JPH08266012A - Compound motor - Google Patents

Abstract

PURPOSE: To enhance the compatibility as a car motor of a compound motor obtained by combining a combustion engine with an electric motor, by improving it. CONSTITUTION: A clutch 300 is provided between an engine 100 (a submotor) and a motor 200 (a main motor), and a non-stage transmission 600 is provided between the motor 200 and the clutch 300. And the clutch 300 is connected to superpose the output of the engine 100 on the output of the motor 200 as occasion demands. On the occasion of this clutch 300 connection, the rotational speed of the engine 100 is made equal to that of the motor 200 through the medium of the non-stage transmission 600. Consequently, it becomes possible to superpose the output of the engine 100 on the output of the motor 200, to effectively compensate a region where output is lacking in case of using only output by the drive of the motor 200, and to enhance the drivability. Besides, it becomes possible to optimize exhaust, fuel consumption, etc., too since it is possible to operate the engine 100 regularly for example.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a composite prime mover (hereinafter also referred to as a hybrid prime mover) in which a combustion engine (hereinafter also referred to as an engine) and an electric motor (hereinafter also referred to as a motor) are combined. The present invention relates to a hybrid prime mover equipped with a continuously variable transmission for adjusting a rotation speed between a motor and the motor.

[0002]

2. Description of the Related Art The applicant of the present application filed Japanese Patent Application No. 6-190805.
13A, a clutch 300 is provided between an engine (combustion engine such as an internal combustion engine and an external combustion engine) 100 and an electric motor 200 as shown in FIG. The present invention proposes a composite prime mover mounted on a vehicle or the like, which can achieve desired vehicle driving characteristics, fuel consumption characteristics, exhaust characteristics, etc. by switching the clutch 300 on and off.

[0003]

However, the above hybrid (composite) prime mover (hereinafter referred to as MI) proposed by the applicant of the present invention.
X: Also called Multi-source Idial power Mixing. )
In order to position the engine as a more useful and highly practical prime mover, it was necessary to further improve the following points. That is, the driving force in the low speed range of the hybrid prime mover is inferior to that of a normal engine and transmission set.

This is because the motor 200 can operate at a constant output at all rotation speeds in principle, and therefore a large torque (= output / rotation speed × constant) is obtained at low speeds. Since it can be obtained and a small torque can be obtained at a high speed, it has a desirable torque characteristic as a drive source for a vehicle. Therefore, in a train or the like, a method of effectively utilizing this characteristic and directly driving wheels without using a transmission or the like is adopted.

However, in reality, there is a limit to the torque that can be generated by the motor, and there is the problem that a constant output cannot be maintained in the extremely low speed region. This is because there is a limit to the capacity of the magnetic circuit of the motor, which causes magnetic saturation, and the current must be limited in order to prevent it.
Therefore, as compared with a train that does not require a relatively rapid start from an extremely low speed, in a vehicle or the like that requires a relatively rapid start from an extremely low speed, the motor 200 alone can provide a good startability. Cannot be performed [see FIG. 13 (B)].
Therefore, in order to ensure the same startability as in the case where only the engine is used as the power source in an automobile or the like, even in a hybrid prime mover that should primarily drive a motor in a low speed region (in a hybrid prime mover, the In the low speed range, the engine 100 is complementarily driven when the amount of stored electricity in the battery is insufficient, etc., FIG.
As shown in FIG. 5, it is necessary to increase the torque generated on the engine side in the low speed region, so that it becomes impossible to match the actual engine operating region with the desired engine operating region, and the fuel consumption, exhaust harmful components (NOx, CO, H
C) is deteriorated, and knocking characteristics are deteriorated in the Otto engine, and particulates (particulate matter in exhaust gas such as black smoke and unburned fuel) are deteriorated in the diesel engine. is there.

In FIG. 13 (C), the actual engine operating range is set in the high speed range to a lower torque side than the desired engine operating range because the total operating range is the fuel consumption and the harmful exhaust gas components. This is to prevent the amount of emissions, etc. from deteriorating. However, as a result, the motor drive increases and the discharge amount increases, so that the engine operating range is set to a degree that is not preferable for the hybrid prime mover using the motor. On the other hand, in order to prioritize the balance of the charge and discharge amount, if the engine is operated in a desired operating region in the high speed region, this time, the deterioration of the fuel consumption in the low speed region, the emission amount of exhaust harmful components, etc. It will be impossible to recover, and it can be said that these are in a so-called trade-off relationship.

By the way, one of the solutions to the above problems
As an example, it is conceivable to provide a transmission or a torque converter on the output shaft side of the motor 200.
This method is not preferable for the following reasons. That is, this is because the characteristics of the input torque are too different when the input torque to the transmission or the torque converter is obtained from the motor and when it is obtained from the normal engine. For example,
If a torque converter is provided on the motor output shaft,
Since the output torque of the motor in the low speed region is far greater than the output torque of the engine (the torque becomes excessive when trying to obtain the same rotation speed as the engine due to the relationship between the rotation speed and the torque). A torque converter of a typical size cannot accept the torque when the motor is operated at a low speed and a large output. In other words, it is conceivable that an excessive slip may be induced and the torque converter may be overheated, so that the torque converter may malfunction due to repeated acceleration / deceleration operation.

Although it is conceivable to develop a torque converter suitable for the characteristics of the motor, this leads to enormous development cost and time, an increase in the size and weight of the device, and a common torque converter. It is not a good idea because it will spoil various merits due to the adoption of this technology. Based on the above, the applicant of the present invention fixedly connects the motor and the wheels to each other like a train that does not have a mechanism for adjusting the rotational force such as a torque converter on the output side of the motor while effectively utilizing the original characteristics of the motor. Although there are various speed adjustments, it is a basic idea of the present invention to basically drive them directly.

Further, the ultimate operation pattern of the engine in the hybrid prime mover corresponds to an operation area [point a in FIG. 11 (B)] set in an extremely narrow pinpoint manner. For example, the engine can be operated almost fixedly at a constant speed / constant load such that a predetermined output can be secured, thermal efficiency is good, and exhaust harmful components and black smoke emissions are small. During vehicle deceleration or stop, idle operation or the like is preferable in terms of fuel consumption, noise, exhaust, etc.), and the insufficient output is to be compensated for by the motor 200 side or the transmission side. This will add
Even when the engine 100 is mounted on a vehicle or the like that is frequently decelerated, the engine 100 is not required to be accelerated or decelerated in response to this, and exhaust harmful components, knocking, particulates, etc. Can be significantly reduced, and since the operating state of the engine 100 is substantially constant, various countermeasures (heat load countermeasures, exhaust aftertreatment, supercharger matching, etc.) are extremely easy. In particular,
When the engine 100 is a diesel engine, the engine 100 can be operated and maintained in a region where black smoke emission is small.
It also makes it easier to install a catalyst device in the exhaust system (the need for regenerating the problems and clogging due to clogging by black smoke as in the past can be greatly reduced). Therefore, this point is also the basis of the basic idea of the present invention.

The present invention has been made in view of the above circumstances, and it is easy to superimpose the output of the combustion engine and the output of the electric motor by interposing a continuously variable transmission between the combustion engine and the electric motor. It is an object of the present invention to provide a composite prime mover which has improved drivability, fuel efficiency, exhaust characteristics, etc., and can be installed in all vehicles. Further, it is an object of the present invention to make the composite prime mover even more useful and practical.

[0011]

Therefore, in the compound prime mover according to the invention described in claim 1, the combustion engine, the electric motor, and the output rotary shafts of the combustion engine and the electric motor are connected and disconnected. A connecting / disconnecting switching means for switching; and a power take-out means for taking out power by directly connecting to the output rotary shaft of the electric motor, and under a predetermined condition, the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor. In a composite prime mover for connecting / disconnecting and switching power to extract power from the power take-out means, the rotating shaft on the electric motor side of the connecting / disconnecting switching means and the output rotary shaft of the electric motor are interposed. A first continuously variable transmission means for continuously adjusting the speed ratio between the two rotary shafts is included.

In the composite prime mover according to the second aspect of the present invention, the combustion engine, the electric motor, and the first connecting / disconnecting switch between the output rotating shafts for connecting / disconnecting the output rotating shafts.
A disconnection switching unit and a power take-out unit that is directly connected to the output rotary shaft of the electric motor and takes out power is provided, and the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected and disconnected under a predetermined condition. In the combined prime mover that is switched to take out power from the power take-out means, it is interposed between the combustion engine side rotary shaft of the first connection / disconnection switching means and the output rotary shaft of the combustion engine, A second continuously variable transmission means for continuously adjusting the speed ratio between the two rotary shafts is included.

In the composite prime mover according to the third aspect of the present invention, the first connecting / disconnecting switching means is connected when the rotational speed of the output rotary shaft of the combustion engine is equal to or higher than the rotational speed of the output rotary shaft of the electric motor. , And an input rotation shaft of the second continuously variable transmission means when the means for cutting off at other times is used,
A second connecting / disconnecting switching means is provided between the output rotating shaft of the combustion engine and connected / disconnecting both rotating shafts.

According to a fourth aspect of the present invention, in the composite prime mover, each of the continuously variable transmission means has a transmission wheel having an inclined surface provided in a concave shape on the outer circumferential surface, and the outer circumferential surface. A guided vehicle having an inclined surface provided so as to face each other in a concave shape;
A power transmission medium wound between each inclined surface of the transmission wheel and the driven wheel, and a first inclined surface spacing change for changing an opposing inclined surface spacing of any one of the transmission wheel and the driven wheel. And a means for continuously changing speed by changing the winding effective diameter of the power transmission medium.

According to a fifth aspect of the present invention, there is provided a composite prime mover, wherein each of the continuously variable transmission means has a transmission wheel having an inclined surface provided in a concave shape on the outer peripheral circumferential surface, and an outer peripheral circumferential surface. A guided vehicle having an inclined surface provided so as to face each other in a concave shape;
A power transmission medium wound between the inclined surfaces of the transmission wheel and the driven wheel, and a second inclined surface spacing changing means for changing the spacing between the opposing inclined surfaces of the transmission wheel and the driven vehicle. It is configured such that the continuously variable speed can be achieved by changing the winding effective diameter of the power transmission medium.

