JPS6227604B2 - - Google Patents

Description

BACKGROUND OF THE INVENTION Field of the Invention This invention relates to control systems for engine/electric hybrid vehicles. More particularly, the present invention relates to an apparatus and method for controlling an engine/electric hybrid vehicle to have the best fuel efficiency.

Description of the Prior Art Electric vehicles are considered as an effective means of transportation because they are less polluting than vehicles with conventional drive sources. however,
Such electric vehicles have disadvantages such as the long time it takes to charge the storage battery and the short continuous travel distance and time. Therefore, an engine/electric hybrid vehicle has been proposed and realized in which such an electric vehicle is equipped with an internal combustion engine, thereby eliminating the above-mentioned disadvantages without losing the inherent advantages of electric vehicles. This engine/electric hybrid vehicle naturally consumes fuel in the engine running mode, and consumes electric power in the motor running mode.

Recently, as the oil situation has worsened, there has been a desire for automobiles that consume as little fuel as possible. Moreover, since the exhaust gas from the engine contributes to atmospheric pollution, it is desired that such exhaust gas be cleaner. It is known that such exhaust gases are cleaner when the engine efficiency is better.

On the other hand, internal combustion engines installed in automobiles and the like are required to have a wide range of torque and rotational speed characteristics so as to be able to cope with all driving conditions, such as constant speed, acceleration, and climbing. However, the fuel efficiency range or range of an engine is determined to be unique to that engine. If a vehicle were to be equipped with an engine that can be used in all driving conditions, the fuel efficient range of such an engine would generally be the range that is used during uphill and acceleration conditions. Therefore, it is conceivable to reduce the engine capacity, reduce the maximum output, and always operate only within the fuel-efficient range. However, with such an engine alone it is clearly not possible to obtain the necessary drive torque for all driving modes. Therefore, the inventors first tried to operate the engine only within its fuel-efficient range, and supplemented the insufficient drive torque with the electric motor, thereby improving not only overall fuel efficiency but also energy efficiency. We proposed an excellent engine/electric hybrid vehicle that can improve efficiency.

However, the proposed engine/electric hybrid vehicle requires an electric motor with a sufficiently large output to obtain the rotational speed and torque characteristics required for all driving modes. In this case, during low output operation such as in a steady running state, the efficiency deteriorates like an engine, and there is a problem in terms of energy saving. On the other hand, it is known that electric motors are often used as generators for braking purposes or for energy saving purposes.
However, since the previously proposed motor installed in the engine/electric hybrid vehicle has a large time rating, it encounters the problem that sufficient functionality cannot be obtained when the motor is operated as a generator. That is, when the running speed of the vehicle decreases, it is difficult to obtain a sufficient voltage when a motor with such a large time rating is used as a generator. For this purpose, it is possible to use a booster circuit, etc., but if the time rating or continuous rating of the motor is large, even if such a booster circuit, etc. is used, only an insufficient voltage can be obtained. Even if it is done, it will be very inefficient. In particular, since cars are operated at a wide range of speeds, such as from 0 km/h to 100 km/h, speed conditions often arise where sufficient voltage cannot be obtained to be regenerated into the battery. Therefore, in such hybrid vehicles, the demand for energy saving cannot yet be fully achieved. Furthermore, the size and cost of a motor/generator increase approximately in proportion to the square of its capacity value, and it goes without saying that a motor/generator that has the ability to withstand all driving conditions is The size is large and the cost is also very high.

Summary of the Invention In order to solve the above-mentioned problems, the present invention is equipped with an internal combustion engine and two motors, one of which is connected to the output shaft of the vehicle, and the internal combustion engine is used only within a relatively high fuel efficiency range. Driving by When the output shaft rotation speed of the vehicle is within the permissible rotation speed range of the internal combustion engine, and the currently required torque, that is, the required torque, exceeds the upper limit of the predetermined range within which the internal combustion engine is permitted to operate. , the internal combustion engine is operated at its upper limit torque, and the insufficient drive torque is compensated for by one of the motors. Also, when the rotational speed of the output shaft is outside the range of rotational speed that the internal combustion engine can operate, one motor mainly obtains the required torque to a certain extent, and when the driving torque is insufficient, the other motor obtains the required torque. Make up for the lack of torque. Furthermore, when the required torque is below the lower limit of the internal combustion engine's allowable operating range, the internal combustion engine is operated at the lower limit torque, and the excess torque is used to operate one of the motors as a generator, generating electricity as a result of the generator being operated. The output is regenerated into batteries.

Therefore, a primary object of this invention is to provide an improved hybrid vehicle.

Another object of the invention is to provide an engine/electric hybrid vehicle equipped with an internal combustion engine and two motors/generators.

Still another object of the present invention is to provide a control system for an engine/electric hybrid vehicle that can minimize the fuel efficiency of an internal combustion engine.

Still another object of the invention is to:
It is an object of the present invention to provide a control device for an engine/electric hybrid vehicle that can achieve the best energy saving effect.

Still another object of the present invention is to provide a control system for an engine/electric hybrid vehicle that is most energy efficient under all driving conditions.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a graph showing an example of the fuel consumption characteristics of a certain kind of internal combustion engine (hereinafter simply referred to as engine) for explaining the principle of the present invention ^. rpm) and the vertical axis is the shaft torque (Kg・m)
I'm taking it. A graph representing such fuel consumption characteristics is well known as an equal fuel consumption curve.
The example shown in FIG. 1 shows, for example, a 1000 c.c. four-cylinder gasoline engine. In the example shown in Figure 1, this gasoline engine is
If the fuel consumption rate (gr/PS/h) is operated within the range of 210, the fuel consumption will be low, that is, the thermal efficiency will be the best. In this invention, the engine installed in a hybrid vehicle is determined based on the equal fuel efficiency curve as shown in FIG.
h) If the shaft rotational speed and required torque of the vehicle are within the following ranges, the vehicle will be driven only by the engine. The hybrid car is equipped with two motors, and when the car's shaft rotational speed is outside the engine's permissible rotational speed, one motor and the other motor are appropriately combined to obtain the required torque.
When the required torque of the vehicle is greater than or equal to the upper limit of the engine's permissible torque range, the engine and one of the motors are used as drive sources.

FIG. 2 is a graph for further explaining the principle of the invention, in which the horizontal axis represents the output shaft rotational speed of the vehicle, and the vertical axis represents the shaft torque. This second
The principle of the invention described above will be explained in more detail with reference to the drawings. That is, in FIG. 2, in a region (this is a part of the range in which the fuel efficiency ratio (gr/PS·h) in FIG. 1 is, for example, "220 to 230" or less), only the engine is set as its driving source. In this area, the fuel efficiency rate is 220 to 230 (gr/PS/h)
The upper limit line of the curve representing the throttle opening characteristics that passes through a part of the range below, that is, the throttle opening
This is the region defined by the 100% line and the 50% throttle opening line, and the upper limit Neu and lower limit Nel of the engine speed range that can be operated at that fuel efficiency rate.
This is the area defined by. This is when the required torque Tr of the vehicle is within this range.
Furthermore, this area also includes areas where the fuel efficiency rate is worse than 220 or 230 (gr/PS/h),
Furthermore, even if the fuel efficiency rate is below 220 to 230 (gr/PS/h), it may be out of this range. This is because the fuel efficiency curve and the throttle opening characteristic curve do not necessarily match, so a region with approximately better thermal efficiency was selected. Note that this Figure 2 and later-described Figures 8, 9, 10, and 10B are drawn in a more simplified manner than in Figure 1, and therefore, in a strict sense, these I would like to point out in advance that the drawings are not precise.

In the range shown in FIG. 2, at least one of the two motors/generators mounted on the hybrid vehicle is operated as a motor, and only the at least one motor is used as the drive source. The area is the required torque
Tr is a region where the motor torque of one motor exceeds the upper limit, and in this region, another motor is operated to compensate for the insufficient torque. Note that since the area is within the torque range obtained by this one motor, only that one motor is used as a drive source.

This region is a case where the required torque Tr exceeds the upper limit of the engine torque range allowed for operation in terms of fuel efficiency, but the shaft rotation speed of the vehicle is within the engine rotation speed range allowed. In such a case, the engine is controlled to operate at the upper limit of its permissible torque range, and the missing torque is compensated for by one of the two motors. In addition, area 3-1 and area 3
-2 are both included in the area, but area 3-
In No. 1, when the engine is stopped, the other motor is operated as a starter motor for starting the engine.

Furthermore, the region is a region in which the output shaft rotation speed of the vehicle is within the engine's permissible rotation speed range, and the required torque Tr is between the lower limit of the engine's permissible torque range and zero. In this region, the engine as its drive source is operated at the lower end of its permissible torque range, and one of the two motors/generators is operated as a generator to absorb the excess torque. let

Further, both the region and the region shown in FIG. 2 correspond to the case where the required torque is negative (-Tr). In the area, one of the two motors is operated as a generator to obtain its braking torque. However, there is a region where braking torque is insufficient if only one motor is operated as a generator, and in this case, the other motor is also operated as a generator to compensate for the insufficient braking torque. Note that when any motor/generator is operated as a generator, it can be considered that most of the generated output is regenerated into the battery. Therefore, as shown in Fig. 2, if control is performed specific to each mode, fuel consumption in the engine can be minimized and energy loss caused by the two motors/generators can be minimized. This results in an engine/electric hybrid vehicle that has the least amount of electricity.

FIGS. 3 to 7 are block diagrams showing one embodiment of the present invention. According to this embodiment, the engine/electric hybrid vehicle includes one engine 1 and first and second motor/generators 5 and 7. And these engines 1
and 22 motor/generators 5, 7,
Microprocessor or microcomputer 3
5.

The engine 1 has, for example, a constant fuel consumption curve as shown in FIG. 1, and is configured as, for example, a gasoline engine. The output shaft of the engine 1 is detachably connected to a first motor/generator 5 or a second motor/generator 7 via a transmission clutch mechanism 3 as a connecting means. This clutch mechanism 3 includes three clutches C ₁ , C ₂ and C ₃ . In this example, these clutches C ₁ , C ₂ and C ₃
is configured, for example, as an electromagnetic clutch, and is selectively disconnected or connected in response to a signal from a clutch control circuit 21, which will be described later. The second motor/generator 7 has a large time rating or continuous rating, while the first motor/generator 7 has a large time rating or continuous rating.
The motor/generator 5 is relatively small and rated for relatively short periods of time (eg, 3 minutes). The output shaft of the second motor/generator is connected to a wheel axle (not shown) and thus to a wheel via a transmission means such as a differential gear (not shown). In this way, the power train of the engine/electric hybrid vehicle of this embodiment is formed.

A rotation speed sensor 9 and a torque sensor 11 are connected to the output shaft of the engine 1 . Similarly, the second
A rotational speed sensor 13 and a torque sensor 15 are connected to the output shaft of the motor/generator 7 and thus of the vehicle. Note that these rotation speed sensors 9, 13 and torque sensors 11, 1
5 can be configured with various well-known mechanisms. In this embodiment, in particular, a configuration as shown in FIG. 11 is used, which will be explained in more detail later. Further, the engine 1 is, for example, a gasoline engine, and is connected to a throttle control 17 and an engine activation device 19. The throttle control 17 includes, for example, a butterfly valve for controlling the opening degree of a carburetor (not shown), and a servo motor or pulse motor for driving the butterfly valve. Further, the engine activation device 19 includes means for connecting a fuel line, an ignition system circuit such as an ignition system, and the like. Furthermore, a starter motor or the like may be connected to the engine 1 as a starting device. If engine 1 is a diesel engine, throttle control 1
7 includes a control device for a butterfly valve (not shown) that adjusts the amount of air sent into the engine cylinder and an injection pump (not shown) that adjusts the amount of fuel injection and pumps it into the cylinder. For example, a servo motor (not shown)
etc. are included. Similarly, engine activation device 1
If the engine 1 is a diesel engine, 9 includes means for connecting a fuel line, means for activating an injection pump, and the like. Further, although not shown, the engine 1 includes an engine temperature sensor for detecting the temperature of the engine, a hydraulic pressure sensor for detecting the hydraulic pressure of engine lubricating oil, and the like. These temperature sensors and oil pressure sensors are well known in conventional engine vehicles, and detailed explanation thereof will be omitted here.

