movers, and controls the torque distribution of each of the prime movers according to the accelerator amount α and the vehicle speed. In a wide operating condition, each prime mover is operated at the highest efficiency point to enhance fuel economy. Also, (2) by controlling the gear train so that the rotational speed of each of the plurality of prime movers is added or subtracted,
The loss is reduced while avoiding slipping of slipping elements such as clutches, thereby improving fuel economy. At this time, the accelerator amount α,
The rotation speed distribution of each prime mover is controlled by the planetary gear unit and the continuously variable transmission according to the vehicle speed V. Therefore, the vehicle drive control device includes the drive force allocating means, the drive force control means, the rotational speed allocating means, and the rotational speed control means.

FIG. 7 is a diagram schematically showing an exhaust gas purification system according to one embodiment of the present invention. If ICE1 is a gasoline engine, ICE2 is a diesel engine, and EM3 is an electric motor, only ICE2 is operated in an environment where emission of hydrocarbons becomes a problem, for example, at a low temperature start. (EM
It is also possible to start with 3. Also, when emission of nitrogen oxides becomes a problem, such as when driving in a city area, only ICE1 is operated.

In the case of a gasoline engine, both the ICE1 and the ICE2 delay the ignition timing of the ICE1 at the time of low-temperature start to increase the temperature of the exhaust gas and promote the warm-up of the catalytic converter 41. ICE2 is a normal ignition timing,
Secure the driving force of the car. The catalytic converter 41 carries a catalyst such as platinum, and oxidizes unburned hydrocarbons and carbon monoxide in exhaust gas to make them harmless. Further, alumina, cobalt and the like are supported, and render nitrogen oxides harmless. "Soot" of the diesel engine can be trapped by the catalytic converter 41, the exhaust gas can be heated to a high temperature, and incinerated.

In a gasoline engine as well, when the compression ratio is increased, a spontaneous ignition operation can be performed with a uniform mixture without using a spark plug. For this purpose, if the mixture is too thin, it becomes difficult to ignite, and it is necessary to increase the temperature of the mixture. Further, when the air-fuel mixture becomes rich, combustion is accelerated, and an effective output cannot be obtained. Therefore, the ICE1 is firstly driven by self-ignition, the excess power is absorbed by the EM3, and the battery 42 is charged. When the required load of the vehicle increases, the ICE 2 also performs the self-ignition operation. In the spontaneous ignition operation, the fuel efficiency is lower than that of a direct injection diesel engine, and the emission of nitrogen oxides is extremely small. When the required load further increases, the ICE1 is switched to a method of igniting with a spark plug. These are shown schematically in FIG.

FIG. 8 is a diagram schematically illustrating a method of controlling the prime mover of the exhaust gas purification system of FIG. 1 shows an outline of a method for controlling a plurality of prime movers according to the present invention. Normally, in the case of a gasoline engine, the emission concentration of nitrogen oxides is high when the air-fuel ratio is around 18. From the compression ignition of the air-fuel ratio 30 (expressed as compression), when switching to the spark plug ignition of the air-fuel ratio 15 (referred to as ignition) is by switching in P ₁ point in FIG. 8, it is possible to avoid a step of torque . Even in diesel engines, if the injection timing is advanced with respect to the crank angle,
Compression ignition of the homogeneous mixture is caused, and the emission of nitrogen oxides is reduced. Therefore, when the required load increases, that is,
In order to avoid abnormal combustion when the fuel injection amount increases,
The injection timing can be delayed as much as a diesel engine.

FIG. 9 is a diagram showing a control flowchart of a method for controlling driving of a motor of an automobile according to another embodiment of the present invention. 9, the engine combustion temperature theta ₁ at block 201 ICE1, measures the engine combustion temperature theta ₂ at block 203 ICE2, is smaller than the set value theta _C is a ICE2 drive program is a diesel engine in block 207 make them run. As is well known, diesel emits less unburned hydrocarbons. At block 209, when the accelerator amount alpha is larger than alpha ₀₁ stops increase of the fuel supply to ICE2, at block 211 to run EM3 driving program. This prevents the generation of soot unique to diesel.

That is, the torque share of the plurality of prime movers is a function of the combustion temperature of the internal and external combustion engines in addition to the accelerator amount α. The combustion temperature of the internal / external combustion engine is, for example,
It is detected from the temperature of the engine cooling medium (radiator water temperature), the temperature of the catalytic converter, etc., and refers to the engine combustion temperature before combustion of the air-fuel mixture related to the cleanliness (cleanness) of the exhaust gas. .