In the composite prime mover according to the invention as defined in claim 6, each of the continuously variable transmission means changes the distance between the inclined surfaces via the first inclined surface changing means or the second inclined surface changing means. Then, it is configured to have a function as the first connection / disconnection switching means. Claim 7
In the composite prime mover according to the invention described in (1), the second continuously variable transmission means changes the inclined surface distance via the first inclined surface changing means or the second inclined surface changing means, thereby changing the second inclined surface distance. It is designed to have a function as a connection / disconnection means.

According to the eighth aspect of the present invention, in the composite prime mover, when the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected to each other via the first connection / disconnection switching means, combustion is performed. Feedback control means for detecting the actual operating state of the engine and controlling the operation of the combustion engine and controlling the speed ratio of each of the continuously variable transmission means is provided so as to obtain the desired operating state.

According to a ninth aspect of the present invention, in the composite prime mover, when the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected to each other via the first connection / disconnection switching means, combustion is performed. When there is a request to change the output of the engine, both the combustion engine generated torque and the combustion engine rotation speed are changed through the operation control of the combustion engine and the speed ratio adjustment control of each of the continuously variable transmission means to perform combustion. Configured to change the power of the engine.

In the composite prime mover according to the tenth aspect of the present invention, the degree of request for changing the output of the combustion engine is any one of the accelerator opening degree, the vehicle speed, the discharge current of the storage battery, the output terminal voltage of the storage battery, or these. It is configured to be determined based on the combination of. In the hybrid prime mover according to the invention of claim 11, when the output rotation shaft of the combustion engine and the output rotation shaft of the electric motor are connected via the first connection / disconnection switching means, the combustion engine warm-up is performed. With respect to the desired operating range after completion of the engine, the operating range before completion of warm-up of the combustion engine is set so that the torque generated by the combustion engine is set to the low torque side and the rotation speed of the combustion engine is set to the high speed side. did.

According to a twelfth aspect of the present invention, in the composite prime mover, the output of the combustion engine in a desired operating region after completion of warming up of the combustion engine and the combustion engine in the operating region before completion of warming up of the combustion engine The generated torque of the combustion engine and the rotation speed of the combustion engine are set so that the output and the output substantially match.

According to a thirteenth aspect of the present invention, in the composite prime mover, the settings of the torque generated by the combustion engine and the rotational speed of the combustion engine are changed according to the temperature state of the combustion engine. In the composite prime mover according to the invention of claim 14, the generation torque of the combustion engine and the rotation speed of the combustion engine are set within a predetermined range.

In the combined prime mover according to the fifteenth aspect of the present invention, the predetermined range is changed according to the temperature state of the combustion engine. According to a sixteenth aspect of the present invention, there is provided a composite prime mover including means for detecting an operating state of the combustion engine, and the output rotation shaft of the combustion engine and the output rotation shaft of the electric motor are provided via the first connection / disconnection switching means. The contact surface of the power transmission member for transmitting power by contacting the conductor and the conductor provided in each continuously variable transmission means in accordance with the detected operating state of the combustion engine. It was configured to change the pressure.

According to a seventeenth aspect of the present invention, in a combined prime mover, the input side rotary shaft and the output side rotary shaft of the first continuously variable transmission means or the second continuously variable transmission means are operated under predetermined conditions. The composite prime mover according to any one of claims 1 to 16, characterized in that the auxiliary prime mover is switched to a sub transmission path to be connected via the above.

[0024]

In the compound prime mover according to the present invention having the above-described structure, the first continuously variable transmission means allows the electric motor-side rotary shaft of the connection / disconnection switching means and the output rotary shaft of the electric motor to be provided. The speed ratio (speed ratio, speed change ratio) between and can be adjusted steplessly. Thus, for example, even if the rotation speeds of the combustion engine output shaft and the electric motor output shaft are different, the output of the combustion engine can be effectively controlled while suppressing the occurrence of shock at the time of connection by the first connecting / disconnecting means. It becomes possible to superimpose it on the output.

Further, since it becomes possible to fix the operating state of the combustion engine to a desired operating state, it is possible to set the desired operating state (for example, the extremely narrow pinpoint which is the ultimate operating pattern). The specified output can be secured, the thermal efficiency is good, and the emission amount of harmful components and black smoke is small.
Such constant speed / constant load operation state) can be achieved, so even if the combustion engine is mounted on a vehicle, etc. where acceleration / deceleration is frequently performed, the combustion engine can be accelerated / decelerated correspondingly. Combined with the fact that it does not have to be operated, it is possible to significantly reduce exhaust harmful components, knocking, particulates, etc. Also, since the operating state of the combustion engine is almost constant, various measures (heat load Measures and exhaust aftertreatment,
Matching of superchargers, etc.) becomes extremely easy. Therefore, while the external combustion engine can be easily adopted as the combustion engine, when the combustion engine is the diesel engine, the operation can be maintained in the region where the emission of black smoke is small, and therefore the catalyst device for the exhaust system can be maintained. Is also easy to install (the need to regenerate the problem and clogging due to clogging by black smoke as in the past can be greatly reduced). It should be noted that the combustion engine can be disconnected from the electric motor and idled or stopped during the vehicle deceleration or stop by the first connection / disconnection switching means, so that further improvement in fuel consumption, noise, exhaust, etc. can be achieved. It will be.

In the combined prime mover according to the second aspect of the present invention, the same operation as that of the first aspect can be achieved, and the first coupling is used in place of the first continuously variable transmission means. A second continuously variable transmission is provided between the combustion engine-side rotary shaft of the cut-off switching means and the output rotary shaft of the combustion engine, and the first connecting / breaking means is disconnected to drive power from only the electric motor. The electric motor is prevented from rotating along with the rotating element of the second continuously variable transmission means while taking out. As a result, as in the invention described in claim 1, the first continuously variable transmission means includes a motor-side rotation shaft of the first connection / disconnection switching means, an output rotation shaft of the motor,
In the case of interposing between the two, the electric motor always entrains the rotary element of the first continuously variable transmission means to increase the power consumption even when the first connecting / disconnecting means is disconnected and power is taken out only from the electric motor. At the same time, it is possible to solve the problem of impairing the durability of the first continuously variable transmission means and the like. In addition, the degree of freedom in designing the combined prime mover can be expanded.

In the combined prime mover according to the invention described in claim 3, the same operation as the operation described in claim 1 can be achieved, and the output rotation of the combustion engine serves as the first connection / disconnection switching means. Since the means (so-called one-way clutch means) that is connected when the rotation speed of the shaft is equal to or higher than the rotation speed of the output rotation shaft of the electric motor and is disconnected at other times is used, the power transmission path can be smartly put together. Yes, for example, when the vehicle is moving forward (when the power transmission direction is normal)
Since the one-way clutch means is provided, the rotational force of the combustion engine can be smoothly and easily applied to the electric motor drive without complicated rotational speed adjustment (rotational speed of the combustion engine). This is because when the engine catches up with the rotation speed of the electric motor, the output of the combustion engine naturally becomes superimposed on the driving force of the electric motor). Further, when the vehicle is in reverse (when the power transmission direction is reversed), the second connecting / disconnecting switching means is shut off, so that there is a problem in reverse when only the one-way clutch means is provided, that is, when the combustion engine reversely loads the reverse It is possible to prevent it from hanging up. Furthermore, since the second connecting / disconnecting means is connected to the output shaft of the combustion engine, an increase in the rotating mass causes
The stability of the idle speed of the combustion engine can also be improved,
It can also contribute to the improvement of vibration and noise.

In the compound prime mover according to the invention described in claim 4, each of the continuously variable transmission means includes a transmission wheel having the inclined surface, a transmission vehicle having the inclination surface, the transmission wheel and the transmission wheel. A power transmission medium wound between the inclined surfaces of the transmission wheel, and an inclined surface interval changing means for changing the opposed inclined surface distance of at least one of the transmission wheel and the driven wheel, Since the continuously variable speed is changed by changing the winding effective diameter of the power transmission medium (since a so-called movable pulley type continuously variable transmission is adopted),
It has a relatively simple structure and has a track record of being already used for automobiles, etc. Therefore, it is relatively reliable and can be diverted, which is advantageous in terms of cost. it can.

According to a fifth aspect of the present invention, there is provided a composite prime mover according to the fourth aspect of the present invention, in which the first inclined surface spacing changing means is replaced by the inclined surfaces of the transmission wheel and the driven wheel that face each other. Since the second inclined surface interval changing means for changing the interval is adopted, it becomes possible to perform speed adjustment in a wider range more quickly and smoothly. In the combined prime mover according to the invention described in claim 6, the same operation as the operation described in claims 1 and 2 can be achieved, and
The first continuously variable transmission means and the second continuously variable transmission means are provided with the first
Since it is configured to also have the function as the connection / disconnection switching means, it is possible to eliminate the need to separately provide the first connection / disconnection switching means, which is advantageous in terms of cost, layout, weight, the number of parts, etc. Will be things.

In the combined prime mover according to the invention described in claim 7, the same operation as the operation described in claim 3 can be achieved, and the second continuously variable transmission means is provided with the second connection / disconnection. By having the function as the switching means, it is possible to eliminate the need for providing the second connecting / disconnecting switching means separately, which is advantageous in cost, layout, weight, the number of parts, etc. .

In the composite prime mover according to the present invention as defined in claim 8, when the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected to each other via the first connection / disconnection switching means, The actual operating state of the combustion engine is detected, and the operation control of the combustion engine and the speed ratio control of each of the continuously variable transmission means are performed by feedback control so that the desired operating state is obtained. This ensures that the desired operating condition can be achieved even if there are individual differences in the combustion engine and environmental changes, thereby reducing operability (ensuring output), exhaust harmful components, and emission of black smoke, etc. It is possible to improve fuel efficiency.