The engine temperature sensor detects, for example, the temperature of water for cooling the engine, and when the temperature reaches, for example, 110° C., it determines that the engine 1 is overheating and derives the output ET. Further, the oil pressure sensor detects the pressure of the lubricating engine oil, and outputs a signal EO when the value becomes, for example, 2 kg/cm ² or less. Note that these signals ET and EO are given to a flag lamp drive circuit, which will be described later.

The first motor/generator 5 and the second motor/generator 7 each have a battery 2
When they are driven as a generator, the generated power is regenerated into the battery 23. The first motor/generator 5 is configured, for example, as a DC series motor/generator. Therefore, a motor current control 27 is inserted between the first motor/generator 5 and the battery 23 to control the motor current. This motor current control 27 is controlled by a signal which will be described later.
The amount of current flowing through the first motor/generator 5 is controlled based on the voltage fed back from the shunt resistor 25 in response to the MG ₁ C. On the other hand, the second motor/generator 7 is configured, for example, as a DC shunt motor/generator. Therefore, between the second motor/generator 7 and the battery 23, there is an armature current control 31 for controlling the current of an armature (not shown) included in the second motor/generator 7. , field current control 3 for controlling the current of the field coil (not shown)
5 is included. amateur current control 3
1 is the signal MG ₂ C, BF (M) and AP, which will be described later.
(M), the armature current Ia of the second motor/generator 7 is controlled based on the feedback voltage from the shunt resistor 29 inserted in the current path. The field current control 35 causes a current to flow through the field coil based on the feedback voltage from the shunt resistor 33 inserted in the current path in accordance with the rotational speed data N2 from the rotational speed sensor ₁₃ connected to the output shaft. Controls the amount of current.

Here, the field current of the second motor/generator 7 is controlled as follows according to its shaft rotation speed _N2 . That is, this field current control 34 provides a strong field current when the rotation speed N ₂ is below a predetermined value, for example 3000 rpm, and provides a weak field current when the rotation speed N 2 is above a certain predetermined value, for example 6000 rpm. Between them (3000 rpm to 6000 rpm) they give a field current inversely proportional to the rotational speed N ₂ .

Note that this second motor/generator 7 is
Compared to the first motor/generator 5, its time rating is larger, so in other words, the second motor/generator 7 is the main motor/generator.
The first motor/generator 5 acts as a secondary or auxiliary motor/generator. Therefore, this second motor/generator 7 is provided with a temperature sensor (not shown), and when the temperature of this second motor/generator 7 reaches a predetermined temperature or higher, for example, 120° C. or higher, the second motor/generator 7 Since the motor/generator 7 is overheating, it outputs a signal MT. Note that it is clear that the temperature at which this signal MT should be output varies depending on the insulating material used for the motor/generator.

Although not shown, the battery 23 also includes a voltage sensor for detecting the voltage level of the battery 23, a battery temperature sensor for detecting the temperature of the battery 23, and a battery temperature sensor for detecting the liquid level of the battery 23. This includes level sensors, etc. Each of these sensors is configured in a well-known manner. For example, when the voltage of the battery falls below 1.6V per unit cell, it is assumed that the battery is in an over-discharge state and outputs a signal BVL. When the voltage exceeds 2.5V, it indicates an overcharge state and outputs a signal BVH. Further, the temperature sensor detects the temperature of the electrolytic solution stored in the container (not shown) of the battery 23 or the equivalent temperature of the side surface of the container, and detects the temperature, for example, 60°C.
When the value is higher than that, the signal BT is output. This signal BT
This output means that the battery 23 is overheated and will no longer be able to charge any more power. In addition, the liquid level sensor is made up of something like a float sensor, and outputs a signal BW when the electrolyte stored in the battery tank falls below the upper end of the electrode plate placed in it. do. Note that the liquid level at which this signal BW is output may be set so that it is output when the liquid level drops to a level slightly above the top edge of the electrode plate, but it is not output even if the liquid level falls below the top edge of the electrode plate. There's nothing I won't do.

The clutch control 21 receives a signal c, which will be described later.
When 1, c2 and c3 are input, the corresponding clutches C ₁ , C ₂ and C ₃ are connected. The clutch control 21 can also control the clutch _C1 included in the clutch mechanism 3 using the signal EC(M).

Furthermore, the above-mentioned throttle control 17
controls a servo motor, for example, in order to control the carburetor opening degree, in response to a signal EC or AP (E), which will be described later. Then, in the engine activation device 19, a signal ES or EC, which will be described later, is activated.
When (M) is applied, connect the fuel line or activate the ignition system circuit as described above.

Here, with reference to FIGS. 11 and 12,
The rotation speed sensors 9, 13 and torque sensors 11, 15 described above will be explained. This 11th
In the example shown in the figure, the rotation speed sensor and the torque sensor are configured as one device. This rotation/torque detection mechanism consists of shafts SH ₁ and SH ₂ and
It includes a torsion bar TB that connects SH ₁ and SH ₂ . Metal gears G ₁ and G ₂ are fixed to both ends of this torsion rod TB so that they can rotate together. Note that the shaft SH ₁ is directly connected to the output shaft of the engine 1 or the second motor/generator 7, and the shaft SH ₂ is connected to the clutch mechanism 3 or a differential gear (not shown). Magnetic sensors MS ₁ and MS ₂ including, for example, magnetoresistive elements are provided near the rotational periphery of the two metal gears E ₁ and E ₂ . this sensor
MS ₁ and MS ₂ output AC signal waveforms as shown in FIG. 12 in accordance with the rotation of gears E ₁ and E ₂ , respectively. Furthermore, these magnetic sensors MS ₁ ,
The detailed configuration of MS ₂ is well known in the technical field of rotation detection, and detailed explanation thereof will be omitted here. And two magnetic sensors
Each output from MS ₁ and MS ₂ is sent to a phase comparator.
Given to PC. In addition, one magnetic sensor MS ₁
The AC signal output from the magnetic sensor MS ₂ (this may be the other magnetic sensor MS 2) is pulsed by the waveform shaping circuit WS and then given to the pulse counter CNT. The phase comparator PC detects the torsional force, that is, the shaft torque, acting on the torsion rod TB based on the phase difference φ between the two AC signals shown in FIG. 12, and derives the torque data T. Further, the pulse counter CNT counts the number of pulses, processes them using a predetermined constant, and derives data N of the shaft rotation speed. If such a rotation/torque detection mechanism is connected to the output shaft of the engine 1, torque data T ₁ will be derived from the phase comparator PC, and rotation speed data N ₁ will be derived from the counter CNT. become. In the same way,
If this mechanism is connected to the output shaft of the second motor/generator 7, torque data _T2 will be derived from the phase comparator PC, and rotational speed data _N2 will be derived from the counter CNT.

As is well known, the microcomputer 35
It includes a ROM 351, a RAM 352, and an arithmetic logic unit 353. This microcomputer 35 has input interfaces 37, 39,
41, 43, 53, 55, 57 and 59 are provided, and further output ports 47, 49, 51, 6
1, 63 and 65 are provided. The interface 37 receives engine speed data N ₁ (which is derived as an analog voltage) from the engine speed sensor 9 and transmits it to the microcomputer 35 .
give to Similarly, the interface 39 receives rotation speed data N ₂ (analog voltage) from the output shaft rotation speed sensor 13 and provides it to the computer 35 . Interfaces 41 and 43 respectively provide torque data T ₁ (analog voltage) from the engine shaft torque sensor 11, torque data T ₁ (analog voltage) from the output shaft torque sensor 15, and torque data from the output shaft torque sensor 15. T ₂ (analog voltage) and feeds them to the computer 35. Furthermore, the input interface 53 is connected to a flag control circuit 7, which will be described later.
9 (FIG. 7) (signal FG(O) of high level or logic 1 or low level or logic 0 for each signal) and supplies it to the microcomputer 35. In addition, (O)
Note that in the following description, it means a signal in auto mode. Similarly,
(M) means a signal in manual mode. Furthermore, (E) is a manual mode and means a signal when the engine mode is selected. The interface 55 receives a signal AP(O) (which is given as an analog voltage) from a switching circuit 77, which will be described later. voltage) and apply it to the microcomputer 35, respectively. The clutch control 21 (Figure 3) includes:
When the clutch _C2 included in the clutch mechanism 3 is actuated, that is, when it is in the connected state, it includes means (for example, a micro switch etc.) for deriving a signal c2 indicating this, and the signal
C ₂ is given to the microcomputer 35 via the interface 59 as a binary signal.

Output port 47 outputs a signal MG ₁ C for controlling motor current control 27 for first motor/generator 5 . this signal
MG ₁ C is derived as an analog voltage. Therefore, the motor current control 27, for example constituted by a well-known thyristor switch,
Depending on the analog voltage, the conduction angle of the thyristor is changed, thereby controlling the current flowing through the first motor/generator 5. The output port 49 also derives a signal MG ₂ C for controlling the armature current control 31 for the second motor/generator 7. This signal _MG2C
is similarly derived as an analog voltage. Therefore, the amateur current control 31, which consists of a well-known thyristor chopper,
Second motor/generator 7 according to MG ₂ C
The current flowing through the armature (not shown) is controlled. Further, output port 51 provides signal EC to throttle control 17. This signal EC
is given as an analog voltage, so a servo motor (not shown) included in the throttle control 17 controls the opening degree TP of the carburetor (not shown) based on the voltage signal EC. Output port 61 then derives clutch signals c1, c2 and c3. This signal c
1, c2 and c3 are each derived as a binary signal and applied to the clutch control 21. Therefore, this clutch control 2
1, when the signals c1, c2 and c3 are applied at high level or logic 1 from this output port 61, the corresponding clutches C ₁ , C ₂ and C ₃ included in the clutch mechanism 3 are connected, and these When signals c1, c2 and c3 are applied at a low level or logic 0, the corresponding clutch is disengaged. In addition, the output port 63 has a signal
Output ENO. This signal ENO is determined in the microcomputer 35 and is derived when the engine cannot be brought into operation, and is derived as a binary signal. That is, when some kind of failure occurs in the engine 1, the microcomputer 35 outputs a signal ENO to prevent the engine from operating, and provides it to a flag control 79, which will be described later. Furthermore, output port 65 derives signal ES. this signal
ES is given to engine activation device 19 as a binary signal. Therefore, this activation device 1
9, this signal ES is high level or logic 1.
When the signal ES is given at a low level or logic 0, it enables the fuel lines and ignition system of the engine 1, and when the signal ES is given at a low level or logic 0, it disables them.

The microcomputer 35 further refers to a data table 45 in order to output signals for controlling the engine 1 and motor/generators 5 and 7 together with various parameters. This data table 45 includes a ROM composed of semiconductor elements, matrix circuits, and the like. Note that this data table 45 will be explained in more detail later with reference to related drawings.