Returning to FIG. 9, when θ ₁ and θ ₂ are larger than the set value θ _C (because the cooling medium and the catalytic converter of ICE1 and ICE2 are a common unit, even if ICE1 is not driven, θ ₁ is when increases as theta ₂₎ is a block 213 to run ICE1 driving program. ICE
1 is a gasoline engine, which has low nitrogen oxides but high unburned hydrocarbons at low temperatures. However, in this case, the hydrocarbon is detoxified by the catalyst because the temperature of the catalytic converter is high. When α> α ₀₂ in block 216, the ICE which is a diesel engine is executed in block 218.
2. Stop the operation of Step 2 to prevent the emission of nitrogen oxides and soot. If necessary, the operation mode of the ICE 2 is switched to ignition of the spark plug at block 220. Therefore, the feature of the present embodiment shown in FIGS. 7 to 9 is that the torque sharing of each of the plurality of prime movers is controlled while checking the engine combustion temperature, and the emission of harmful components of the exhaust gas is minimized. That is,
In a motor drive control method for a motor vehicle that drives and controls a plurality of driving motors, an engine combustion temperature θ ₁ , θ _{2 of} each motor is provided.
Each of the prime movers is driven and controlled by a torque sharing control method of controlling the prime movers by allocating the driving force to each of the prime movers in accordance with the required drive force value α required for traveling.

In summary, the features of the present invention are as follows. For the operating conditions of each prime mover, execute "Rotation speed sharing control by planetary gear unit and continuously variable transmission" for rotation speed and "Drive force sharing control by switching operation / stop" for torque. And the rotation speed
It can be said that these are adapted to the optimal conditions regarding the economics and cleanliness of the so-called NT characteristics (motor performance) of (N) and torque (T). When importance is attached to cleanliness, "drive force sharing control" is executed while checking the combustion temperatures of the internal and external combustion engines. In particular,
Set α ₀ , V _C , V _E and select a ₁ , b ₁ , a ₂ , a ₃ so that each prime mover can be operated at the highest efficiency point and with the cleanest combustion. Things.

In other words, in a motor drive control method for a motor vehicle for controlling the driving of a plurality of motors provided for the vehicle for driving, the driving force is shared among the motors according to the required driving force value required for driving. A driving force sharing control method of allocating and controlling each prime mover, and a rotation speed sharing control method of assigning a rotation speed share to each prime mover and controlling each prime mover in accordance with a rotational speed value related to traveling, combine It controls the driving.

Next, another exhaust purification system relating to cleanness will be described below. It is conceivable to switch ICE2 described in the embodiment shown in FIG. 9 to the gasoline mode. In addition, examples of internal combustion engines having different combustion characteristics (exhaust gas harmfulness characteristics) include a diesel / gasoline uniform mixing system, a stratified combustion system, and a gas turbine or a Stirling engine as an external combustion engine.
These can be used in combination. As described above, even in the same gasoline engine, by changing the ignition timing, a difference can be caused in the combustion characteristics.

FIG. 10 is a diagram schematically showing an exhaust gas purification system according to another embodiment of the present invention. This shows a system for purifying exhaust gas by switching between gasoline and diesel combustion systems. That is, in the case of a multi-cylinder engine, it is easy to use a gasoline combustion system for a predetermined plurality of cylinders and a diesel combustion system for the remaining cylinders. Thus, engines having different combustion systems are prepared without producing a plurality of engine blocks. In FIG. 10, 6
For each of the cylinders 51a to 51f, the injection valve 52a to
52f and spark plugs 53a to 53f are mounted.
When the injection timing of these injection valves is advanced to make the mixture air-fuel mixture uniform and the ignition plug is ignited, a gasoline combustion system is used. Also,
When the injection timing is delayed, ignition of the ignition plug is stopped, and compression ignition is performed, a diesel combustion system is used. As described above, the compression ignition system can switch between the diesel and gasoline combustion systems even when the injection timing is changed.

FIG. 11 is a diagram schematically showing an exhaust gas purification system according to another embodiment of the present invention. As shown in FIG., The center output of the injection timing of the arithmetic processing unit 61 (CPU 61) of the control unit 8 (ECU 8) enters into the register R ₁ 62, register R ₂ 63. As a result, the power transistors 64a, 64b, 64c and the power transistors 64d, 64e, 64f are independently controlled, and the injection valves (52a to 52f) connected to the power transistors (Pa to Pf) are controlled.
52f), the injection timing of the injection valves (52a to 52c) and
The injection timing of the injection valves (52d to 52f) can be controlled independently. That is, the ECU 8 is provided with a plurality of registers for the injection timing.