In the combined prime mover according to the invention of claim 9, in the case where the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected via the first connecting / disconnecting switching means, When there is a request for changing the output of the combustion engine, both the combustion engine generated torque and the combustion engine rotation speed are changed through the operation control of the combustion engine and the speed ratio adjustment control of each of the continuously variable transmission means, Change the output of the combustion engine. As a result, in the relationship between the combustion engine rotation speed and the combustion engine generated torque shown in FIG. 7, the operating region of the combustion engine is controlled to have a characteristic having a slope that rises to the right. It is possible to change the output (horsepower) in a relatively large amount by slightly moving the operating region from. Therefore, since the target output can be achieved with a slight movement in the operating range, the exhaust gas is exhausted compared to the case where the output is changed by changing either the rotation speed or the torque (when the upward rising characteristic is not adopted). It is possible to suppress a great influence on performance and the like. In addition, the target horsepower can be achieved with a small amount of movement in the driving range, so it is possible to easily meet various requirements, reduce emissions of exhaust harmful components, black smoke, and improve fuel efficiency. Also, it will not be a big deterioration.

In the composite prime mover according to the tenth aspect of the present invention, the degree of the request for changing the output of the combustion engine is based on any one of the accelerator opening, the vehicle speed, the discharge current of the storage battery, and the output terminal voltage of the storage battery. Make a decision. For example, it is possible to respond to the driver's acceleration request and the like by the accelerator opening. Further, depending on the vehicle speed, it becomes possible to cope with the case where the required output cannot be secured by driving only the electric motor when the vehicle speed becomes high.
In addition to the high-speed running, the current consumption of the electric motor is large when the vehicle is climbing a slope and the like, so that it is possible to meet the output change request by the charge / discharge current of the storage battery. Also, in order to protect the storage battery from excessive discharge current, the output of the combustion engine is adjusted by the discharge current, and the output of the electric motor side is adjusted (for example, control so that the output of the entire combined prime mover becomes constant). It becomes possible. Furthermore, when the output terminal voltage of the storage battery is detected and the output of the combustion engine (that is, the generator driven by the combustion engine) is controlled so that a predetermined voltage is obtained, the output of the combustion engine is adjusted when the storage battery is about to rise. Since it is large and the output of the combustion engine is suppressed when it approaches full charge, it is effective in ensuring the life of the storage battery.

According to the eleventh aspect of the present invention, in the composite prime mover, when the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected via the first connecting / disconnecting switching means, the combustion is performed. With respect to the desired operating range after completion of warm-up of the engine, the operating range before completion of warm-up of the combustion engine is set such that the torque generated by the combustion engine is set to the low torque side and the rotation speed of the combustion engine is set to the high speed side. To do so. As a result, warm-up can be effectively accelerated. In other words, it is effective in stabilizing combustion, and the low temperature combustion part (inert combustion zone) due to the low temperature of the combustion chamber wall is reduced,
The effect of reducing the emission of particulates (unburned fuel, black smoke, etc.) and carbon monoxide is great, and since the friction is also reduced early, the effect of improving fuel efficiency can be expected. Moreover,
When operated at high speed and low torque, the generation of NOx is suppressed and the exhaust gas temperature can be raised compared with the case of operating at high torque, so activation of catalysts and promotion of thermal reactor are also possible. It will be effective.

According to a twelfth aspect of the present invention, in addition to the eleventh aspect of the present invention, in addition to the invention of the eleventh aspect, the output of the combustion engine in a desired operating region after completion of warming up of the combustion engine and the combustion engine The generated torque of the combustion engine and the rotation speed of the combustion engine are set so that the output of the combustion engine in the operating region before the engine is completely warmed up substantially matches. Thereby, while maintaining the output of the combustion engine while exhibiting the action and effect of claim 11, that is, since it does not change the output of the entire combined prime mover, even during warm-up operation, The driver will not feel discomfort. In other words, in the case where only the combustion engine is provided as in the conventional case, the output state of the engine changes during the warm-up operation as compared with the normal time, so the driver is likely to feel uncomfortable.
This can be prevented.

According to the thirteenth aspect of the present invention, in the combined prime mover, the settings of the torque generated by the combustion engine and the rotation speed of the combustion engine are changed according to the temperature state of the combustion engine. As a result, optimum control can be performed according to the degree of progress of warm-up. In the composite prime mover according to the invention of claim 14, since the setting of the torque generated by the combustion engine and the rotation speed of the combustion engine is performed within a predetermined range, in terms of engine protection and exhaust characteristics, etc. In the composite prime mover according to the invention described in claim 15, since the predetermined range is configured to be changed according to the temperature state of the combustion engine, the operational effect of claim 14 Can be played more reliably.

According to a sixteenth aspect of the present invention, there is provided a composite prime mover including means for detecting the operating state of the combustion engine, and the output rotary shaft of the combustion engine is connected via the first connection / disconnection switching means. When the output rotary shaft of the electric motor is connected, the power for transmitting the power by contacting the conductor and the conductor provided in the continuously variable transmission means according to the detected operating state of the combustion engine. The contact surface pressure of the transmission member is changed. This improves transmission efficiency and
It is possible to achieve both reduction of wear and wear.

According to a seventeenth aspect of the present invention, in a combined prime mover, the input side rotary shaft and the output side rotary shaft of the first continuously variable transmission means or the second continuously variable transmission means are operated under predetermined conditions. Switch to the sub-transmission path to be connected via. As a result, for example, operating the combustion engine in a narrow area such as a pinpoint is somewhat compromised so that the engine operates in an operating area having a certain range, while the target is adjusted to a frequently used speed ratio. The gear ratio of the sub transmission path is set in advance, and when the speed at which power can be transmitted through the sub transmission path is reached, the input side of the first continuously variable transmission means or the second continuously variable transmission means. The rotation shaft and the output-side rotation shaft are connected by a gear, and the speed ratio of the first continuously variable transmission means or the second continuously variable transmission means is adjusted to be the speed ratio or power transmission is released. , A load on the first continuously variable transmission means or the second continuously variable transmission means by switching from a power transmission path of the first continuously variable transmission means or the second continuously variable transmission means to a sub transmission path via a gear. (Reduction of wear etc.) While, so as thereby improving the transmission efficiency.

[0039]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1A shows a schematic configuration of a first embodiment of the present invention (corresponding to one embodiment of the invention described in claim 1). Hybrid prime mover 4 according to the present embodiment
As shown in FIG. 1 (A), the characteristic of 00 is that a motor 200 and a clutch 300 (corresponding to the first connecting / disconnecting switching means of the present invention) are different from those of the conventional hybrid prime mover (see FIG. 13). In between, a continuously variable transmission 600 corresponding to the first continuously variable transmission means of the present invention is provided.

By the way, the engine 100 and the motor 200
The clutch 300 is interposed between the engine 100 and the motor 200 so that the engine 100 and the motor 200 can be intermittently switched by operating the engine 100 intermittently as necessary.
This is to realize the concept of MIX (hybrid prime mover) that improves exhaust and fuel efficiency.
In the present embodiment, the continuously variable transmission 600 is further interposed between the motor 200 and the clutch 300, so that the engine 1
The operating range of 00 is further optimized to further improve the exhaust gas, the fuel efficiency performance, and the drivability.

In FIG. 1A, the engine 100,
The layout in which one motor 200 is mounted on a vehicle (not shown) or the like is shown, but the present invention is not limited to this, and a plurality of engine groups and a plurality of motor groups are mounted, and between these groups, It is also possible to interpose the clutch 300. In addition, when one is plural, the other may be singular. Here, FIG. 1A will be described based on FIG. 1B showing in more detail.

In the MIX 400, the concept of the engine 100 is assembled with the policy of avoiding idling operation which leads to deterioration of fuel consumption and vibration. Therefore, when the engine 100 is started to assist the driving of the wheels 500, the vehicle is operated by the motor 200 before that.
Since the vehicle is traveling with only the driving force, the continuously variable transmission 6
The output rotation speed of 00 can be immediately determined by detecting the rotation speed of the interlocking motor 200.

On the other hand, in the present embodiment, the optimum operating region of the engine 100 is also set to be substantially constant except during warm-up, but the connection condition of the clutch 300 is established and the clutch 300 is connected. Continuously variable transmission 600
Is a speed ratio between the output rotation speed of the continuously variable transmission 600 (the output shaft rotation speed of the motor 200, which changes depending on the vehicle speed) and the rotation speed of the engine 100 in the optimum operation range (substantially constant). Can be easily determined by The clutch 300 may be a friction clutch, an electromagnetic clutch, a one-way clutch, or the like.

Therefore, in this embodiment, ROM, RAM,
When the control unit including a microcomputer having an A / D converter, an input / output I / F and the like determines that the predetermined traveling condition is satisfied and the clutch 300 is connected, the engine rotation speed and the motor rotation speed are increased. The speed is detected, and the speed ratio of the continuously variable transmission 600 is set based on the detected speed.

By the way, the continuously variable transmission 6 used in this embodiment.
As shown in FIG. 1 (B), 00 is composed of two pulleys (an input pulley 610 and an output pulley 620) having opposite inclined surfaces, and a belt 630 wound around these pulleys. In the adjustment of the speed ratio of the input / output shafts in the continuously variable transmission 600, the interval between the inclined surfaces of the input pulley 610 and the output pulley 620, which face each other, is changed via an actuator 610A as shown in FIG. 4, for example. By doing so, it is possible to drive the inclined surface distance of the input pulley 610 with an actuator such as hydraulic pressure and to make the inclined surface distance of the output pulley 620 follow by elastic force or hydraulic pressure so as to adjust the belt tension. ), The contact position (wrapping position) between the belt 630 and the inclined surface of each pulley is changed.