In FIG. 5, this engine/electric hybrid vehicle includes an accelerator pedal 67a and a brake pedal 69b. Accelerator pedal 67a is connected to accelerator circuit 67. The accelerator circuit 67 includes a potentiometer for generating a voltage according to the amount of depression or opening of the accelerator pedal 67a, that is, the amount of displacement. A voltage signal AP indicating this is output. On the other hand, the brake pedal 69b is connected to the brake circuit 69. This brake circuit 69 includes, for example, a hydraulic circuit for obtaining braking force, a pressure sensor for the hydraulic circuit, and the like, and this brake pedal 6
It includes, for example, a piezoelectric element for generating a voltage according to the pedal force 9b, that is, the pressure of the brake hydraulic circuit. In addition to the potentiometer, the brake circuit 69 includes a constant voltage element for making the voltage constant or saturated at a certain level. Therefore, this circuit 69 outputs a voltage signal BF corresponding to the depression force on the brake pedal 69b.

Car dart board (not shown) in this example
On the instrument panel (not shown),
A switch 7 with an indicator lamp as shown in FIG. 6A.
1, 73, 73e, 73m and 75, and display lamps 71e, 71m and 71g are provided.
The switch 71 is a switch for selectively setting a so-called automatic control mode in which the engine 1, motor/generator 5, and 7 are controlled by the computer 35, and the switch 73 is a switch for selectively setting the engine 1, motor/generator 5, and 7. 7 is for selectively setting a so-called manual control mode in which the control mode is manually operated without using the computer 35, and when either setting is set, the built-in lamp lights up. Display lamps 71e, 71m
and 71g are used to indicate that the engine, motor, and generator are inoperable, respectively. That is, if the lamp 71e is lit, it means that the engine 1 cannot be operated. Further, if the lamp 71m is lit, it means that the first and second motor/generators 5 and 7 cannot be operated in the motor mode. Furthermore, lamp 7
If 1g is lit, the first and second motors/
This means that generators 5 and 7 cannot be operated in generator mode. When the manual switch 73 is selected, the engine mode or motor mode is further selected by the switch 73e or 73m. That is, when the switch 73 is operated and the switch 73e is operated, the engine 1 simply operates the accelerator circuit 67 (fifth
It is operated only by the signal AP from Figure). Also, if the switch 73 is operated and the switch 73m
is operated, only the second motor/generator 7 is allowed to operate, and its armature current is dependent on the signal AP from the accelerator circuit 67 or the signal BF from the brake circuit 69, regardless of the signal from the computer 35. It is only controlled by
For switching between the auto mode and manual mode, a switching circuit 77 as shown in FIG. 6B is provided.

In FIG. 6B, the switching circuit 77 includes switches 71, 73, 73e, 73 shown in FIG. 6A above.
m contacts. And as an input signal,
It receives the voltage signal AP from the accelerator circuit 67 and the voltage signal BF from the brake circuit 69 shown in FIG. 5 above. Then, switch 71 shown in FIG. 6A
When operating these input signals
AP and BF are respectively output from this circuit 77 via auto mode contacts as voltage signals AP(O),
It is derived as BF(O). And this signal
AP(O) and BF(O) are provided to interfaces 55 and 57 of the computer 35, respectively. Further, when the switch 73 shown in FIG. 6A is operated, the voltage signal BF is transferred from this switching circuit 77 through the manual mode contact.
(M). This signal BF(M) is
As previously explained, the amateur current control 31 is provided. Further, in FIG. 6A, when the switches 73 and 73e are operated, the signal AP is transmitted to the switching circuit 7 through the manual mode contact and the engine mode contact.
7 is derived as signal AP(E), which signal AP(E) is applied to throttle control 17 as explained above. Further, in FIG. 6A, when the switches 73 and 73m are operated, this signal AP is derived as a signal AP (M) from this switching circuit 77 via the manual mode contact and the motor mode contact. Ru. This signal AP(M) is given to the amateur current control 31 mentioned above. Note that this switching circuit 7
From 7 onwards, in FIG. 6A, switch 7
3 and 73e, a voltage signal EC(M) is derived via the engine mode contact. This signal EC (M) is the engine activation device 1
given to 9. That is, in both the manual mode and the engine mode, a special signal is required to activate the activation device 19 of the engine 1, and such a signal is used as the EC(M). The configuration is such that it is derived from the circuit 77.

FIG. 7 shows each display lamp 71e shown in FIG. 6A,
Drive circuits 79e and 79 for 71m and 71g
A flag control 79 is shown containing m, 79g. That is, drive circuits 79e, 79m and 7
When a signal is output from 9g, the corresponding lamp 7
1e, 71m, and 71g are displayed by lighting, respectively. This indicates that the corresponding mode cannot currently be operated. Note that these drive circuits 79e, 79m, 79
As described above, the signal from g is given to the interface 53 as a flag signal. The drive circuit 79e includes, for example, an OR circuit, and receives the signal ENO from the output port 63 (FIG. 4).
, the signal ET given from engine 1, and the signal
Receives FL and further signal A. The signal ENO is a signal indicating that the engine cannot be operated in auto mode, and the signal ET is a signal indicating that the engine temperature has reached a predetermined value or higher.
The signal FL is a signal indicating that the fuel level has fallen below a predetermined value. Note that the remaining amount of fuel at which this signal FL will be obtained varies depending on the shape of the fuel tank (not shown), etc., but when the remaining fuel is, for example, 5 liters or less, it will be detected as a high level. All you have to do is make it output. Further, the signal A is the AND of the signal _N1 from the engine rotation speed sensor 9 and the signal EO from the engine 1. That is, this signal A is a signal that is output as a high level when the shaft rotation speed of the engine 1 is high, but when the engine lubrication oil pressure is below a predetermined value. Further, the drive circuit 79m receives signals MT, BVL, and BW. The signal MT is a signal indicating that the temperature of the second motor/generator 2 has exceeded a predetermined value, the signal BVL is a signal indicating that the battery 23 has become over-discharged, and the signal BW is a signal indicating that the battery 23 has reached an over-discharge state. This is a signal indicating that the liquid level of No. 23 has reached a predetermined value or less, and each signal is output as a high level. And this circuit 79m
includes an OR circuit or the like to derive a high level output in response to any of these signals. Further, the drive circuit 79g outputs signals BT, BVH.
and undergo BW. The signal BT is output as a high level when the temperature of the battery 23 reaches a predetermined level or higher, and the signal BVH is output as a high level when the battery 23 is in an overcharged state. Furthermore, the signal
BW is similar to the previous one. Then, when there is any of these signals, this circuit 79g
It includes, for example, an OR circuit so as to derive a high level as its output.

A plurality of tables are set in the data table 45 based on the graphs shown in FIG. 2 and FIGS. 8 to 10. Such a data table 45 includes information on the two motors used.
Information related to unique control amount data is set according to the characteristics of the generators 5 and 7, the engine 1, and the like. Here, as the data related to FIG. 2, data on the output shaft rotation speed of the vehicle and the required torque determined thereby are set according to FIG.

FIG. 8 is a graph showing an example of the characteristics of the motor torque Tm ₁ and the generator torque Tg ₁ with respect to the rotational speed of the first motor/generator 5. FIG. When this first motor/generator 5 is set to the motor mode, when the maximum motor control data given from the computer 35 to the output port 47 is, for example, 4V, the motor torque Tm ₁ is set to the upper limit Tmu ₁
It is specified that Therefore, in the graph for motor current control 27 in FIG.
When the input signal voltage MG ₁ C is for example 4V, this first motor/generator 5 will be operated at an upper limit of the motor torque Tmu ₁ . Also, this first
When setting the motor/generator 5 to the generator mode, when the maximum pressure value is preset in the hydraulic brake system included in the brake circuit 69, the maximum value of the generator control data given from the computer 35 to its output port 47 is set. For example, if it is -4V, then the generator torque Tg ₁ is defined as its upper limit Tgu ₁ . Therefore, the motor current control 27 shown in FIG.
In the graph at, when the input signal voltage MG ₁ C is, for example, −4V, this first motor/generator 5 will be operated at the upper limit of the generator torque Tgu ₁ . In the data table 45,
In response to a request from the computer 35, the computer 35 transmits the control amount voltage (or data representing it) necessary to obtain such torques Tm ₁ and Tg ₁ .
Give to 5.

FIG. 9 is a graph showing an example of the characteristics of motor torque Tm ₂ and generator torque Tg ₂ with respect to the rotational speed of the second motor/generator 5. FIG. When this second motor/generator 7 is set to the motor mode, when the maximum motor control data given from the computer 35 to its output port 49 is, for example, 4V, the motor torque Tm ₂ is defined as its upper limit Tmu ₂ . . Therefore, in the graph of the amateur current control 31 shown in FIG. 3, the voltage signal MG ₂ C applied thereto is +
At 4V, this control 31 provides the armature current Ia necessary to operate the second motor/generator 7 at its upper limit torque Tmu ₂ . In addition, when the second motor/generator 7 is set to the generator mode, the brake circuit 6
When the maximum pressure value is preset in the hydraulic brake system included in 9, and the generator control data given from the computer 35 to its output port 49 is set to a maximum of -4V, for example, the generator torque Tg is its upper limit Tgu ₂ It is defined as. Therefore, in the graph of amateur current control 31 shown in FIG. 3, when input signal voltage MG ₂ C is, for example, -4V, this second motor/generator 7 is operated at upper limit Tgu ₂ of generator torque. Will. The data table 45 provides the computer 35 with the control amount voltage (or data representing it) necessary to obtain such torques Tm ₂ and Tg ₂ in response to a request from the computer 35 .

Figure 10 shows the torque relative to the rotational speed of engine 1.
It is a graph showing an example of the characteristics of Te. In particular, FIG. 10B is a graph showing a necessary portion of FIG. 10A in an enlarged manner. In this example, engine 1
The permissible torque range is determined by the throttle opening controlled by the throttle control 17.
It is defined that when it is 100%, it is the upper limit Teu, and when it is 50%, it is the lower limit Tel. Therefore, in this embodiment, the range of engine torque Te that is permissible for operation is from the lower limit Nel of the rotation speed to the upper limit Neu, and from the lower limit Tel of the torque to the upper limit.
Until Teu. Therefore, in the throttle control 17 shown in FIG.
When the voltage signal E _C applied from the output port 51 of the
For example, when EC is 2V, set the throttle opening to 50
Drive the servo motor to make it %. In addition,
As mentioned above, the range from the lower limit Tel to the upper limit Teu of engine torque almost includes the fuel efficiency rate in Figure 1, for example, 220gr/PS.h, but as mentioned above, there are some cases where the fuel efficiency rate is lower than that. Also includes the area of This is because the lower limit of the throttle opening was set at 50% to simplify control. In the data table 45, in response to a request from the computer 35, the control amount voltage (or the control amount voltage representing the data) is provided to the computer 35.

The configuration of the preferred embodiment of the present invention has been described above, and its operation will be described below along with the flow diagrams shown in FIGS. 13 to 19.