According to the above-described embodiment, another feature of the present invention is that the torque sharing of each motor having different exhaust gas harmfulness characteristics (combustion characteristics) or each motor which can be switched to a different combustion system, or a different combustion system. The torque sharing of each switchable cylinder is controlled in accordance with the accelerator pedal depression amount α, that is, the driving force required by the driver, to minimize the emission of harmful components. Then, the method of controlling the switching to the combustion method different for each cylinder can be said to provide the ECU 8 with a plurality of registers R ₁ and R ₂ regarding the injection timing.

In other words, the present invention relates to a vehicle drive control device for driving and controlling a plurality of combustion-type motors provided in a vehicle for traveling. A means for selectively setting (switching and controlling) a combustion system having different exhaust gas harmfulness characteristics for each type of prime mover. A drive control apparatus for a vehicle that drives and controls a combustion type prime mover having a plurality of cylinders included in the vehicle for traveling while controlling the combustion of each of the cylinders. It can be said that a means for switching (selecting and setting) a combustion method having different exhaust gas harmfulness characteristics for each cylinder of the combustion type prime mover according to the force value is provided.

Next, the connection between each prime mover and the planetary gear set will be described. FIG. 12 is a diagram showing connection means between each prime mover and the planetary gear set according to one embodiment of the present invention. FIG.
As shown in (1), spline coupling elements are provided on the output shafts of ICE1, ICE2, and EM3 to facilitate attachment and detachment. The shaft 71 of the ICE1 is supported by a bearing 72, and a spline element 73 is provided at one end as one connecting means. This is the gear group GSET4
Of the input shaft 75 is connected to a spline element 74 as the other connecting means.

On the other hand, the spline element 77 of the shaft 76 of the EM
Are made in the same way as the spline element 73, and the GS
The coupling element structure is connectable to the spline element 78 of the input shaft 79 of the ET4. Since the spline elements 73 and 77 and the spline elements 74 and 78 have the same structure,
EM can be connected instead of ICE1. Depending on the environment in which the car is located, it is necessary to increase the burden on the EM. In this case, another EM is mounted instead of ICE1. Thereby, the operating range in EM is expanded. That is, another feature of the present invention is that the output ends of a plurality of prime movers are provided with coupling elements of the same structure to facilitate coupling of each prime mover with the planetary gear set.

Returning to FIG. 7, when the car further goes down the slope,
EM3 is operated as a generator. At this time, the battery 4
When charging of 2 is completed, power generation stops, deceleration,
Braking ability decreases. At this time, the electronic control brake EB7 in FIG. 1 is responsible for braking. Also, ICE1 and IC
A throttle valve is attached to E2, which can be squeezed to increase the braking ability with engine braking. That is, the sharing of the braking force of the plurality of prime movers is controlled according to the charge amount of the battery in the same manner as the torque sharing. The amount of charge is determined by the current of the electric machine EM input to the battery, and when this current decreases, the braking force allotment of the combustion engine increases. This can prevent overheating and overuse of the electronic control brake.

Therefore, a feature of the present embodiment is that the braking force sharing of a plurality of prime movers is controlled in accordance with the charged amount of the battery to prevent overheating and excessive use of the brake. That is, in a vehicle drive control device that controls each of the motors ICE1 and ICE2 as the combustion type prime movers and the EM3 as the electric type prime mover in order to drive the vehicles, the battery 42 that supplies power to the EM3 is controlled. Depending on the regenerative charge allowable amount, the ICE1 or / and the ICE1 or / and / or the ICE2 // so that the regenerative braking force to be carried by the EM3 is shared by the braking force by the engine brake of the ICE1 or /
For example, the ECU 8 shown in FIG. 1 controls to throttle the throttle valve to the ICE 2 to increase the engine brake braking ability.

[0052]

According to the present invention, the prime mover including the engine and the motor can be operated at the highest efficiency point in a wide operating state, so that the fuel economy, the exhaust gas purifying performance and the long-distance driving performance are at the same time. There is an effect that can be realized.

[Brief description of the drawings]

FIG. 1 is a diagram showing an automobile drive control device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a planetary gear device of the vehicle drive control device of FIG. 1;

FIG. 3 is a diagram showing a control flowchart of a method for controlling driving of a motor of an automobile according to an embodiment of the present invention.