That is, in the present embodiment, the actuator is drive-controlled to adjust the effective rotation radius of the belt 630 to adjust the speed ratio, so that the speed ratio is adapted to the determined speed ratio. Even if the clutch 300 is not provided, the pulley 610 of the continuously variable transmission 600,
The continuously variable transmission 600 can function as a clutch by increasing the interval between the facing inclined surfaces of any one of 620 and breaking the contact between the belt 630 and the inclined surface (claim 6). Corresponding to the invention).

Since the clutch 300 and the continuously variable transmission 600 are provided in this manner, the engine 100 and the motor 200 can be smoothly connected to each other when needed, and the vehicle speed can be maintained while they are connected. Even if the (rotational speed of the motor 200) changes, the continuously variable transmission 600 can absorb the rotational speed difference, so that the operating state of the engine 100 can be maintained at a desired load / rotational speed. From this, it is possible to easily adopt an external combustion engine such as a Stirling engine, which has relatively high acceleration / deceleration control but has high thermal efficiency and excellent exhaust performance, as an engine used for a hybrid prime mover.

Therefore, when the engine 100 and the motor 200 are connected and operated as an integral prime mover, a substantially constant speed / constant load operation in an extremely narrow region as shown by point a in FIG. 11B. Since it is possible to secure a predetermined output, the thermal efficiency is good, and the emission amount of exhaust harmful components and black smoke is small (or it is easy to take measures to reduce exhaust harmful components and black smoke). It is possible to realize an ideal operating state of the engine 100. Of course, the motor 200
Under the condition that the engine 100 is driven only, the clutch 100 can be disengaged to stop the operation of the engine 100 (or idle operation or the like). Therefore, according to the present embodiment, it is possible to realize an ideal low-pollution vehicle when MIX is adopted.

The method of using the continuously variable transmission that is generally used is to control the speed ratio in a preset mode in accordance with the changing engine rotation speed, accelerator opening, vehicle speed, and the like. However, in the present embodiment, as described above, the rotation speed of the engine 100 is fixed to an optimum value,
Since the vehicle speed is determined by the rotation speed of the motor 200, it is a new method of use in which the speed ratio of the continuously variable transmission 600 matches the speed ratio of the two.

Here, the effect on the vehicle performance when the MIX 400 in this embodiment is used will be described with reference to FIG. A line b in FIG. 11B indicates a continuously variable transmission 600 when only the engine 100 is connected to the continuously variable transmission 600.
The relationship between the rotation speed and the torque measured on the output shaft side of is shown. Note that the torque at the same rotation speed as the point a does not reach the torque generated by the engine 100 because the continuously variable transmission 6
This is because the power transmission efficiency of 00 is not 100%. This transmission efficiency is inferior to the case of using a gear, but is far superior to that of using a torque converter.

The line c in FIG. 11B shows the torque generated only by the motor 200. Then, FIG. 11B
The line d indicates the torque generated only by the motor 200 (line c)
And the output torque of the continuously variable transmission 600 (line b). What should be noted here is that the motor 2 is equipped with the continuously variable transmission 600 as in this embodiment.
In comparison with the generated torque of only 00 (line c), the increase amount of torque in the high speed region is relatively small, but the increase amount of torque in the low speed region can be increased. As a result, it is possible to significantly improve the "slim" starting performance by driving only the conventional motor.

By the way, there is an electric vehicle of a type called a serial hybrid of a type in which only so-called power generation is performed by an engine. However, in this type, the engine does not directly participate in driving the vehicle, so that there are problems of thermal efficiency and lack of maximum output. On the other hand, since the engine can be operated in an extremely narrow area, it is an ideal hybrid such that exhaust harmful components and black smoke emissions are small (or it is easy to take measures to reduce exhaust harmful components and black smoke). Although considered as the ultimate candidate for a low-pollution vehicle from the viewpoint that the engine operating state of the prime mover can be realized, the MIX 400 of the present embodiment allows the engine output to participate in the vehicle drive to achieve good thermal efficiency. Since it is possible to operate the engine 100 in an extremely narrow optimum region while securing a large maximum output, For the hybrid system, said to be a better method.

Note that FIG. 12 shows an engine operating range that has been a target in the past (similar to that shown in FIG. 13C) and an operating range of an engine when a continuously variable transmission is adopted in this embodiment. It is a figure which compared and and represented the equal exhaust temperature line on it. As a result, even if the target operating range can be achieved, it is possible that the exhaust gas temperature line is likely to cause overheating in the high-speed range and the temperature becomes too low in the low-speed range, resulting in insufficient utilization of the catalyst device. However, in this embodiment, since it is possible to always maintain a good exhaust temperature, it can be seen from this point that it is advantageous to fix the operating region substantially as in this embodiment.

Further, since the continuously variable transmission 600 is employed, the torque can be earned in the low speed region, so that the large torque need not be generated on the engine 100 side in the low speed region. Therefore, for example, increase in harmful components of exhaust gas in the low speed region, occurrence of knocking particularly in Otto engine, and deterioration of particulates (particulate matter in exhaust gas such as black smoke and unburned fuel) in diesel engine are surely achieved. Since it can be prevented, even if the operating state (rotational speed and load) of the engine 100 is not maintained substantially constant and the operating region is changed to some extent, it is sufficiently effective.

In this embodiment, the continuously variable transmission 600 is used.
The speed ratio is changed by changing the belt winding position between the input pulley 610 and the output pulley 620. However, for example, even if another existing continuously variable transmission such as a so-called toroidal type is used. I do not care. Then the second
(Corresponding to an embodiment of the invention described in claim 2) will be described.

In the MIX 400 in the second embodiment,
As shown in FIGS. 2A and 2B, the installation position of the clutch 300 in the MIX in the first embodiment is set to the continuously variable transmission 600 corresponding to the second continuously variable transmission means of the present invention. The motor 200 is changed. MIX
Then, as long as electric power is left in the storage battery and the required output can be covered only by the motor 200, the aim is to drive only the motor 200. However, considering this point, there are many opportunities to stop the engine 100. Become.

Therefore, when the clutch 300 is between the engine 100 and the continuously variable transmission 600 as in the first embodiment, the motor 200 always drives the continuously variable transmission 600 during driving by the motor 200 alone. As a result, the power consumption is increased and the durability of the continuously variable transmission 600 and the like is impaired. Therefore, in the second embodiment, the clutch 300 is connected to the continuously variable transmission 600 and the motor 200.
To be installed between and. As a result, the engine 1
If the clutch 300 is disengaged during the stop of 00, the connection between the motor 200 and the continuously variable transmission 600 is also disconnected at the same time. The fact that the layout can be changed with respect to the first embodiment also expands the degree of freedom in selecting a mounting layout for a vehicle or the like.

According to the second embodiment, in contrast to the layout of the first embodiment, when the clutch 300 is disengaged and the engine 100 is idling,
Although the engine 100 will rotate around the continuously variable transmission 600, the opportunities for idle operation are minimized as described above, and the motor 200 allows the continuously variable transmission 60 to operate.
The rotation speed is lower than that when 0 is accompanied, and therefore the resistance is small and fuel consumption is not significantly deteriorated, and durability is not significantly deteriorated.

However, since the idle rotation speed of the engine 100 is somewhat unstable, there is some fluctuation in rotation, so that a resonance phenomenon occurs inside the continuously variable transmission 300 that is being entrained, causing vibration and noise. However, in such a case, it is preferable to employ a multi-cylinder engine such as a 4-cylinder or 6-cylinder engine. Further, the idle rotation speed may be set higher. Furthermore,
Depending on the resonance location, by weakening the tension of the belt 630 via the tension adjusting pulley of the continuously variable transmission 600,
In some cases, the vibration and noise can be prevented by changing the effective moment of inertia or, conversely, by increasing the tension to increase friction, or in some cases, by changing the type of lubricating oil. Therefore, such measures may be taken.

Also in the second embodiment, the same effects as those of the first embodiment described above can be obtained with respect to the improvement of drivability, the reduction of the exhaust harmful components, the emission of black smoke, etc., and the improvement of the fuel consumption. Is something that can be done. In addition, the clutch 300
The pulley 61 of the continuously variable transmission 600 is not provided with
It is also possible to allow the continuously variable transmission 600 to function as a clutch by widening the gap between the facing inclined surfaces of any one of 0 and 620 and substantially interrupting the contact between the belt 630 and the inclined surface. It is possible (corresponding to the invention described in claim 6). Next, a third embodiment (corresponding to an embodiment of the invention described in claim 3) will be described.

In the third embodiment, as shown in FIGS.
As shown in (B), the engine 100 and the continuously variable transmission 60
Clutch 300 between 0 and continuously variable transmission 600
The one-way clutch 700 (corresponding to the first connection / disconnection switching means of the present invention) is interposed between the motor 200 and the motor 200. Generally, the one-way clutch has a function of transmitting a rotational force in a predetermined direction but not a rotational force in the opposite direction, and has a characteristic that even if it is small and lightweight, the transmission capacity can be increased. Based on these characteristics, the optimum hybrid clutch for connecting the motor and the engine in the prime mover (that is, when the engine driving force is to be added to the motor driving force, the engine rotational speed cannot catch up with the motor rotational speed). It is possible to think that it is because the engine rotation force can be added to the motor drive when the engine rotation speed catches up with the rotation speed of the motor while it becomes idle while it does not move). Sometimes there is a serious problem that the motor will reverse the engine.

That is, when a clutch is provided between the continuously variable transmission 600 and the motor 200 as in the second embodiment, as shown in FIG. Instead of the clutch 300, during gear train (continuously variable transmission 6
It is desirable to incorporate the one-way clutch 700 between the output shaft of 00 and the output shaft of the motor so that the power transfer can be smartly integrated, but in such a case, at the time of backward movement (reverse rotation of the motor 200). There is a problem that a reverse rotation load is applied to the engine 100, and this must be solved.