First, operations in auto mode will be explained. In auto mode, first,
In the first step 101, the computer 35
Each interface 37, 39, 4 shown in FIG.
1, 43, 55 and 57, the respective data N ₁ , N ₂ , T ₁ , T ₂ , AP(O) and BF(O)
Read. That is, the interface 37 gives the shaft rotation speed N ₁ of the engine 1, and the interface 39 gives the shaft rotation speed N ₂ of the second motor/generator 7. In addition, the shaft torque of the engine 1 is output from the interface 41.
T ₁ is given, and the shaft torque T ₂ of the second motor/generator 7 is given from the interface 43 . Furthermore, from the interface 55,
A voltage AP(O) corresponding to the amount of depression of the accelerator pedal 67a (FIG. 5) is applied, and a voltage BF(O) corresponding to the depression force of the brake pedal 69b (FIG. 5) is applied from the interface 57.

Then, the computer 35 performs the following steps.
In 102, based on this read data,
With reference to the data table 45, the required torque Tr required for this hybrid vehicle at that time is determined. That is, the voltage signal AP(O) or BF
(O), read out the required torque Tr. For example, if the accelerator pedal 67a is fully depressed, the accelerator circuit 67 should output a voltage signal AP(O) of +4V, for example, representing the maximum depression state.
Then, the computer 35 outputs the maximum voltage (+
4V) signal AP(O) is input, it is determined that it is in the state of full acceleration as shown in Figure 2, and the output shaft rotation speed of the car at that time (in this case, the second motor/generator) is input. (equal to the shaft rotation speed)
Read the required torque Tr in relation to _N2 . That is, the data of the required torque Tr at a certain point (determined by the rotational speed _N2 ) on the line indicating the total acceleration in FIG. 2 is read out. That is, the computer 35 reads data on the required torque Tr from a point on a line determined by the voltage, depending on the magnitude of the obtained voltage signal AP(O).
In addition, the required torque is determined based on the voltage signal BF(O).
The same applies when obtaining data on Tr. In this way, after the computer 35 obtains the data on the required torque Tr in step 102, the computer 35 further refers to the data table 45 again and calculates the output shaft rotation speed of the vehicle at that time.
The upper limit Tmu 2 of the motor torque of the second motor/generator 7 and the upper limit _{−Tgu 2 of} the generator torque determined by N ₂ are determined. That is, in FIG. 9, the upper limit Tmu ₂ of the motor torque and the upper limit -Tgu ₂ of the generator torque determined by the rotational speed N ₂ are read out. Furthermore, the computer 35
In the following step 104, the controller refers to the data table 45 and reads out the upper limit Teu and lower limit Tel of the engine torque at that time based on the data of the shaft rotational speed _N1 of the engine 1 at that time. That is, in FIG. 10, the upper limit Teu and lower limit Tel of engine torque determined by the rotational speed _N1 are read out. Note that the computer 35 first reads signals indicating the status of each flag from the interface 53. That is, a signal from the flag control 79 shown in FIG. 7 is given to the computer 35 via the interface 53. For example, if the engine cannot be operated at that time, the drive circuit 79e will output a high level or logic 1 signal that lights up the lamp 71e (FIG. 6A). Then, in the following steps 105 to 108, the computer 35 determines the status of each flag, that is, the engine flag, motor flag, and generator flag, based on the signals from the above-mentioned interface 53, and determines whether the current operation is possible. Determine the mode.

That is, in step 105, the computer 35 first determines whether or not the engine flag is set. That is, the drive circuit 79e
The signal from (Figure 7) is high level or logic 1
Determine whether or not. In this step 105, if it is determined as “YES”, the drive circuit 79
e, at least one of the signals ENO, A, ET, FL
In this case, the engine 1 cannot be operated, so naturally it can only be operated in the motor mode or the generator mode.

A determination of "NO" in the previous step 105 indicates that the engine is ready for operation at that time, and the computer 35 determines in the following step 106 whether or not the motor flag is set. do. That is, it is determined whether the signal from the drive circuit 79m is at a high level or logic 1. When it is determined as "YES" in this step 106, at least one of the signals MT, BVL and BW is input to the drive circuit 79m, which means that the drive circuit 79m cannot operate in the motor mode. Therefore, the computer 35 subsequently determines in step 107 whether or not the generator flag is set. That is, it is determined whether the signal from the drive circuit 79g is at a high level or logic 1. “YES” in this judgment step 107 means that the drive circuit 7
At least one of the signals BT, BVH, and BW is input to 9g, which means that the generator cannot operate in the generator mode. Therefore, if "YES" is determined in this step 107, it means that operation is possible only with the remaining engine 1. Further, a "NO" result in the determination step 107 means that the engine mode and/or the generator mode can be operated except for the motor mode.

A determination of "NO" in the previous determination step 106 means that at least the engine mode and/or motor mode can be operated, and the computer 35 further sets the generator flag in the subsequent step 108. It is determined whether or not it is set (similar to step 107). And this step
When determining “YES” in 108,
With the exception of the generator mode, it is possible to operate in the remaining engine and/or motor modes. Conversely, a "NO" determination in step 108 means that all modes of operation are possible.

In this way, the microcomputer 35
determines which mode is currently available for operation in the state where the switch 71 shown in FIG. 6A is operated, that is, in the auto mode. If it is determined that it is possible to operate in engine mode, motor mode, and generator mode, “E+M+
Go to the next step with "G". If it is determined that the motor mode or engine mode is operable, move to the next step with "M+G". If it is determined that the motor mode or generator mode is not operable, If it is determined that only the motor mode cannot be operated, it will proceed to the step that follows with "E+G".Then, if it is determined that only the motor mode cannot be operated, it will proceed to the step that follows with "E+G". If it is determined, the process moves to the next step with "E+M".Each of these cases will be explained below.

First, with reference to FIGS. 14 and 15A to 15D, the most general state, that is, the case where operation is possible in all modes will be described. In this case, the microcomputer 35 first
In the first step 111, the previous step
It is determined whether the required torque Tr found in step 102 is positive. That is, it is determined whether the required torque is a driving torque or a control torque.
Note that positive torque means driving torque, and negative torque means braking torque. If "YES" in step 111, it means that the required torque Tr is positive, and the computer 35 subsequently determines in step 112,
Car output shaft rotation speed N ₂ (in this case the second motor/
It is determined whether the rotational speed (same as the shaft rotational speed of the generator 7) is within a predetermined rotational speed range for the engine 1 as shown in FIG. 10, that is, from Nel to Neu. This step 112
The reason for this is that if the output shaft rotation speed N ₂ is within the rotation speed range allowed for the engine 1, the engine should be actively operated, and when determining "NO" in step 112, for example Second
This means an area other than the area of the graph shown in the figure. Moreover, in this case, the required torque Tr is positive, so the operating range at this time is . So, the following steps
In 113, the required torque Tr is
It is determined whether the upper limit Tmu ₂ of the motor torque of the second motor/generator 7 determined in step 103 is exceeded. In other words, determining "YES" in step 113 means that the operating state in the region shown in Figure 2 is required, and determining "NO" means that the operating state in the region shown in Figure 2 is required. is required.

Furthermore, determining "YES" in the previous step 112 means that the output shaft rotation speed of the vehicle is within the rotation speed range that allows the engine 1 to operate. At 114, further step
Shaft rotation speed of engine 1 read at 101 N ₁
is within its allowed range, i.e. from Nel to Neu
Determine whether it is within the range. This step
"YES" in step 114 indicates that the engine 1 is actually being operated within an allowable range. Therefore, in the subsequent step 115, the computer 35 determines that the required torque Tr at this time is the same as that in the previous step.
It is determined whether the engine torque exceeds the upper limit Teu determined in step 104. That is, in this judgment step 115, it is judged whether it is, for example, the area shown in FIG. 2 or the area. Therefore, this step 115
When it is judged as "YES", it is a case where operation in the area is required. vice versa,
When it is determined "NO" in this step 115, the computer 35 further determines whether the required torque Tr is within the torque range within which the engine 1 is allowed to operate, that is, the engine torque. From the lower limit Tel to the upper limit
Determine whether it is within the range up to Teu. That is, in this step 116, it is determined whether the currently requested operation is in the range shown in FIG. 2 or the range shown in FIG. Therefore this step
When the determination in step 116 is "YES", it is understood that the operating state in the region is requested. On the other hand, when the determination in step 116 is "NO", it is understood that operation in the area is required.

When determining "NO" in the previous determination step 114, the engine 1 is in an idling state at that time even though the rotation speed _N2 of the output shaft of the vehicle is within the rotation speed range allowed for the engine. or it means that it is in a stopped state. Therefore, in the following step 117, the computer 35 determines whether the required torque Tr exceeds the upper limit Tmu ₂ of the motor torque of the second motor/generator 7. Note that the judgment in this judgment step 117 is necessary for the following reasons.
That is, depending on whether the engine 1 is in an idling state or a stopped state, the first motor/generator 5
must be used to start the engine 1 when necessary. Therefore, in such a case, the driving torque can only be obtained by the second motor/generator 7.
It is determined whether the required torque Tr exceeds the upper limit Tmu ₂ of the motor torque of the second motor/generator 7. And this step 117
``YES'' means, for example, that the area is 3-1 in Figure 2, and conversely, ``NO'' means that operation in the 3-2 area is required. There is no other way than that.

Furthermore, in the first judgment step 111,
“NO” means that the required torque Tr at that time is negative. That is, it can be seen that the required torque Tr requested at that time is as a braking torque. Therefore, the computer 35 performs the following steps.
At 118, it is determined whether the negative required torque -Tr exceeds the upper limit of the generator torque of the second motor/generator _-Tgu2 . In other words, in this step 118, it is determined whether the required braking torque can be provided by the second motor/generator 7 alone, or whether additional generator torque from the first motor/generator 5 is required. . Therefore, a "YES" determination at step 118 means that, for example, operation in the area shown in FIG. This means that operation in the area is required.

In this way, it is determined which of the regions shown in FIG. 2, for example, the currently requested operating state is in. Below, the aspects of control for operation in each area are described in Section 15A.
This will be explained with reference to FIGS. 15D to 15D.

First, referring to FIG.
This is a case where the desired torque Tr is to be obtained by the combination of the generator 7 and the first motor/generator 5. In this case, the computer 35 first determines from the interface 59 and therefore the clutch control 21 whether the clutch _C2 included in the clutch mechanism 3 is in the engaged state. (Step 201). This judgment step 201 is necessary for the following reasons. That is, when this clutch _C2 is not in the connected state, commands cannot be directly given to the first and second motor/generators 5 and 7. This is because the first motor/generator 5 is not necessarily in the operating state in the previous control state, and if this first motor/generator 5 is not in the operating state, the first motor/generator 5 that is currently rotating at N ₂ This is because if the first motor/generator 5 is directly connected to the second motor/generator 7, the clutch _C2 may be destroyed. In addition, in such a situation, if clutch _C2 is connected as is, it will cause a shock to the driving of the vehicle and cause a problem in the feeling of the driver's vehicle. Therefore, when operating in this region, it is first determined whether the clutch _C2 connecting the first and second motor/generators 5 and 7 is in the connected state. If it is connected, that is, this step 201
If the determination is "YES" in step 202, the computer 35 applies the command "2220" to the respective corresponding output ports.
Note that such commands are shown in the attached table. That is, the first character is the command for the output port 61, and the second character is the command for the output port 61.
The character in the digit is a command for the output port 47, the character in the third digit is a command for the output port 49, and the character in the fourth digit is a command for the output port 51.
Note that for such commands, the previous command is held until the next command is output. Therefore, in this step 202, the computer 35 connects the clutch C ₂ to the output port 61.
Outputs a command that only concatenates. Therefore, from the output port 61 only the signal C ₂ is derived as a high level or logic 1, and the clutch control 21 accordingly brings only the clutch C ₂ included in the clutch mechanism 3 into the engaged state. Also,
The computer 35 gives a command to its output port 49 to operate the second motor/generator 7 in motor mode at its upper limit Tmu ₂ of motor torque. Therefore, from the output port 49, the voltage signal MG ₂ C for operating the second motor/generator 7 at the upper limit Tmu ₂ of its motor torque is set to its maximum value, for example, 4V.
It is given to the amateur current control 31. Therefore, in the amateur current control 31,
battery 23 to second motor/generator 7
The current to the armature (not shown) is controlled so that it is large enough to obtain the upper limit Tmu ₂ of the torque. At this time, since a voltage signal proportional to the magnitude of the armature current Ia from the shunt resistor 29 is fed back to the armature current control 31, the armature current control 31 always controls the necessary armature current Ia. Flow. The field current of the second motor/generator at this time is automatically controlled by the output shaft rotation speed _N2 at that time.