FIG. 4 is a diagram showing an outline of CVT control of one embodiment according to the present invention.

FIG. 5 is a diagram showing torque addition control of one embodiment according to the present invention.

FIG. 6 is a diagram showing torque addition control according to another embodiment of the present invention.

FIG. 7 is a view schematically showing an exhaust gas purification system according to an embodiment of the present invention.

FIG. 8 is a diagram schematically showing a method of controlling a motor of the exhaust gas purification system of FIG. 7;

FIG. 9 is a diagram showing a control flow chart of a method for controlling driving of a motor of an automobile according to another embodiment of the present invention.

FIG. 10 is a view schematically showing an exhaust gas purification system according to another embodiment of the present invention.

FIG. 11 is a view schematically showing an exhaust gas purification system according to another embodiment of the present invention.

FIG. 12 is a diagram showing connection means between each prime mover and the planetary gear set according to one embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... 1st internal combustion engine, 2 ... 2nd internal combustion engine, 3 ... motor, 4
... planetary gears, 5 ... continuously variable transmissions, 6 ... wheels, 7 ... electronically controlled brakes, 8,61 ... control units, 10 ...
Sun gear, 11,26… Planetary gear, 12,31… Ring gear, 13,3
0: retainer, 21, 22, 23, 24, 25, 28, 29, gear, 41: catalytic converter, 42: battery, 51a-51f: cylinder, 52a-
52f ... injection valve, 53a to 53f ... spark plug, 61 ... central processing unit, 62 ... register R _1, 63 ... register R _2, 64
a to 64f: power transistor, 71, 76: shaft, 72: bearing, 73, 74, 77, 78: spline element, 75, 79: input shaft

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60L 15/20 B60K 9/00 Z F02D 29/02

Claims (8)

[Claims] 1. A motor drive control method for a motor vehicle for controlling a plurality of driving motors, the driving motor being assigned to each of the driving motors in accordance with a required driving force value required for running the vehicle. A drive power sharing control method for controlling, and a rotation speed sharing control method for controlling each of the prime movers by allocating a rotational speed share to each of the prime movers in accordance with a rotational speed value related to traveling, to control the driving of each of the prime movers. And a method of controlling driving of a motor of a motor vehicle. 2. The method according to claim 1, wherein the driving force sharing control method is controlled prior to the rotational speed sharing control method. 3. A motor drive control method for a motor vehicle for controlling the driving of a plurality of driving motors, wherein each of the driving motors is driven in accordance with an engine combustion temperature of each of the driving motors and a required driving force value required for driving. In the torque sharing control method of allocating force sharing and controlling each of the prime movers,
A drive control method for a motor of an automobile, wherein the drive of each of the motors is controlled. 4. An automobile drive control device for driving and controlling a plurality of prime movers included in an automobile for traveling, wherein the required driving force is determined according to a magnitude of a required driving force required for traveling of the automobile. Driving force allocating means for assigning a value to each driving force to be carried by each of the motors; driving force controlling means for controlling the driving force of each of the motors based on the sharing of the driving force; Rotation speed allocating means for allocating the rotation speed values to respective rotation speeds to be borne by the respective prime movers according to the magnitude of the speed value; and controlling the rotation speeds of the respective prime movers based on the rotation speed quota allocation. A drive control device for an automobile, comprising: 5. The combustion engine according to claim 4, wherein the plurality of prime movers are a combination of a combustion type prime mover and an electric type prime mover, and the driving force allocating means assigns the larger one of the assignments to the combustion type prime mover. A drive control device for a vehicle, which is assigned with priority. 6. A vehicle drive control device for driving and controlling a plurality of combustion type prime movers provided in a vehicle for traveling, the vehicle comprising:
A drive control device for a vehicle, comprising means for selecting and setting a combustion method having different exhaust gas characteristics for each of the combustion type prime movers. 7. A drive control apparatus for a vehicle for driving a combustion type prime mover having a plurality of cylinders provided in a vehicle for running, the drive control device comprising:
An automobile drive control device comprising means for selecting and setting a combustion method having different exhaust gas characteristics for each of the cylinders of the combustion type motor. 8. An automobile drive control device for driving and controlling a combustion type prime mover and an electric type prime mover included in a vehicle for traveling, wherein the regenerative charge of a battery for supplying electric power to the electric type prime mover is provided. A drive control device for an automobile, comprising: means for controlling a combustion type motor so that a regenerative braking force to be carried by an electric motor is shared by a braking force by an engine brake of the combustion type motor.