Therefore, in the third embodiment, as shown in FIG. 3B, a clutch 300 'is provided between the engine 100 and the continuously variable transmission 600 (this is the second connection / disconnection switching means of the present invention). Corresponding to the engine 100 and the continuously variable transmission 600 by the clutch 300 ′ at the time of reverse.
Try to disconnect from. Therefore, when the vehicle is moving forward, the provision of the one-way clutch 700 makes it possible to smoothly and easily apply the engine rotational force to the motor drive without complicated rotational speed adjustment (engine 100 rotational speed). (2) catches up with the rotation speed of the motor 200, the engine output is naturally added to the motor drive), and the reverse rotation load can be prevented from being applied to the engine 100 by the clutch 300 'during the reverse. Further, the increase of the rotational mass by the clutch 300 ′ can improve the stability of the idle rotation of the engine 100 and contribute to the improvement of vibration and noise. In addition, the one-way clutch 700
This also improves the degree of freedom in designing the power transmission path. The function of the clutch 300 'can be made to function in the continuously variable transmission 600 as in the above (corresponding to the invention described in claim 7).

In FIG. 3B, the two motors 20
0 and two one-way clutches 700 are provided so that the rotational speeds of the wheels can be controlled independently. This part includes a single motor 200 and a single motor 200 as shown in FIG. The one-way clutch 700 and the differential gear may be used. By the way, also in the third embodiment, the same effects as those of the first embodiment described above can be obtained with respect to the improvement of drivability, the reduction of the exhaust harmful components, the emission of black smoke and the like, the improvement of the fuel consumption and the like. Is. Subsequently, a fourth embodiment (corresponding to an embodiment of the invention described in claims 4 and 5) will be described.

The fourth embodiment is shown in FIGS. 4 (A) and 4 (B).
As shown in FIG. 6, as the continuously variable transmission 600, the movable pulley 610A of the pulley 610 is arbitrarily controlled by the actuator 610B from the released state (crimping force 0) to the maximum crimping force (for example, based on normal vehicle speed, accelerator opening, etc.). This is an example of a control that can be performed without depending on a shift control map or the like.

As shown in FIG. 4B, the displacement amount of the spring 611 is changed according to the amount of movement of the actuator 610B in the left-right direction in the figure, and the movable pulley 610 is changed.
The crimping force of A can be adjusted arbitrarily. The actuator 610B may be operated by hydraulic pressure, may be operated by electromagnetic force such as a solenoid, or may be operated by a servo motor, a step motor, or the like. In any case, the control is not performed by factors such as the Pitot pressure (intake pipe internal pressure) caused by the operating state of the engine 100. For example, an arbitrary signal from an engine control unit or the like is used regardless of the engine rotation speed or the like. Based on this, it is possible to arbitrarily control from the released state (crimping force 0) to the maximum crimping force.

In a general continuously variable transmission, for example, the movable pulley 610A of the input pulley 610 receives a controlled hydraulic pressure to obtain a predetermined speed ratio, and the movable pulley 620A of the output pulley 620 has a substantially Although a constant line pressure is applied, in order to perform speed adjustment over a wide range quickly and smoothly, as shown in FIG. 4B, the movable pulley 620A on the output pulley 620 side can also be arbitrarily adjusted in pressure bonding. Preferably, a forceable actuator 620B is provided.

As a result of providing the actuator 610B (or 620B) as described above, a clutch function can be added to the continuously variable transmission 600, so that, for example, when the vehicle moves backward, the pressure-bonding force of the movable pulley 610A is released. As a result, even if the one-way clutch 700 is provided, it is possible to prevent the rotational force of the motor 200 from being transmitted to the engine 100 as a reverse rotation load. That is, the clutch 300 ′ provided for the backward movement in the third embodiment can be omitted. If the continuously variable transmission 600 according to the fourth embodiment is used, the clutch 300 can be omitted in the first and second embodiments.

Also in the fourth embodiment, the same effects as those of the above-mentioned first embodiment can be obtained with respect to the improvement of drivability, the reduction of exhaust harmful components, the emission of black smoke, etc., and the improvement of the fuel consumption. Is something that can be done. Next, a fifth embodiment (corresponding to an embodiment of the invention described in claim 16) will be described.

In the fifth embodiment, as shown in FIG. 5, the support shaft 612 of the input pulley 610 of the continuously variable transmission 600,
The support shaft 622 of the output pulley 620 and the intermediate clutch 6
Through 60, the rotational force can be transmitted at a predetermined speed ratio. It is conceivable that the problem of the continuously variable transmission 600 as shown in FIG. 5 is that the durability and the transmission efficiency of the belt 630 are relatively low (gear type transmission).

In a continuously variable transmission of a movable pulley type that has already been applied to automobiles and the like, when the traveling distance increases, the belt or chain made of metal or the like is worn and stepped wear is generated on the inclined surface of the pulley. Come to do. Therefore, after long-term running, the driver feels a stepwise change in the speed ratio, such as a shift shock. The phenomenon due to such wear becomes more prominent as the degree of wear increases. Therefore, it is expected to be a serious problem not only for general vehicles but also for large trucks, which are expected to have a large driving torque and are disadvantageous to wear, in particular.

Therefore, in the fifth embodiment, the above-mentioned problem can be suppressed as much as possible by adopting the structure shown in FIG. That is, in order to ensure durability and further improve the transmission efficiency, under a predetermined condition, a gear train having an intermediate clutch 660 is provided separately from the power transmission path by the belt 630 (the sub-power transmission shown by hatching in FIG. 5). A path) is provided so that the rotational force of the input pulley shaft 611 is transmitted to the output pulley shaft 621. The intermediate clutch 660 is designed to exert a clutch function by intermittently switching between the clutch plate 662 and the disc 663 by the actuator 661.

That is, for example, operating the engine 100 in a narrow region such as a pinpoint is somewhat compromised so that the engine 100 is operated in an operating region having a certain range, while the target is set to a speed ratio that is frequently used. The gear ratio is set accordingly, and when the speed at which power can be transmitted by the gear train is reached, the intermediate clutch 6
By connecting 60, and adjusting or releasing the pressing force of the movable pulley 610A so that the speed ratio becomes the speed ratio, the power transmission path from the power transmission path via the belt 630 of the continuously variable transmission 600 to the transmission path via the gears. Switch to continuously variable transmission 6
It is possible to reduce the load on the transmission line 00 and improve the transmission efficiency.

Although FIG. 5 shows the one provided with two motors and two one-way clutches, such a portion may be configured as in the fourth embodiment. By the way, in the fifth embodiment, as compared with the first embodiment and the like, it is necessary to expand the operating region of the engine 100 to some extent. Although the effect is reduced, it is possible to reduce the load on the continuously variable transmission 600 which is not provided in the first embodiment and to improve the transmission efficiency. Next, a sixth embodiment (corresponding to an embodiment of the invention described in claim 8) will be described.

The sixth embodiment is a ROM, RAM, A / D
By referring to the data stored in the ROM in the control unit 150 including a converter, a microcomputer having an input / output I / F, and the like, the engine 100 is operated at a predetermined engine speed and load (torque). This is an example in which the case where the vehicle is driven is specifically described. Figure 6
As shown in FIG. 3, a sensor 110 for detecting the intake pipe internal pressure, which is a parameter representative of the torque generated by the engine 100, and a sensor 120 for detecting the rotational speed of the engine 100 are provided to drive the throttle valve 130. The actuator 140, the actuator 610B that drives the movable pulley 610A of the continuously variable transmission 600, and the like are provided.

Then, the control unit 150 detects when it is not necessary to drive the engine 100, such as when the vehicle is running only by the motor 200, and in such a case, the clutch 30 not shown here is used.
0 '(as described in the third embodiment) is cut off to stop the engine 100. On the other hand, under a specific condition such as acceleration required to drive the engine 100 (the condition is based on a detection value from a rotation speed sensor 210 or the like for detecting the output shaft rotation speed of the motor 200, as in the conventional case. In order to be able to detect, the clutch 300 'is connected (at this time, the engine 100,
The so-called feedforward control may be performed on the continuously variable transmission 600 so that a predetermined state (throttle valve opening, speed ratio) can be obtained to some extent), and ROM in the control unit 150 For example, the following proper range is set with reference to the data stored in.

1. Minimum and maximum rotation speed 2. Minimum value of intake pipe internal pressure and maximum value of intake pipe internal pressure Next, in the control unit 150, the input value from each sensor is compared with the appropriate range set above,
The actuator 610 that drives the actuator 140 of the throttle valve 130 and the movable pulley 610A of the continuously variable transmission 600 so that the input value falls within the range.
Feedback control B.

That is, when the rotation speed of the engine 100 is lower than the proper range, the speed ratio of the continuously variable transmission 600 is adjusted, that is, the input pulley 61 on the engine side.
The movable pulley 610A of 0 is driven to expand the mutual distance between the pulleys to reduce the effective radius of wrapping of the belt 630. On the other hand, when it is faster than the appropriate range, the speed ratio of the continuously variable transmission 600 is adjusted, that is, Input pulley 610 on the engine side
The movable pulley 610A is driven so as to narrow the mutual distance between the pulleys and control so as to increase the winding effective radius of the belt 630. The output pulley 620 is controlled in the direction opposite to the movement of the input pulley 610 so that the tension of the belt 630 is maintained substantially constant.

The intake pipe internal pressure is controlled within the target range by adjusting the opening of the throttle valve 130 by the actuator 140. In this embodiment, the intake pipe internal pressure has been described as the parameter representing the engine generated torque, but the intake air flow rate detected by the air flow meter or the fuel injection amount may be used. Further, the opening of the throttle valve 130 can be adjusted by adjusting the fuel injection amount in a diesel engine or the like that does not have a throttle valve.

As described above, in the sixth embodiment, the actual engine rotation speed and load are detected, and the actual engine operating condition can be converged within the target range. Even if there is, it is possible to reliably reduce the emission of harmful components such as exhaust gas and black smoke, and improve fuel efficiency. Subsequently, a seventh embodiment (corresponding to an embodiment of the invention described in claim 9) will be described.