That is, if the required torque Tr exceeds the upper limit Tmu ₂ of motor torque, first the second motor/generator 7 is
Driving with Tmu ₂ . And computer 35
is the motor torque Tm ₁ of the first motor/generator 5 with respect to the output port 47 as “Tr−Tmu ₂
+(Tr-T ₂ )'' to operate in the motor mode. Therefore, from the output port 47, a command is given such that the first motor/generator 5 is set to the motor torque Tm ₁ as described above. Therefore, the motor current control ₂₇ controls the motor current from the battery 23 and sets the motor torque of this first motor/generator 5 to that value. At this time, feedback is applied from the shaft resistor 25 to the armature current control 3.
It is the same as 1. In addition, here, the required torque Tr
The reason why the difference between the output shaft torque T 2 and the output shaft torque T ₂ is added is to perform correction based on the difference between the actual output shaft torque, that is, the torque T ₂ detected by the torque sensor 15 (the same applies hereinafter). Furthermore, this step 202
In the computer 35, the output port 51
No commands are given to . Accordingly, the signal voltage EC from this output port 51 is 0V
Therefore, the throttle control 17
Now, try to minimize the throttle opening (carburetor opening).

Note that in the previous judgment step 201, “NO”
When it is determined that the clutch _C2 is not in the engaged state, first, in the following step 203, the computer 35 outputs the command "0220". That is, for the output port 61,
Without giving any command, a command is given to the output port 47 so that the motor torque Tm ₁ of the first motor/generator 5 becomes "Tr-Tmu ₂ +(Tr-T ₂ )". Note that this command is the same as the previous command except that there is no command for the output port 61, so a description of the operation for this command will be omitted. In the following step 204, the computer 35 sets a timer for a certain period of time _t1 in a predetermined area (not shown) of the RAM ₃₅₂ . This is step 203
This is the time t ₁ required for the rotation of the first motor/generator 5 to increase in response to the command given in step 1 and to bring the clutch C ₂ into the connectable state. Since this time t ₁ is uniquely determined by the characteristics of the first motor/generator 5, it is important to check whether the shaft rotation speed has increased to the point where the clutch C ₂ can be engaged. There is no need to check.
Then, the time t ₁ set by this timer is 1, for example.
After 1 to 2 seconds have elapsed, the computer 35
The timer is reset and the process moves to the previous step 202 (steps 205, 206).

Next, the case of operation in the region shown in FIG. 2 will be explained. In this case, the computer 35 outputs the command "0010" in step 207 shown in FIG. 15B. That is, no commands are given to the output ports 61 and 47, and the second motor/generator 7 is sent to the output port 49 so that its motor torque Tm ₂ is "Tr+(Tr-T ₂ )". Give a command such as Then, no command is given to the output port 51. Therefore, in this region, the voltage signal MG ₂ C from the output port 49 is
As the voltage signal necessary to operate the motor/generator 7 with such a motor torque Tm ₂ ,
It is given to the amateur current control 31.

Next, in the case of operation in the region of FIG. 2, the computer 35 outputs the command "1032" at step 208 shown in FIG. 15B. That is, in the case of this area, the computer 35
gives a command to the output port 61 to connect only the clutch _C1 , and does not give any command to the output port 47. Furthermore, the computer 35 gives a command to the output port 49 to operate the second motor/generator 7 so that the motor torque Tm ₂ becomes "Tr-Teu+(Tr-T ₂ )". The output port 51 is connected to the upper limit of the torque of the engine 1.
Give commands to drive with Teu. Accordingly, the output port 61 provides a signal c ₁ to the clutch control 21, so that only the clutch C ₁ included in the clutch mechanism 3 is brought into the engaged state. Further, from the output port 49, a voltage signal MG ₂ C is applied to the armature current control 31 for causing the armature current necessary to obtain the above-mentioned motor torque Tm ₂ to flow. At the same time, the maximum voltage signal EC, for example 4V, is applied from the output port 51 to the throttle control 17 in order to maximize the throttle opening (carburetor opening). Therefore, the throttle control 17 maximizes the carburetor opening, and accordingly the engine 1 is operated at its upper limit Teu of engine torque.

When driving in the area shown in Figure 2,
The computer 35 performs the steps shown in FIG. 15B.
At 209, the command “1001” is output. That is, at this time, the computer 35 gives a command to the output port 61 to connect only the clutch _C1 , and outputs the output port 4.
No commands are given to 7 and 49. This is because in this region, the necessary torque Tr can be obtained only by the engine 1. Therefore, the computer 35 determines that the engine torque Te of the engine 1 is “Tr” with respect to the output port 51.
+(Tr−T ₂ )” is given.Therefore, from this output port 51, the voltage signal EC to make the throttle opening necessary to obtain such engine torque Te is as follows. is applied to the throttle control 17.

Furthermore, in the case of operation in the region shown in FIG. 2, the computer 35 outputs the command "1083" at step 210 shown in FIG. 15B. That is, in this case, the computer 35 connects the clutch to the output port 61.
A command such as connecting only C ₁ is output, no command is given to the output port 47, and the second motor/generator 7 is connected to the output port 49.
is set as generator mode, and furthermore, its generator torque −Tg ₂ is “−[(Tel−Tr)+(T ₂ −
Tr)]". Furthermore, a command is given to the output port 51 so that the engine 1 is operated at the lower limit Tel of the engine torque. Accordingly, the clutch mechanism 3
At this point, only clutch _C1 is connected. At the same time, from the output port 49, a voltage signal _MG2C such that the generator torque _-Tg2 becomes such a torque is sent to the amateur current control 31.
give to Therefore, this armature current control 31 is connected to the second motor/generator 7.
is operated in generator mode, the power generation output at that time is controlled, and the above-mentioned generator torque -
Control to obtain Tg ₂ . Then, from the output port 51, the engine 1 is connected to its lower limit of torque Tel.
For example, a voltage signal EC of 2V is output so that the motor operates at 2V. Depending on the throttle control 17
sets its throttle opening to approximately 50%, and therefore engine 1 is operated at its lower limit of torque Tel.

Furthermore, when operating in the region shown in FIG. 2, the computer 35 outputs the command "0060" in step 211 shown in FIG. 15B. That is, in this case, the computer 35 outputs the output ports 61, 47, and 51.
Does not output any commands. This is because, in this region, the required control torque - Tr is equal to the generator torque of the second motor/generator 7 -
This is because Tg ₂ can cover it. Therefore, the computer 35 sets the second motor/generator 7 to the generator mode with respect to the output port 49 so that the generator torque −Tg ₂ becomes “−Tr+
(T ₂ + Tr)” is output.
Accordingly, a voltage signal MG ₂ C is output from this output port 49 to control the current regenerated from the second motor/generator 7 to the battery 23 so as to obtain such a generator torque −Tg ₂ .
(-V) is given. The second motor/generator 7 is therefore operated in generator mode with such a generator torque -Tg ₂ and the required braking torque -Tr is obtained.

Furthermore, in the case of operation in the region shown in FIG. 2, the computer 35 outputs the command "2970" in step 212 shown in FIG. 15B. That is, in this case, the computer 35 connects the clutch to the output port 61.
Output a command that concatenates only C ₂ .
Accordingly, a signal _c2 is obtained from this output port 61, and only clutch _C2 is brought into engagement. At the same time, the computer 35 sets the first motor/generator 5 to the generator mode with respect to the output port 47, and sets the generator torque to -
Give a command such that Tg ₁ becomes "-[Tr-Tgu ₂ + (Tr-T ₂ )]". Depending on this output port 4
From 7, such a generator torque − Tg ₁
A voltage signal MG ₁ C is applied to control the regenerative current from the first motor/generator 5 so as to obtain
is applied to the motor current control 27. Furthermore, the computer 35 outputs the output port 4.
9, a command is given to set the second motor/generator 7 to the generator mode and set its generator torque -Tg ₂ to its upper limit -Tgu ₂ . Accordingly, this output port 49 supplies the amateur current controller 31 with a voltage signal MG ₂ C of, for example, -4V, such that the generator torque of the second motor/generator 7 reaches its upper limit -Tgu ₂ . give. Thereby, this amateur current controller 31 is connected to the second motor/
The regenerative current from the generator 7 is controlled to obtain the generator torque -Tgu ₂ . Note that in this case, the engine 1 is not put into an operating state and therefore does not output any command to the output port 51, as in the case of the operation in the previous region.

Next, referring to Figure 15C, 3-1 in Figure 2
The case of operation will be explained below. In this case, the engine 1 is in an idling state or higher or in a stopped state, so the computer 35 determines in the first step 213 whether the shaft rotational speed _N1 of the engine 1 exceeds the rotational speed Neo in the idling state. to judge. That is, this step
In step 213, it is determined whether the engine is in an idling state or higher or in a stopped state. If the engine 1 is in an idling state or above, that is, when the judgment is "YES" in step 213, there is no need to start the engine 1, so the computer 35 proceeds to the following step 214.
Outputs command “0022” at That is, in this case, the computer 35 does not give any commands to the output ports 61 and 47, and the second motor/generator 7 gives the upper limit of the motor torque to the output port 49.
Output commands like driving with Tmu ₂ . At the same time, the computer 35 outputs the output port 51
, a command is output to cause the engine 1 to operate at the upper limit Teu of engine torque. Accordingly, from the output port 49, _{a signal MG 2 C} of a _voltage , e.g. give against. Also, output port 51
Then, a signal EC of a voltage such as +4V, which makes the throttle opening of the engine 1 100%, is applied to the throttle control 17 to increase the rotational speed of the engine 1. The computer 35 then returns to step 114 in FIG.