In the seventh embodiment, when the output required of the engine 100 is small, the required output is set so that the operating range of the engine 100 is set to the low speed and low load side with respect to the optimum operating range of the engine that is normally used. Is large, the operating range of the engine 100 is moved to the high speed and high load side with respect to the optimum range. As the device configuration, any of the above-described embodiments may be used.

As shown in FIG. 7, it is usually preferable to operate the engine 100 in the region A from the viewpoint of ease of measures for exhaust performance and the like, but the capacity of the storage battery, the traveling speed of the vehicle, etc. In some cases, the condition that the engine 100 may be stopped is not satisfied, but the output of the engine 100 may be small and sufficient as in the region B. Also, during high-speed traveling or climbing a hill, a larger output than the area A may be required like the area C.

In accordance with the degree of demand of the output of the engine 100 as described above, in the seventh embodiment, as shown in FIG. Is controlled so that it has a characteristic with a slope that rises to the right. In addition,
The output is represented by horsepower. Since horsepower is proportional to the product of rotation speed and torque, the engine 100 is controlled by such a characteristic of rising to the right, so that the operating area is slightly moved from the normal optimum area A. By doing so, it becomes possible to change the output (horsepower) in a relatively large amount. As a result, the target horsepower can be achieved with a slight movement in the driving range, so compared with the case where the output is changed by changing one of the rotation speed and the torque (when the upward rising characteristic is not adopted). It is possible to suppress a great influence on the exhaust performance and the like. In addition, the target horsepower can be achieved with a small amount of movement in the driving range, so it is possible to easily meet various requirements, reduce emissions of exhaust harmful components, black smoke, and improve fuel efficiency. Also, it does not have to make a big deterioration. Next, an eighth embodiment (claims 8 to 1)
(Corresponding to an embodiment of the invention described in No. 0) will be described.

In the eighth embodiment, the accelerator input, the vehicle speed, the charging / discharging current and the voltage are used as main input signals.
A continuously variable transmission 60 is provided so that a desired operating range of the engine 100 can be obtained and the operating range of the engine 100 can be achieved.
This is an example of controlling the movable pulley 610A of 0 and the throttle valve 130. In this respect, it can be said that the seventh embodiment is more concrete.

As shown in FIG. 8, the accelerator opening sensor 8
An accelerator opening signal from 10 and a vehicle speed signal from a vehicle speed sensor that detects the vehicle speed from the rotation speed of the motor 200,
The control unit 1 uses the charge / discharge current from the charge / discharge current sensor 910 for detecting the charge / discharge current of the battery 900 and the voltage signal from the sensor 920 for detecting the output terminal voltage of the battery 900 as main input signals.
In 50, a signal from the engine rotation speed sensor 120 or a signal from the intake pipe internal pressure sensor 110 is received as an auxiliary signal, and based on the signal, the movable pulley 610A of the continuously variable transmission 600 via the actuator 610B, Further, the throttle valve 130 is connected to the actuator 140.
It is designed to be controlled via.

Since the motor 200 drives the wheels directly at a predetermined speed ratio, the vehicle speed is substantially a signal amount equivalent to the rotation speed of the motor 200. The vehicle speed can be detected based on. Here, the control performed by the control unit 150 in the eighth embodiment will be described.

The large depression of the accelerator when the engine 100 is operating means that the driver demands a larger output, and in order to respond to the driver's will, the hybrid is required. Prime mover 40
It is necessary to increase the output of 0. Further, in order to drive an automobile at high speed, a driving horsepower proportional to the cube of the vehicle speed is required. Therefore, when the vehicle speed becomes high, it becomes impossible to secure the required output by driving only the motor 200, and at the same time, the current consumption of the motor 200 increases. Battery 900
The engine 10 in two senses that the consumption of
It is desired to increase the output of 0. It should be noted that even if the vehicle speed is not so high, a large discharge current flows when climbing a slope, etc. Therefore, in order to protect the battery 900 from an excessive discharge current, it is also necessary to adjust the output of the engine 100 by the discharge current. .

Therefore, the control unit 150 receives signals from various sensors, detects the condition for performing the engine output increase control based on the signals, and detects the condition for increasing the engine output. The movable pulley 610A controls the output of the engine 100 via the actuator 610B, and the throttle valve 130 controls the output of the engine 100 via the actuator 140.

Although the adjustment range is small, the battery 90
When the output terminal voltage of 0 is detected and the output of the engine 100 (that is, the generator driven by the engine 100) is controlled so that the predetermined voltage is obtained, the output of the engine 100 is output when the battery 900 is about to rise. Is large and the output of the engine 100 is suppressed when the battery 100 approaches full charge, which is effective in ensuring the life of the battery 900.

The rotational speed of the engine 100 and the intake pipe internal pressure are necessary for feedback control of the output of the engine 100. By the way, the transducer 160 shown in FIG. 8 is required depending on the actuator model when transmitting the control signal from the control unit 150 to the actuator 610B for the continuously variable transmission 600 or the drive actuator 140 of the throttle valve 130. It is provided in order to meet different requirements for signal form, voltage, current, etc., and may be built in the control unit 150 or equipped as a separate unit. For example, when a stepper motor is used as the actuator, the control unit 150 gives the number of rotation steps of clockwise rotation or counterclockwise rotation, and generates a signal for driving the motor by that number, or each time a command is issued. There is a method of generating a drive signal for each step, and it is necessary to appropriately change it according to the target. Subsequently, the ninth embodiment (claim 1)
1 to 15 (corresponding to an embodiment of the invention described in claims 15).

The ninth embodiment is an embodiment in which the output of the engine 100 is controlled according to the temperature state of the engine 100. In this embodiment, the control unit 150
For example, when the temperature of the cooling water is detected as shown in FIG.
As shown in (B), FIG. 9 (C), and FIG. 9 (D), the engine 10 is operated at a lower torque and a higher speed region than during normal operation.
Control to drive 0.

As described above, it is most advantageous to accelerate the warm-up and prevent the engine from being damaged by operating the engine 100 in the low torque and high-speed region before the normal operation, before the completion of the warm-up. is there. It should be noted that when the engine 100 is warmed up, the engine 10 enters the normal operating range.
It is better to return the operating condition of 0. Such control can be said to be a constant change in the output (horsepower) rather than an increase / decrease in the output (horsepower) of the engine 100 (since there is a relationship of output [horsepower] = torque × rotational speed × constant). is there).

When the engine temperature is low, it is natural to operate within the range of the permissible rotation speed and the permissible load for reasons such as mechanical breakage and remarkable wear of durability, but such permissible Considering the optimum operating region for speeding up warm-up within the range, it is better to set the engine rotation speed slightly higher (increase in the number of heat reception) and set the generated torque slightly lower as in the present embodiment. Preferable (The oil pressure is high at low temperatures and the relief valve is easy to open, so it is difficult to supply a sufficient amount of oil to the main metal, etc., so it is easy to seize the metal etc. when operating at high load, or the exhaust characteristics described below. Etc.).

As described above, accelerating the warm-up is effective in stabilizing the combustion, and the low temperature combustion portion (inert combustion zone) due to the low temperature of the combustion chamber wall is reduced, and the particulate ( The effect of reducing emissions of unburned fuel, black smoke, etc.) and carbon monoxide is great, and because friction is reduced at an early stage, an effect of improving fuel efficiency can be expected. Moreover, as in the present embodiment, when operating at high speed and low torque, the generation of NOx is suppressed and the exhaust gas temperature can be raised as compared with the case of operating at high torque, so that the catalyst etc. It is also effective for activation and promotion of the thermal reactor.

That is, as in this embodiment, it is possible to accelerate the warm-up by operating the engine 100 at a high speed and a low load before the warm-up is completed. It can be said that it is advantageous in all aspects such as. The operating state when the engine temperature is low in FIG. 9B may gradually approach the operating state at the normal engine temperature as the engine temperature rises.
As a result, it is possible to approach the operating region in the normal state as much as possible, so that it is possible to minimize the amount of deterioration in exhaust performance, fuel consumption, etc., which is based on the operating region difference from the normal operating region. Further, as shown in FIGS. 9C and 9D, it is preferable to change the range of the permissible rotation speed and the permissible load according to the engine temperature. These permissible values change depending on the temperature, and by changing the permissible rotational speed and the permissible load range accordingly, it is possible to more reliably improve engine protection and exhaust characteristics. .. Next, a tenth embodiment (corresponding to an embodiment of the invention described in claim 15) will be described.

In the tenth embodiment, the crimping force of the pulley 610A is variably controlled depending on the conditions. Generally, a continuously variable transmission 600 including pulleys 610 and 620 having inclined surfaces as shown in FIG.
Then, it is important not to cause a slip between the belt 630 and each pulley. This slip can be improved by increasing the crimping force of the movable pulleys 610A and 620A. If it is increased, not only will the wear be shortened and the life will be shortened, but also the increased wear (because the uniform contact between the belt and the pulley will be hindered) will rather induce slip and reduce the transmission efficiency.

That is, the belt 630 is usually made of steel and is formed in a chain shape or a laminated shape, and is usually operated in lubricating oil. However, when slippage occurs, a rapid temperature rise occurs and the lubricating oil Deteriorates and the pulley contact part suffers step wear (in the worst case, seizure). In order to prevent this, it is required to increase the crimping force of the movable pulley, but under conditions where a large transfer torque is not required and slippage is relatively unlikely to occur, such as in city driving with a small traveling load, crimping is so much. You don't have to increase your strength.

That is, in the present embodiment, the pressure-bonding force of the movable pulley is controlled in accordance with the conditions so that both slip prevention and wear reduction are achieved.
As shown in FIG. 10 (C), the crimping force exerted on the movable pulley 610A is substantially proportional to the displacement amount of the spring 611 [see FIG. 10 (B)], but the region where the crimping force is small [FIG.
In the region a] in [C], it becomes impossible to transmit the rotational force and a rapid heat generation phenomenon is observed. On the contrary, in a region where the pressing force is excessively large [region c in FIG. 10C], friction is increased and transmission efficiency is impaired due to a biting phenomenon between the belt 630 and the pulley 610. It should be noted that the region b is a region that has some margin against slip and can secure a sufficient crimping force within a range that does not significantly impair the transmission efficiency.

Therefore, in this embodiment, the crimping force of the pulley 610A is controlled within the range of the region b, but as shown in FIG. A parameter representative of the torque generated by the engine 100 and a pulley 61 that is interlocked with the engine 100.
The crimping force is variably controlled based on the rotation speed of 0. The pressure of the actuator 61 is
It can be controlled arbitrarily by 0B.

As a result, in the present embodiment, the slip force is prevented by controlling the pressing force of the movable pulley (in other words, the surface pressure between the driving body and the driven body) according to the conditions.
It is possible to achieve both reduction of wear and wear. Although the movable pulley type continuously variable transmission has been described in this embodiment, the present embodiment can be applied to a toroidal type continuously variable transmission by performing similar surface pressure adjustment.

[0101]

As described above, according to the composite prime mover of the invention described in claim 1, the first continuously variable transmission means allows the rotation shaft of the coupling / disconnection switching means on the electric motor side and the electric motor. Since the speed ratio (speed ratio, gear ratio) between the output rotary shaft of the combustion engine and the output rotary shaft can be adjusted steplessly, for example, even if the rotation speeds of the combustion engine output shaft and the motor output shaft are different, (1) It is possible to effectively superimpose the output of the combustion engine on the output of the electric motor while suppressing the occurrence of shock during the connection by the connection / disconnection means. Further, since it becomes possible to fix the operating state of the combustion engine to the desired operating state, it is possible to set the desired operating state (for example, a predetermined output) set in an extremely narrow pinpoint which is the ultimate operating pattern. Vehicle, in which acceleration / deceleration running is frequently performed, because it is possible to achieve constant speed / constant load operation conditions (such as high thermal efficiency, low exhaust emission harmful components, and low black smoke emissions). Even if it is mounted on a vehicle, etc., it is possible to significantly reduce exhaust harmful components, knocking, particulates, etc. in combination with the fact that the combustion engine does not need to be accelerated or decelerated in response to this. Moreover, since the operating state of the combustion engine is substantially constant, various measures are extremely easy to take. It should be noted that the combustion engine can be disconnected from the electric motor and idled or stopped during the vehicle deceleration or stop by the first connection / disconnection switching means, so that further improvement in fuel consumption, noise, exhaust, etc. can be achieved. .

According to the composite prime mover according to the invention described in claim 2, the same operation as the operation described in claim 1 can be achieved, and instead of the first continuously variable transmission means,
A second continuously variable transmission is provided between the combustion engine-side rotation shaft of the first connection / disconnection switching means and the output rotation shaft of the combustion engine, and the first connection / disconnection means is disconnected. Since the electric motor is prevented from rotating along with the rotating element of the second continuously variable transmission means when the power is taken out only from the electric motor, the electric motor is always the first continuously variable transmission means as in the invention of claim 1. It is possible to solve the problem that the rotating element is rotated around to increase the power consumption and the durability of the first continuously variable transmission unit is impaired. In addition, the degree of freedom in designing the combined prime mover can be expanded.

According to the composite prime mover of the third aspect of the present invention, the same operation as that of the first aspect can be achieved, and the output of the combustion engine serves as the first connecting / disconnecting switching means. Since the means for connecting when the rotation speed of the rotation shaft is equal to or higher than the rotation speed of the output rotation shaft of the electric motor and for disconnecting the rotation speed at other times, the power transmission path can be smartly integrated, and, for example, When the vehicle is moving forward (during forward rotation in the power transmission direction), the one-way clutch means is provided so that the rotational force of the combustion engine can be smoothly and easily superimposed on the electric motor drive without complicated rotation speed adjustment. You can Further, when the vehicle is in reverse (when the power transmission direction is reversed), the second connecting / disconnecting switching means is shut off, so that there is a problem in reverse when only the one-way clutch means is provided, that is, the reverse load is applied to the combustion engine by the motor. It is possible to prevent it from being applied. Furthermore, since the second connecting / disconnecting means is connected to the output shaft of the combustion engine, the stability of the idle rotation of the combustion engine can be improved due to the increase of the rotating mass, which contributes to the improvement of vibration and noise. can do.

According to the compound prime mover of the fourth aspect of the present invention, a so-called movable pulley type continuously variable transmission is adopted as each of the continuously variable transmission means, so that the configuration is relatively simple. In addition, it has a track record of being already used for automobiles and the like, and therefore has relatively high reliability and can be diverted, which is advantageous in terms of cost and the like.

According to the composite prime mover of the invention described in claim 5, in place of the first inclined surface spacing changing means according to the invention of claim 4, the inclined slopes of the transmission wheel and the driven wheel which face each other. Since the second inclined surface spacing changing means for changing the surface spacing is adopted, it is possible to more quickly and smoothly perform speed adjustment in a wide range. According to the compound prime mover of the sixth aspect of the present invention, the same actions as the actions of the first and second aspects can be achieved, and the first continuously variable transmission means and the second continuously variable transmission means can be provided. Since it is configured to also have the function as the first connection / disconnection switching means, it is possible to eliminate the need for providing the first connection / disconnection switching means separately, and thus cost, layout, weight, and the number of parts. Etc. can be advantageous.

According to the composite prime mover of the seventh aspect of the present invention, the same operation as that of the third aspect can be achieved, and at the same time, the second continuously variable transmission means can be connected to the second connecting / connecting means. Since it is configured to have the function as the disconnection switching means as well, it is possible to eliminate the need to separately provide the second connection / disconnection switching means, which is advantageous in terms of cost, layout, weight, the number of parts, and the like. it can.

According to the eighth aspect of the present invention, in the case where the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected via the first connecting / disconnecting switching means. In order to obtain the desired operating condition by detecting the actual operating condition of the combustion engine, the operation control of the combustion engine and the speed ratio control of each of the continuously variable transmission means can be performed by the feedback control. Even if there are individual differences in the engine or environmental changes, the desired operating condition can be achieved with certainty.
It is possible to reduce emission of black smoke and improve fuel efficiency.

According to the compound prime mover of the ninth aspect of the present invention, in the case where the output rotating shaft of the combustion engine and the output rotating shaft of the electric motor are connected via the first connecting / disconnecting switching means. When there is a request to change the output of the combustion engine, both the combustion engine generated torque and the combustion engine rotation speed are changed through the operation control of the combustion engine and the speed ratio adjustment control of each of the continuously variable transmission means. Since the output of the combustion engine is changed, the output (horsepower) can be changed relatively large by slightly moving the operating area from the normal pinpoint optimum area, and a slight operation can be performed. Since the target output can be achieved by moving the region, it is possible to suppress a great influence on the exhaust performance and the like as compared with the case where the output is changed by changing one of the rotation speed and the torque. In addition, the target horsepower can be achieved with a small amount of movement in the driving range, so it is possible to easily meet various requirements, reduce the emission of harmful exhaust components, black smoke, and reduce fuel consumption. You can prevent it from getting much worse.

According to the composite prime mover of the tenth aspect of the present invention, the degree of the request for changing the output of the combustion engine is based on any one of the accelerator opening, the vehicle speed, the discharge current of the storage battery, and the output terminal voltage of the storage battery. Therefore, it is possible to appropriately deal with the driver's request for acceleration, high-speed traveling, uphill traveling, prevention of battery exhaustion, and the like. According to the composite prime mover of the invention as set forth in claim 11, in the case where the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor are connected to each other through the first connection / disconnection switching means, For the desired operating range after the completion of warming up of the combustion engine, the operating range before the completion of warming up of the combustion engine is set so that the torque generated by the combustion engine is set to the low torque side and the rotation speed of the combustion engine is set to the high speed side. Since it is set, warm-up can be effectively accelerated.

According to the compound prime mover of the twelfth aspect of the invention, in addition to the invention of the eleventh aspect, the output of the combustion engine in a desired operating region after completion of warming up of the combustion engine , The torque generated by the combustion engine and the rotation speed of the combustion engine are set so that the output of the combustion engine in the operating region before the warming-up of the combustion engine is substantially equal to each other. While maintaining the output of the combustion engine, that is, the output of the combined prime mover as a whole is not changed while achieving the action and effect described in 11, the occurrence of discomfort to the driver or the like during warm-up operation is prevented. can do. In other words, in the case where only the combustion engine is provided as in the conventional case, the output state of the engine changes during the warm-up operation as compared with the normal time, so the driver is likely to feel uncomfortable.
This can be prevented.

According to the compound prime mover of the thirteenth aspect of the present invention, the setting of the torque generated by the combustion engine and the rotational speed of the combustion engine is changed according to the temperature state of the combustion engine. Optimal control can be performed according to the degree of warm-up progress. According to the composite prime mover of the invention described in claim 14, since the setting of the torque generated by the combustion engine and the rotation speed of the combustion engine is performed within a predetermined range, engine protection, exhaust characteristics, etc. In terms of the composite prime mover according to the invention described in claim 15, the predetermined range is changed according to the temperature state of the combustion engine. The action and effect can be more reliably exhibited.

According to the compound prime mover of the sixteenth aspect of the present invention, means for detecting the operating state of the combustion engine is provided, and the output rotation of the combustion engine is output via the first connecting / disconnecting switching means. When the shaft and the output rotary shaft of the electric motor are connected, the power is transmitted by contacting the conductor and the conductor of the continuously variable transmission means according to the detected operating state of the combustion engine. Since the contact surface pressure of the power transmission member is changed, it is possible to improve the transmission efficiency of the first continuously variable transmission means or the second continuously variable transmission means and reduce wear.

According to the compound prime mover of the seventeenth aspect of the present invention, the input side rotary shaft and the output side rotary shaft of the first continuously variable transmission means or the second continuously variable transmission means are operated under predetermined conditions. Since the auxiliary transmission path connected via the gear is switched, the load on the first continuously variable transmission means or the second continuously variable transmission means is reduced (reduction of wear, etc.) and the transmission efficiency is improved. Can be planned.