In addition, when driving in this 3-1 area,
If "NO" is determined in step 213, that is, if it is determined that the engine 1 is in a stopped state, the computer 35 outputs the command "0020" in the subsequent step 215.
That is, in this case, the computer 35
No commands are output to the output ports 61, 47 and 51, and a command is given to the output port 49 to operate the second motor/generator 7 at its upper limit of motor torque Tmu _2. . Then, in the following step 216, the computer 35 gives a command to the output port 65 to output a signal for activating the engine, that is, a signal ES at a high level. Accordingly, this output port 65 outputs a signal.
ES is derived as a high level and is provided to the engine activation device 19. This activation device 19 is therefore activated, for example to connect the fuel line or to activate the ignition system. In the following step 217, the computer 35 outputs the command "3122". That is, in this step 217, the computer 35 outputs the output port 6.
1, a command is output to bring only clutch _C3 into the connected state. Therefore, only the signal _c3 at a high level is obtained from this output port 61, and the clutch C3 included in the clutch mechanism ₃ is connected. In this way, the first motor/generator 5 acts as a starter motor for the engine 1.
connected to. At the same time, computer 35
gives a command to the output port 47 to set the torque Tmo (for example, FIG. 8) when the first motor/generator 5 is used as a starter. Accordingly, from this output port 47 to the motor current control 27 the first motor/
A signal MG ₁ C of the voltage required to bring the generator 5 to such a torque Tmo is provided. Further, at this time, the computer 35 continuously outputs a command to the output port 49 such that the second motor/generator 7 is operated at the upper limit Tmu ₂ of its motor torque, and outputs a command to the output port 51 to cause the second motor/generator 7 to operate at the upper limit Tmu 2 of the motor torque. 1 outputs a command such that it is operated at its torque upper limit Teu. That is, when the engine 1 is stopped, the engine 1 is first activated, and then the first motor/generator 5 is operated as a starter motor, thereby attempting to start the engine 1. In addition, in this step 217, engine 1 is set to its upper limit of torque.
Outputting the command Teu is simply done to open the throttle or carburetor. After outputting such a command, computer 35, in a subsequent decision step 218, determines whether
It is determined whether the torque of the engine 1 has become positive, that is, whether the engine 1 is producing torque. This step 218 determines whether the engine 1 has been started. After determining "YES" in this step 218, the computer 35 goes through the previous step 214 and returns to the first step.
Return to before step 114 in Figure 4.

If the determination in step 218 is "NO", that is, if the engine 1 has not been started yet, the computer 35 will proceed to the following step.
In step 219, it is determined whether or not the timer is set, and if "NO", the timer (formed in a predetermined area of the RAM 352) is set in step 220.
A predetermined time ts is set at ts, and the process moves to step 221. This predetermined time ts can be arbitrarily selected, for example, from 10 to 30 seconds. Then, in step 221, it is determined whether the set time ts has elapsed. If the set time has not elapsed, the first motor/generator 5 continues to start and finish until the set time. When the set time has elapsed, that is, when it is determined as "YES" in step 221, the computer 35 sets the signal ES to a low level to the output port 65 in order to disable the engine to the engine activation device 19. Output the command to do so. That is, if the engine 1 cannot be started even after the set time ts has elapsed, the computer 35 disables the engine 1, assuming that there is some cause of the failure, and in the following step 223, sends a signal to the output port 63. Output a command to set ENO to high level. Therefore, in this way, when the engine 1 cannot be started, the engine flag is set and the engine failure lamp 71e (FIG. 6A) is turned on to notify the driver.

Next, referring to FIG. 15D, the operation in the region 3-2 in FIG. 2 will be described. In this 3-2 area, steps 225, 226 and
The only difference is that the command from the computer 35 at 228 is different from the commands at steps 214, 215, and 217 in FIG. 15C, and the other steps are the same as in FIG. 15C, so redundant explanation will be omitted. In this region 3-2, engine 1 is idling or stopped even though the car's output shaft rotation speed N ₂ is within the engine's permissible rotation speed range.
is controlled so that it is used as a driving source. The required torque Tr at that time is the upper limit Tmu ₂ of the motor torque of the second motor/generator 7.
This is the case below. Therefore, the steps
At 225, the computer 35 outputs the command “0011” to operate the second motor/generator 7 with the motor torque Tm ₂ of “Tr+(Tr−T ₂ )”, and at the same time, the computer 35 outputs the command “0011” and operates the engine 1 with its engine torque Set the throttle or carburetor to operate so that Te becomes "Tr + (Tr - T ₂ )". After passing through step 225, the process returns to before step 114 shown in FIG. 14. Furthermore, in step 226, the computer 3
5 outputs the command “0010” and the second motor/
The generator 7 is operated so that its motor torque Tm ₂ becomes "Tr+(Tr-T ₂ )". Then, in step 228, the computer 3
5 outputs the command “3111” and clutch C ₃
are connected, the first motor/generator 5 is operated as a starter motor, and the second motor/generator 7 increases the motor torque Tm ₂ to "Tr+".
(Tr−T ₂ )”, the engine torque of engine 1 is
In order to operate Te as (Tr+(Tr− _T2 )”,
Set the throttle or carburetor.

Up to this point, in the case of auto mode, operation is possible in engine mode, motor mode, and generator mode, and the operation control operation in each region shown in FIG. 2 has been described. A case where at least one mode is not allowed will be described below.

First, a case where the engine mode is not permitted will be described with reference to FIG. 16. In this case, the computer 35 determines in the first step 121 whether or not the required torque Tr at that time is positive. If “YES” in this step 121, the computer 35
Furthermore, in the following step 122, it is determined whether the required torque Tr exceeds the upper limit Tmu ₂ of the motor torque of the second motor/generator 7.
If the range is exceeded, operation is performed in the region described earlier, and if not, operation is performed in the region described earlier. Furthermore, when it is determined "NO" in step 121, that is, when the required torque Tr at that time is negative, the computer 35 further determines in step 123 that the required braking torque -Tr at that time is equal to / Upper limit of generator torque of generator 7 -
Determine whether it is within Tgu ₂ . When determining “YES” in this step 123,
This means that the braking torque can only be met by the second motor/generator 7, which operates in the range described above. Conversely, when the answer is "NO", operation is performed in the region described above.

Next, with reference to FIG. 17, a case where only the engine mode can be operated will be described. In this case, the computer 35
At 131, it is determined whether or not the required torque Tr is positive. If the required torque Tr is positive, the computer 35, in the subsequent step 132, determines whether the shaft rotation speed _N1 of the engine 1 is equal to the output shaft rotation speed _N2 of the vehicle. Note that Nset in this step 132 is the number of revolutions taking into account errors caused by signal level differences. Therefore, in this step 132, the rotational speed N ₁ is substantially reduced to N ₂
We will judge whether it is equal to or not. and,
If "YES" is determined in this step 132, the clutch _C1 is engaged and only the engine 1 is used as its drive source in the region described above.

Further, when determining "NO" in step 132, that is, when the shaft rotational speed _N1 of the engine 1 is not substantially equal to the rotational speed _N2 , the computer 35 determines that the rotational speed _N1 in the following step 133. It is determined whether or not exceeds the rotation speed Neo of the engine 1 in an idling state. That is, it is determined whether the engine 1 is in an idling state or higher or in a stopped state. When determining "YES" in step 133, the computer 35 outputs the command "0001" in the following step 134, and controls the engine 1 so that its engine torque Te becomes "Tr + (Tr - T ₂ )". Set the throttle or carburetor for operation and return to step 132. Conversely, when the determination in step 133 is "NO", that is, when it is determined that the engine 1 is in a stopped state, the computer 35, in the following step 135, gives a command to the output port 63 and sets the signal END to high. Output as level. As a result, the engine failure lamp 71e shown in FIG. 6A is lit.

When determining “NO” in the previous determination step 131, that is, when the required torque Tr is negative, the computer 35 executes the following step 136.
, output the command “1000” and press the clutch.
With only C ₁ in the connected state, engine 1 is also placed in the idling state to expect engine braking. This is because the required torque Tr is negative, which means that what is required is the braking torque - Tr.
This is because the generator mode for obtaining control torque is inoperable in this case.

Next, with reference to FIG. 18, a case where only the engine mode and the generator mode are allowed to operate will be described. In this case, the previous 17th
Compared to the control shown in the figure, the only difference is the control after determining “NO” in the first step.
This is the same as in the figure, and redundant explanation will be omitted here. That is, in this case, the first step
When determining "NO" in 141, that is, when determining that the required torque Tr is negative,
In the following step 146, it is determined whether the required braking torque -Tr exceeds the upper limit of the generator torque _-Tgu2 of the second motor/generator 7. That is, in the case of FIG. 18, compared to the case of FIG. 17, the generator mode can be operated, so the braking torque is controlled by the combination of the first and second motors/generators 5 and 7. Obtainable. Therefore, when determining "YES" in this determination step 146, operation is performed in the region described above. Further, when the determination is "NO", the operation in the region described above is performed.

Furthermore, with reference to FIG. 19, control when only the engine mode and motor mode are allowed to operate will be described. In this case, the computer 35 determines in a first determination step 151 whether or not the required torque Tr is positive. If the required torque is negative, the step
At 157, a command similar to the previous step 136 (FIG. 17) is output. Further, when determining "YES" in step 151, the computer 35 further determines in the following step 152 whether or not the output shaft rotation speed _N2 of the vehicle is within the rotation speed range allowed for the engine 1. . This is to ensure that the engine 1 is actively operated since the engine mode is allowed. If "NO" is determined in this step 152, the engine 1 cannot be operated, so the same control as in the previous step 113 (FIG. 14) is performed. Further, the next step 154 after determining "YES" in step 152 is the same as step 114. Also, the subsequent step 155
and 156 are the previous steps 115 and 156, respectively.
Same as 117. However, if "NO" is determined in step 155, operation in the generator mode is not permitted, and therefore the operation in the region described above is continued. Also, step
If the answer is ``YES'' in 156, the operation in the area 3-1 explained earlier is performed, and if the answer is ``NO'', the operation in the area 3-2 explained earlier is carried out. However, whether the operation 3-1 or 3-2 is performed, the process returns to before step 154. In this way, the 6th A
The auto mode is executed when the switch 71 shown in the figure is operated.

Next, a case where the switch 73 shown in FIG. 6A is operated, that is, a case where manual operation is selected will be described. In this case, the switch 7
Depending on 3e or 73m, it is necessary to select whether to use engine mode or motor mode. Let us consider a case where the switch 73e is operated to select the engine mode. In this case, the switching circuit 77 shown in FIG. 6B first sends a signal to the engine activation device 19.
EC(M) is given. Engine 1 is then activated. At this time, this switching circuit 77
From there, the output voltage AP from the accelerator circuit 67 (FIG. 5) is applied as is to the throttle control 17 as a signal AP(E). Therefore, the throttle control 17 is controlled by the accelerator pedal 6.
The throttle or carburetor is controlled directly in conjunction with the amount of depression or opening of 7a.

Also, a case will be explained in which the motor mode is selected by operating the switch 73m. In this case, the accelerator circuit 6
The signal AP from 7 is given as is to the amateur current controller 31 as the signal AP(M), and the signal BF from the brake circuit 67 is also given as the signal AP (M).
The signal is applied as is to this circuit 31 as the signal BF(M). Therefore, this circuit 31 responds to the applied signal, i.e. the accelerator pedal 6
The current of the second motor/generator 7 is directly controlled according to the degree of depression of the brake pedal 7 and/or the depression force of the brake pedal 69b.

Note that the reset or check switch 75 shown in FIG. 6A is the lamp 71e, 71m, 71g.
and switches with lights 71, 73, 73e, 7
Operate to check whether the 3m lamp is malfunctioning. That is, by operating this switch 75, all lamps 71e, 71m, and 71g are driven to turn on, and all flags can be reset. Therefore, for example, each of the drive circuits 79e, 79m, and 79g shown in FIG. may be configured.

In the above embodiment, the transmission or clutch mechanism 3 has been described as including an electromagnetic clutch, but the transmission may also use a synchronized clutch.
Below, with reference to FIGS. 20 to 22,
The case where this synchronized clutch is used will be explained.