[Brief description of drawings]

FIG. 1A is a schematic configuration diagram of a combined prime mover according to a first embodiment of the present invention. (B) is a figure explaining the structure of the same compound prime mover in detail.

FIG. 2A is a schematic configuration diagram of a combined prime mover according to a second embodiment of the present invention. (B) is a figure explaining the structure of the same compound prime mover in detail.

FIG. 3A is a schematic configuration diagram of a combined prime mover according to a third embodiment of the present invention. (B) is a figure explaining the structure of the same compound prime mover in detail.

FIG. 4A is a schematic configuration diagram of a combined prime mover according to a fourth embodiment of the present invention. (B) is a figure explaining the structure of the same compound prime mover in detail.

FIG. 5 is a configuration diagram of a combined prime mover according to a fifth embodiment of the present invention.

FIG. 6 is a configuration diagram of a combined prime mover according to a sixth embodiment of the present invention.

FIG. 7 is a diagram illustrating output control characteristics of a combustion engine in a combined prime mover according to a seventh embodiment of the present invention.

FIG. 8 is a configuration diagram of a combined prime mover according to an eighth embodiment of the present invention.

FIG. 9A is a schematic view of a portion related to temperature detection of a combined prime mover according to a ninth embodiment of the present invention. (B) is a figure explaining the output control characteristic of the combustion engine in the compound prime mover concerning the example. FIG. 6C is a diagram illustrating an allowable range of the combustion engine rotation speed with respect to the combustion engine temperature according to the embodiment. (D) is a figure explaining the allowable range of the combustion engine generated torque with respect to the combustion engine temperature according to the embodiment.

FIG. 10A is a schematic configuration diagram of a movable pulley portion related to a continuously variable transmission of a compound prime mover according to a tenth embodiment of the present invention. FIG. 6B is a diagram for explaining the relationship between the pressing force of the movable pulley of the continuously variable transmission according to the embodiment and the displacement amount of the spring 200. FIG. 6C is a diagram showing a relationship between the pressure bonding force of the movable pulley of the continuously variable transmission according to the embodiment and the transmission efficiency.
FIG. 6D is a diagram illustrating the relationship between the rotational speed of the movable pulley of the continuously variable transmission (rotational speed of the combustion engine), the torque generated by the combustion engine, and the crimping force of the movable pulley.

FIG. 11A is a schematic configuration diagram when a continuously variable transmission is provided between a combustion engine and an electric motor. (B) is a figure explaining the output characteristic of a compound prime mover, the output characteristic of each power source which constitutes a compound prime mover, and the optimal operating area of a combustion engine.

FIG. 12 is a diagram in which a combustion engine operating range that has been a target in the related art is compared with a combustion engine operating range that is a target in the present invention, and an iso-exhaust temperature line is shown on the graph.

FIG. 13 (A) is a schematic configuration diagram of a conventional combined prime mover.
(B) is a figure explaining the problem by driving an electric motor.
FIG. 6C is a diagram comparing and explaining a desirable operating region of the combustion engine and an actual operating region.

[Explanation of symbols]

 100 engine 110 intake pipe internal pressure sensor 120 engine rotation sensor 130 throttle valve 140 throttle valve actuator 150 control unit 200 motor 300 clutch 300 'clutch 500 wheels 600 continuously variable transmission 610 input pulley 610A movable pulley 610B actuator 611 spring 612 input pulley shaft 620 Output pulley 620A Movable pulley 620B Actuator 621 Spring 622 Output pulley shaft 630 Belt 660 Intermediate clutch 700 One-way clutch 800 Accelerator position sensor 900 Battery 910 Charge / discharge current sensor 920 Battery output terminal voltage sensor

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI Technical display location F02B 67/06 F02D 29/00 H 29/02 D F02D 29/00 B60K 9/00 Z 29/02

Claims (17)

[Claims] Claim: What is claimed is: 1. A combustion engine, an electric motor, and a first interposition between the output rotary shafts for connecting and disconnecting the output rotary shafts.
A connecting / disconnecting switching unit and a power take-out unit that is directly connected to the output rotary shaft of the electric motor to take out power are provided to connect / disconnect the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor. In a composite prime mover adapted to take out power from the power take-out means, the electric motor-side rotary shaft of the first connecting / disconnecting switching means and the output rotary shaft of the electric motor are interposed, and between the both rotary shafts. A composite prime mover comprising a first continuously variable transmission means for continuously adjusting a speed ratio. 2. A combustion engine, an electric motor, and a first interposition between these output rotary shafts for connecting and disconnecting the output rotary shafts.
A connecting / disconnecting switching unit and a power take-out unit that is directly connected to the output rotary shaft of the electric motor to take out power are provided to connect / disconnect the output rotary shaft of the combustion engine and the output rotary shaft of the electric motor. A composite prime mover adapted to take out power from the power output means, wherein the rotary shaft is interposed between a combustion engine side rotary shaft of the first connection / disconnection switching means and an output rotary shaft of the combustion engine. A compound prime mover comprising a second continuously variable transmission means for continuously adjusting a speed ratio between the two. 3. The first connecting / disconnecting switching means is means for connecting when the rotational speed of the output rotary shaft of the combustion engine is equal to or higher than the rotational speed of the output rotary shaft of the electric motor, and for disconnecting at other times. In this case, a second connecting / disconnecting switching means is provided between the input rotating shaft of the second continuously variable transmission means and the output rotating shaft of the combustion engine for connecting / disconnecting both rotating shafts. The combined prime mover according to claim 2, wherein the combined prime mover is provided. 4. Each of the continuously variable transmission means includes a transmission wheel having an inclined surface provided in a concave shape on the outer circumferential surface and an inclined surface provided in a concave shape on the outer circumferential surface. And a power transmission medium wound between each of the inclined surfaces of the conduction wheel and the conduction wheel, and a space between the opposing inclined surfaces of the conduction wheel and the conduction wheel. 4. A first inclined surface interval changing means, comprising: and a stepless speed change by changing an wrapping effective diameter of the power transmission medium. The prime mover described in. 5. The continuously variable transmission means includes a transmission wheel having an inclined surface provided in a concave shape on the outer peripheral circumferential surface and an inclined surface provided in a concave shape opposed to the outer peripheral circumferential surface. And a power transmission medium wound between the inclined surfaces of the transmission wheel and the transmission wheel, and a second inclined surface change for changing the interval between the opposing inclination surfaces of the transmission wheel and the transmission wheel. The combined prime mover according to any one of claims 1 to 3, wherein the stepless speed change is performed by changing a winding effective diameter of the power transmission medium. 6. Each of the continuously variable transmission means serves as the first connection / disconnection switching means by changing the distance between the inclined surfaces via the first inclined surface changing means or the second inclined surface changing means. The combined prime mover according to any one of claims 1 to 5, wherein the combined prime mover is configured to have the functions of. 7. The second continuously variable transmission means serves as the second connecting / disconnecting means by changing the distance between the inclined surfaces via the first inclined surface changing means or the second inclined surface changing means. The combined prime mover according to claim 3, wherein the combined prime mover is configured to also have the function of. 8. When the output rotating shaft of the combustion engine and the output rotating shaft of the electric motor are connected via the first connecting / disconnecting switching means, the actual operating state of the combustion engine is detected and desired. 8. The feedback control means for performing operation control of the combustion engine and speed ratio adjustment control of each of the continuously variable transmission means is provided so as to obtain the above operating state. The prime mover described in 3. 9. When the output rotation shaft of the combustion engine and the output rotation shaft of the electric motor are connected via the first connection / disconnection switching means, when there is a request to change the output of the combustion engine. , The combustion engine generated torque and the combustion engine rotation speed are changed through the operation control of the combustion engine and the speed ratio adjustment control of each of the continuously variable transmission means to change the output of the combustion engine. The combined prime mover according to any one of claims 1 to 8. 10. The degree of request for changing the output of the combustion engine is determined based on any one of an accelerator opening degree, a vehicle speed, a discharge current of a storage battery, an output terminal voltage of the storage battery, or a combination thereof. The combined prime mover according to claim 9. 11. A desired operating region after completion of warm-up of a combustion engine, when an output rotation shaft of a combustion engine and an output rotation shaft of an electric motor are connected via the first connection / disconnection switching means. On the other hand, the operating region before the completion of warming up of the combustion engine is such that the torque generated by the combustion engine is set to the low torque side and the rotation speed of the combustion engine is set to the high speed side. 10. The compound prime mover described in any one of 10. 12. Combustion so that the output of the combustion engine in the desired operating region after completion of warming up of the combustion engine and the output of the combustion engine in the operating region before completion of warming up of the combustion engine are substantially matched. Engine generated torque, combustion engine speed,
12. The combined prime mover according to claim 11, wherein: is set. 13. The combined prime mover according to claim 11 or 12, wherein the setting of the torque generated by the combustion engine and the rotation speed of the combustion engine is changed according to the temperature state of the combustion engine. . 14. The composite according to claim 11, wherein the torque generated by the combustion engine and the rotation speed of the combustion engine are set within a predetermined range. Prime mover. 15. The combined prime mover according to claim 14, wherein the predetermined range is changed according to a temperature state of a combustion engine. 16. A method for detecting an operating state of a combustion engine, wherein the output rotation shaft of the combustion engine and the output rotation shaft of the electric motor are connected via the first connection / disconnection switching device, The contact surface pressure of a power transmission member for transmitting power by contacting a conductor and a conductor provided in each continuously variable transmission means is changed according to the detected operating state of the combustion engine. The combined prime mover according to any one of claims 1 to 15. 17. The first and second continuously variable transmission means, so that the input side rotation shaft and the output side rotation shaft of the second continuously variable transmission means are switched to a sub-transmission path that is connected via a gear under predetermined conditions. Any one of claims 1 to 16 characterized in that
The prime mover described in 3.