The shift forks SF ₁ , SF ₂ engage in grooves M ₁ , M ₂ provided on the outer periphery of the sleeves SV ₁ , SV ₂ (FIG. 21) of each clutch body. Along with that, the shift fork SF ₁ is a shift fork shaft
SFS ₁ is connected to actuator A ₁ via shift lever SL ₁ and rod L ₁ . shift lever
SL ₁ is rotatably supported by a support shaft SS ₁ . Further, the shift fork _SF2 is connected to the actuator _A2 via the shift fork shaft _SFS2 , the shift lever _SL2 , and the rod _L2 . The shift lever SL ₂ is rotatably supported by a support shaft SS ₂ . Therefore, in FIG. 22, if rod L ₁ moves in the direction of arrow X, shift fork SF ₁ moves in the direction of arrow X', and sleeve SV ₁ moves in the direction of arrow X'' in FIG. This achieves the engagement of clutch C _1. Similarly, rod L ₁ moves to arrow Y (second
If you move the sleeve SV 1 in the direction shown in Fig. 2), the sleeve SV ₁ will be
Y" (Fig. 21), and the clutch _C3 is connected.Furthermore, the rod _L2 is moved in the direction of the arrow Z (the second
If you move it in the direction shown in Fig. 2), the sleeve SV ₂ will be
Move in the direction of Z'' (Fig. 21) and tighten the clutch C ₂
is connected.

FIG. 20 shows the actuators A ₁ , A ₂ and the control type of each actuator in more detail. Referring to FIG. 20, actuator A ₁ has two negative pressure chambers separated by diaphragm D ₁ .
It has VR ₁ and VR ₃ . When the negative pressure chambers VR ₁ and VR ₃ are at the same pressure, the springs SP 1 and _{SP 3} are
As shown in FIG. 20, the diaphragm _D1 is held in the neutral position. Actuator A ₂ differs from actuator A ₁ in that it has one negative pressure chamber VR ₂ . The spring SP ₂ in the actuator A ₂ holds the diaphragm D ₂ in the position shown in FIG. 20 when the negative pressure chamber VR ₂ is at atmospheric pressure. Each negative pressure chamber VR ₁ , VR ₂ and VR ₃ is connected to an electromagnetic solenoid valve V ₁ , V ₂ and V ₃ , respectively, and the diagrams D ₁ and D ₂ include rods L ₁ and L ₂ , respectively. Concatenated. In addition, electromagnetic solenoids V ₁ , V ₂ and V ₃ are provided corresponding to each negative pressure chamber, and when the clutch connection command signal c ₁ or EC (M) is given, this valve V ₁ is activated. If it operates and the signals c ₂ and c ₃ are output, the valves V ₂ and
V ₃ is activated. Note that such electromagnetic solenoid valves V ₁ , V ₂ and V ₃ all have the same structure, and the structure of only the electromagnetic solenoid valve V ₃ is explained in detail here. The electromagnetic solenoid valve _V3 has a built-in valve body Q.
This valve body Q is moved by the spring CS when the electromagnetic solenoid SN is not energized.
As shown in the figure, it is held seated on the valve seat _P1 . In this state, the negative pressure chamber VR ₃ of actuator A ₁ is connected to the conduit VW ₂ and the electromagnetic solenoid valve
It is open to the atmosphere via the atmosphere communication port PP of _V3 . At this time, suppose that the electromagnetic solenoid valve V ₁
If the solenoid is also not energized, the negative pressure chamber VR ₁ is also open to the atmosphere, so that the diaphragm D ₁ is kept in the neutral position.

Next, a command signal c ₃ for connecting clutch C ₃
The case where is output will be explained. In this case, in response to the command signal _c3 , the clutch controller C controls the solenoid SN of the electromagnetic solenoid valve _V3 .
energize. Accordingly, this solenoid SN absorbs the flange and iron piece PL, and the valve body Q connected to the flange iron piece PL leaves the valve seat P ₁ and seats on the valve seat P ₂ provided on the opposite side. In this state, the negative pressure chamber VR ₃ is connected to the conduit VW ₁ via the conduit VW ₂ and the electromagnetic solenoid valve V ₃ . Conduit VW ₁
It is connected to the vacuum pump VP via the vacuum tank VT and check valve CV. The vacuum tank VT absorbs pressure pulsations when the vacuum pump VP is activated, and also serves to store negative pressure. Therefore, the conduit VW is always under negative pressure, and the negative pressure chamber VR ₃ connected thereto is
is also in a negative pressure state. On the other hand, since the negative pressure chamber _VR1 is open to the atmosphere, the diaphragm _D1 and the rod _L1 connected thereto move in the direction of the arrow Y. Note that the direction of arrow Y in FIG. 20 is drawn to match that in FIG. 22, so movement in the direction of arrow Y connects clutch _C3 , as explained earlier. It is.

The same applies to the case where the command signals c ₁ and c ₂ for connecting the other clutches C ₁ and C ₂ are issued, so the explanation thereof will be omitted here. In addition, when no command signal is given, the clutch is operated by the action of return springs S ₁ , S ₂ , S ₃ and actuator built-in springs SP ₁ , SP ₂ , SP ₃ .
Each maintains an uncoupled state, that is, a detached state.
Note that in this embodiment, as in the previous embodiment, when only clutch _C1 is in the connected state, the rotational speed is
N ₁ = N ₂ = car output shaft rotation speed, torque T ₂ =
It becomes T ₁ + Tm ₂ . Also, when only clutch C ₂ is in the connected state, T ₂ = Tm ₁ + Tm ₂ ,
N ₁ and T ₁ are not equal to N ₂ and T ₂ , respectively. Clutch C ₃ is engaged only when engine 1 is started by first motor/generator 5 .

Table (list of commands) Command “n ₁ n ₂ n ₃ n ₄ ” n ₁ ; Output port 61 command (clutch control) n ₂ ; Output port 47 command (motor current control) n ₃ ; Output port 49 command Command (armature current control) n ₄ ; Output port 51 command (throttle control) n ₁ 1 Only C ₁ connected 2 Only C ₂ connected 3 Only C ₃ connected 0 No command (clutch released) n ₂ 1 Torque “Tmo” 2 Motor is driven with torque “Tr−Tmu ₂ − (Tr−T ₂ )” 9 Generator braking is applied with torque “−[Tr−Tgu ₂ + (Tr−T ₂ )]” 0 No command (first motor /generator freewheel) n ₃ 1 Motor drive with torque “Tr+(Tr-T ₂ )” 2 Motor drive with torque “Tmu ₂ ” 3 Motor drive with torque “Tr-Teu+(Tr-T ₂ )” 6 Torque “ −[Tr+(Tr−T ₂ )]” 7 Generator brakes with torque “−Tgu ₂ ” 8 Torque “−[(Tel−Tr)+(T ₂ −Tr)]” causes generator braking 0 No command ( Freewheeling the second motor/generator) n ₄ 1 Engine operation with torque “Tr + (Tr − T ₂ )” 2 Engine operation with torque “Teu” 3 Engine operation with torque “Tel” 0 No command (idling) Above Thus, according to the present invention, the internal combustion engine is operated only in a region where its fuel efficiency is relatively good, and therefore its fuel efficiency can be significantly improved. Moreover, since the motor captures the driving torque that would be insufficient with just the meat combustion engine, it is possible to obtain sufficient driving force for all driving conditions, such as constant speed driving, accelerated driving, and climbing. In addition, since two motors are installed, even when the internal combustion engine is outside the allowable operating range and therefore the internal combustion engine is not allowed to operate, sufficient driving force can be obtained with the two motors. can. Further, the auxiliary motor may be a short-time rated motor, such as a 3 minute rated motor, thereby reducing its cost and size. In this way, the two motors can be operated efficiently even at relatively low vehicle speeds, and the energy saving requirements can be further met. Moreover, since the excess torque is absorbed by the generator, the driving torque corresponding to the required torque is always obtained. Furthermore, since the power output obtained from the generator is regenerated into the battery, power loss can be reduced.

[Brief explanation of the drawing]

FIG. 1 is a diagram for explaining the principle of this invention.
This is a graph showing an example of fuel consumption characteristics of a certain type of internal combustion engine, particularly a gasoline engine, in which the horizontal axis represents the rotation speed (×10 ² rpm) and the vertical axis represents the torque (Kg·m). FIG. 2 is a graph showing each driving range for explaining the principle of the present invention, in which the horizontal axis represents the output shaft rotational speed of the vehicle, and the vertical axis represents the required shaft torque. Figure 3, Figure 4, Figure 5, Figure 6, Figure 6B
7 and 7 are block diagrams showing an outline of an embodiment of the present invention. Figure 8 is the first
Motor/generator shaft speed and torque
This is a graph showing the control amount for Tm ₁ and Tg ₁ , with the horizontal axis representing the rotational speed and the vertical axis representing the torque.
FIG. 9 is a graph showing the control amount for the shaft rotation speed and torques Tm ₂ and Tg ₂ of the second motor/generator, where the horizontal axis represents the rotation speed and the vertical axis represents the torque. FIG. 10 is a graph showing the throttle opening degree with respect to the engine shaft rotational speed and torque Te, and in particular, FIG. 10B is an enlarged graph of FIG. 10A. FIG. 11 shows a schematic diagram of a preferred embodiment of the means for detecting torque and rotational speed, and FIG. 12 is an example of waveforms for explaining the torque detection operation of FIG. 11. 13 to 19 are flow diagrams for explaining the operation of the present invention, respectively. Second
FIG. 0 is a block diagram of an actuator and its control system when a synchronized clutch is used as the transmission or clutch mechanism. Second
FIG. 1 is a structural sectional view showing details of the synchronized clutch, and FIG. 22 is an illustrative view particularly for explaining the shift fork. In the figure, 1 is the engine, 3 is the clutch mechanism, 5 is the first motor/generator, and 7 is the second
motor/generator, 9 and 13 are rotation speed sensors, 11 and 15 are torque sensors, 17 is a throttle control, 19 is an engine activation device, 2
1 is clutch control, 23 is battery, 2
5, 29, and 33 are shaft resistances, 27 is a motor current control, 31 is an amateur current control, and 35 is a field current control.

Claims (1)

[Scope of Claims] 1. A control device for a hybrid vehicle having wheels, which comprises: an internal combustion engine having a throttle; a throttle control means for controlling the opening degree of the throttle in accordance with a given first control amount; a second motor, the shaft of which is connected to the output shaft to the wheel and configured to operate as a generator;
a battery for supplying power to the first and second motors; a first motor that controls power supplied from the battery to the first motor in accordance with a given second control amount; control means; second motor control means for controlling the electric power supplied from the battery to the second motor in accordance with a given third control amount; Generator control means for controlling regenerative power to the battery; selectively disconnecting or coupling the internal combustion engine and the second motor; or selectively disconnecting or coupling the first motor and the second motor; a coupling means for coupling, a speed adjustment operating means for operating for speed adjustment, a first data providing means for providing data representing the relationship of the first control amount to the rotational speed and torque of the internal combustion engine; second data providing means for providing data representing the relationship of the second controlled variable to the rotational speed and torque of the second motor; representing the relationship of the third controlled variable to the rotational speed and torque of the second motor; a third data providing means for providing data; a fourth data providing means for providing data representing the relationship of the fourth control amount to the rotational speed and torque of the generator; first rotational speed detection means for detecting; second rotational speed detection means for providing data regarding the rotational speed of the shaft of the internal combustion engine, depending on the shaft of the internal combustion engine;
rotational speed detection means, the operation amount of the speed adjustment operation means, and the first
Required torque data providing means for providing required torque data based on the output of the rotational speed detecting means of; first determining means for determining whether or not the required torque from the required torque data providing means is positive; In response to the judgment that the required torque is positive by the first judgment means, the rotation speed of the internal combustion engine is further determined based on the rotation speed data from the second rotation speed detection means. a second determination means for determining whether or not the internal combustion engine rotation speed is within a predetermined range in which the engine should be allowed to operate; when the second determination means determines that the rotation speed is within the range; a third determining means for determining whether or not the required torque exceeds an upper limit of a predetermined torque range within which operation of the internal combustion engine is permitted; the second determining means determines that the required torque is not within the range; when the required torque exceeds an upper limit of a predetermined torque range of the second motor; fifth determining means for further determining whether the required torque is within a predetermined torque range within which operation of the internal combustion engine is permitted; and the second determining means. When it is determined that the shaft rotation speed of the internal combustion engine is within the range, the sixth step further determines whether the shaft rotation speed of the internal combustion engine is within the rotation speed range predetermined for the internal combustion engine. determining means, when the sixth determining means determines that the torque is outside the range, further determining whether the required torque exceeds an upper limit of a predetermined torque range of the second motor; a seventh determining means for controlling the coupling means in response to the third determining means determining that the required torque exceeds an upper limit of a predetermined torque range of the internal combustion engine; a first coupling control means for coupling the internal combustion engine and the second motor; and a determination by the fourth control means that the required torque exceeds a maximum value of the torque of the second motor in a predetermined range. a second coupling control means for coupling the first motor and the second motor by controlling the coupling means in accordance with the determination of the required torque by the third determination means; In response to the determination that the throttle opening of the internal combustion engine exceeds the maximum value, the throttle opening of the internal combustion engine is controlled by referring to the data from the first data providing means, so as to maximize the throttle opening of the internal combustion engine. the third motor so as to apply the first control amount to the means and operate the second motor with a torque corresponding to a difference between the required torque and an upper limit value of torque in a predetermined range of the internal combustion engine; The third motor is transmitted to the second motor control means by referring to the data from the data providing means.
a first control means that provides a control amount of the second motor; The third motor is transmitted to the second motor control means with reference to the data from the third data providing means so that the second motor is operated at the upper limit value of the torque within its predetermined range.
and the required torque and the second
controlling the first motor with reference to the data from the second data providing means so as to operate the first motor with a torque corresponding to the difference between the motor and the upper limit of torque in a predetermined range of the motor; a second control means for applying the second control amount to the means; and a second control means for controlling the first coupling control in response to the fifth determination means determining that the required torque is within the predetermined range. activating the means, and further setting the torque of the internal combustion engine to the required torque in response to the fifth determination means determining that the required torque is within the predetermined range; a third control means that refers to the data from the first data providing means and applies the first control amount to the throttle control means; and the fifth determination means determines that the required torque is outside the predetermined range. It is determined that the first
When the required torque is determined to be positive by the determining means, the first and second coupling control means are activated, and the fifth determining means determines that the required torque is outside the predetermined range. and the first determining means determines that the required torque is positive, the internal combustion engine is operated at the lower limit torque of the predetermined range; The first control amount is given to the throttle control means with reference to the data from the first data providing means, and the generator torque of the generator is determined by the difference between the lower limit of the torque of the internal combustion engine and the required torque. a fourth control means that refers to the data from the fourth data providing means and applies the fourth control amount to the generator control means so that the required amount is determined by the fourth judgment means; When the torque is determined to be below the upper limit of the predetermined torque range of the second motor, the data from the third data providing means is transmitted so that the motor torque of the second motor becomes the required torque. In reference to,
a fifth control means for giving the third control amount to the second motor control means; when the seventh determination means determines that the required torque exceeds the upper limit, the second motor control means With reference to the data from the third data providing means, the second motor control means is instructed to operate the third motor with the torque of the motor set as the upper limit.
a sixth control means for providing a control amount; and in response to the seventh determination means determining that the required torque does not exceed a predetermined upper limit of a predetermined torque range of the second motor; Said second
In order to operate the motor at the required torque,
A control device for a hybrid vehicle, comprising seventh control means for applying the third control amount to the second motor control means by referring to data from the third data providing means. 2. The first motor and the second motor are configured to be operable as a first generator and a second generator, and the second and third data from the second and third data providing means are The data is the first and second
the first and second motor control means are configured to be able to control regenerative power from the first and second generators to the battery; When the required torque is determined to be negative by the determining means, it is further determined whether the negative required torque exceeds an upper limit of a predetermined range of the generator torque of the second generator. an eighth determining means, when the eighth determining means determines that the negative required torque exceeds an upper limit of a predetermined range of the generator torque of the second generator, the second applying the third control amount to the second generator control means with reference to data from the third data providing means so as to operate the generator at the upper limit torque; with reference to data from the second data providing means, so as to operate the first generator with a torque corresponding to the difference between the negative required torque and the upper limit of the generator torque of the second generator. 2. The control device for a hybrid vehicle according to claim 1, further comprising eighth control means for applying the second control amount to the generator control means. 3. When the eighth determination means determines that the negative required torque does not exceed the upper limit of the predetermined range of the second generator torque, the second generator is operated to the negative required torque. Claim 9, further comprising a ninth control means for referring to data from the third data providing means and applying the third control amount to the second generator control means so that the generator operates at A control device for a hybrid vehicle according to item 2. 4. Motor disabled flag means for indicating that the motor mode is in an inoperable state; a motor flag that sets the motor disabled flag means when at least one of the first and second motors is out of a predetermined operable condition. comprising a control means, an internal combustion engine disable flag means for indicating an inoperable state of the internal combustion engine, and an internal combustion engine flag control means for setting the internal combustion engine disable flag means when the internal combustion engine deviates from a predetermined operable condition; A control device for a hybrid vehicle according to claim 1. 5. The control device for a hybrid vehicle according to claim 4, wherein the operable condition of the predetermined motor mode is determined in relation to the second motor. 6. The control device for a hybrid vehicle according to claim 4, wherein the driveable condition is determined in relation to the battery. 7. A ninth determining means for determining whether or not the motor disabled flag means is set, and when the ninth determining means determines that the motor disabled flag means is set,
Claim 4, comprising motor disabling means that does not permit operation of the first and second motors.
A control device for a hybrid vehicle as described in Section 1. 8. A tenth determining means for determining whether or not the internal combustion engine disabling flag means is set, wherein when the ninth determining means determines that the motor disabling flag is not set, the tenth determining means determines whether or not the internal combustion engine disable flag means is set.
The invention further comprises internal combustion engine/motor activation means for enabling the internal combustion engine and the first and second motors to operate when it is determined by the determination means that the internal combustion engine disabled flag is not set. A control device for a hybrid vehicle according to claim 7. 9. The internal combustion engine/motor activation means is configured to activate the internal combustion engine/motor.
10. The hybrid vehicle according to claim 8, wherein the first and second motors are enabled to operate when the internal combustion engine disabling flag means is determined to be set by the determining means of claim 10. control device. 10 A control device for a hybrid vehicle having wheels, the internal combustion engine having a throttle, a first
throttle control means for controlling the opening degree of the throttle according to a controlled amount of the generator; a first generator; a second generator whose shaft is connected to the output shaft to the wheels;
generators, at least the first generator and the second generator.
a battery that regenerates generated power from one of the generators; a first generator control means that controls power from the first generator to the battery in accordance with a second control amount that is applied; and a third control that is applied. a second generator control means for controlling the electric power from the second generator to the battery according to the amount of electricity; selectively disconnecting or coupling the internal combustion engine and the second generator; a coupling means for selectively disconnecting or coupling with the second generator; a speed adjustment operation means for operating for speed adjustment;
braking operation means; first data providing means for providing data representing the relationship of the first control amount to the rotation speed and torque of the internal combustion engine; and the second control over the rotation speed and torque of the first generator. a second data providing means for providing data representing a relationship between quantities; a third data providing means for providing data representing a relation of the third control amount to the rotational speed and torque of the second generator; A requirement for providing required torque data determined based on at least the operation amount of the speed adjustment operation means and the brake operation means and the rotational speed according to the operation amount of either the speed adjustment operation means or the brake operation means. torque data providing means; first determining means for determining whether or not the required torque is negative based on the required torque data from the required torque data providing means; When the torque is determined to be negative, a second determination means further determines whether the required torque exceeds an upper limit of a predetermined generator torque range of the second generator; When the means determines that the required negative torque exceeds the upper limit of the generator torque of the second generator, controlling the coupling means to connect the first generator and the second generator. a coupling control means for coupling;
and when the second determining means determines that the negative required torque exceeds the upper limit of the generator torque of the second generator, operating the second generator at the upper limit of the generator torque. The third control amount is given to the second generator control means with reference to the data from the third data providing means, and the negative required torque and the generator of the second generator are Referring to the data from the second data providing means, the first generator control means sends the second comprising a first control means for providing a controlled amount of;
Control device for hybrid vehicles. 11 When the second determining means determines that the negative required torque is less than or equal to the upper limit of the generator torque of the second generator, the second generator is operated at the required torque. Claim 10, further comprising a second control means for referring to data from the third data providing means and applying the third control amount to the second generator control means. control device for hybrid vehicles. 12. Generator disable flag means for indicating that the generator mode is in an inoperable state; and when at least one of the first and second generators falls out of a predetermined operable condition, the generator disable flag means is set. A control device for a hybrid vehicle according to claim 10, comprising generator flag control means. 13 The predetermined operable conditions are the second
A control device for a hybrid vehicle according to claim 12, which is determined in relation to a generator. 14 The predetermined operable condition is determined in relation to the battery.
A control device for a hybrid vehicle as described in Section 3. 15. The control device for a hybrid vehicle according to claim 12, further comprising generator activation means for enabling the first and second generators to operate when the generator disabling flag means is not set. 16. An internal combustion engine inoperable flag means for indicating that the internal combustion engine is inoperable; and an internal combustion engine flag control means for setting the internal combustion engine inoperable flag means when the internal combustion engine falls outside of a predetermined operable condition; 16. The control device for a hybrid vehicle according to claim 15, further comprising internal combustion engine/generator activation means for enabling the internal combustion engine and the second generator to operate when the internal combustion engine disabled flag is not set. . 17. Motor mode disabled flag means for indicating that the motor mode is operable; and a motor flag that sets the motor disabled flag means when at least one of the first and second motors exceeds a predetermined operable condition. 17. The hybrid vehicle according to claim 16, further comprising a control means, and motor activation means for enabling the first and second motors to operate when the motor mode disabling flag means is not set. Control device. 18 A hybrid vehicle having wheels, comprising an internal combustion engine having a throttle, a throttle control means for controlling the opening degree of the throttle according to a given first control amount, a first motor, the shaft of which is connected to the wheel; the second connected to the output shaft
a motor, a battery, a first motor control means for controlling electric power supplied from the battery to the first motor, and a second motor control means for controlling electric power supplied from the battery to the second motor. , a speed adjustment operation means operated for speed adjustment, a mode selection means for selecting a motor mode or an internal combustion engine mode, and an output of the speed adjustment operation means in response to selection of a motor mode by the mode selection means. first activating means for activating at least the second motor control means; and responsive to the selection of the internal combustion engine mode by the mode selection means; A control device for a hybrid vehicle, comprising second activation means for applying an output of the adjusting operation means to the throttle control means and activating the throttle control means. 19. The second motor is selected to have a relatively large output, and the first motor is selected to have a relatively small output.
A control device for a hybrid vehicle according to claim 18. 20 The second motor is selected to provide the average power required for the hybrid vehicle, and the first motor is selected to provide the average power required for the hybrid vehicle. The control device for a hybrid vehicle according to claim 19, wherein the control device for a hybrid vehicle is selected to have an output that compensates for the difference from the average required output.