1. A vehicle-drive control system, comprising:
target-engine-speed acquisition means for acquiring a target engine speed necessary to reduce engine speed, thereby stopping an engine at a target stop position;
crank-angle acquisition means for acquiring a crank angle indicative of the position of a crankshaft; and
target-engine-speed correction means for correcting the target engine speed according to the acquired crank angle.
2. The vehicle-drive control system according to claim 1, further comprising crank-angle-deviation calculation means for calculating a deviation of the crank angle from a reduction-start reference position serving as the reference to start the reduction of the engine speed according to the acquired crank angle, wherein the target-engine-speed correction means corrects the target engine speed according to the deviation of the crank angle.
3. The vehicle-drive control system according to claim 1, further comprising a target deviation map in which a target deviation is set which is indicative of a deviation used as a target of the crank angle from the reduction-start reference position, wherein the target-engine-speed correction means corrects the target engine speed according to a deviation between the target deviation and the calculated crank-angle deviation.
4. The vehicle-drive control system according to claim 3, further comprising target-engine-speed correction-value calculation means for calculating a correction value of the target engine speed from the deviation, wherein the target-engine-speed correction means corrects the target engine speed according to the correction value.
5. The vehicle-drive control system according to claim 1, further comprising:
stroke calculation means for calculating a stroke to the target stop position from the acquired crank angle; and
rate-of-change calculation means for calculating a rate of change in target engine speed from the stroke, wherein the target-engine-speed correction means corrects the target engine speed according to the rate of change.
6. The vehicle-drive control system according to claim 5, wherein the stroke calculation means calculates a total stroke from a reduction start position to the target stop position based on a reduction start position at a start of the reduction of the engine speed and the target stop position, and calculates the stroke to the target stop position based on the total stroke and the acquired crank angle, wherein the rate-of-change calculation means calculates the rate of change in target engine speed from the stroke and the target engine speed.
7. The vehicle-drive control system according to claim 6, further comprising crank-angle-deviation calculation means for calculating a deviation of the crank angle from the reduction start position according to the acquired crank angle, wherein the stroke calculation means calculates the stroke to the target stop position from the total stroke and the calculated crank-angle deviation.
8. The vehicle-drive control system according to claim 1, wherein the target-engine-speed correction means corrects the target engine speed every correction switch timing.
9. The vehicle-drive control system according to claim 2, wherein the deviation of the crank angle is an integrated value of the crank angles from the start of a reduction of the engine speed.
10. The vehicle-drive control system according to claim 1, wherein the target-engine-speed correction means reduces the engine speed by controlling an electric motor mechanically joined to the engine.
11. The vehicle-drive control system according to claim 10, further comprising:
target-electric-motor-speed calculation means for calculating a target electric-motor speed from a corrected target engine speed; and
electric-motor-speed control means for calculating a target electric-motor torque from the target electric-motor speed to control a torque of an electric motor.
12. The vehicle-drive control system according to claim 11, wherein the engine and the electric motor are joined to different elements of a differential rotator having at least three elements, wherein other elements of the differential rotator are joined to the driving wheels of the vehicle, and wherein the target-electric-motor-speed calculation means calculates the target electric-motor speed from the target engine speed and the rotational speed of the other elements of the differential rotator.
13. The vehicle-drive control system according to claim 10, wherein the target-engine-speed correction means brings a target electric-motor torque to zero when the engine speed becomes lower than a specified value.
14. The vehicle-drive control system according to claim 13, wherein the specified value is set lower than a resonance speed of a damper gear disposed between the engine and an electric motor.
15. The vehicle-drive control system according to claim 1, wherein the crank-angle acquisition means acquires the crank angle indicative of the position of a crankshaft, detected by a crank-angle detecting section.
16. The vehicle-drive control system according to claim 1, wherein the crank-angle acquisition means acquires the crank angle indicative of the position of a crankshaft, according to a rotor position of an electric motor mechanically connected to the engine.
17. The vehicle-drive control system according to claim 16, wherein the crank-angle acquisition means comprises synchronizing means for synchronizing the crank angle calculated from the rotor position with an actual crank angle.
18. The vehicle-drive control system according to claim 17, wherein the synchronizing means synchronizes the crank angle with the actual crank angle when torsion generated in a damper gear disposed between the engine and an electric motor is low and when specified synchronizing conditions for causing no torsion fluctuation are met.
19. The vehicle-drive control system according to claim 17, wherein the synchronizing means synchronizes the crank angle with the actual crank angle in accordance with the difference between a crank angle detected by the crank-angle detecting section at specified timing and a crank angle calculated from the rotor position at the timing.
20. A method for controlling the drive of a vehicle, comprising:
reducing an engine speed;
acquiring a target engine speed which is necessary to stop an engine at a target stop position;
acquiring a crank angle indicative of the position of a crankshaft; and
correcting the target engine speed according to the acquired crank angle.
21. A program for a method for controlling the drive of a vehicle, wherein a computer functions as target-engine-speed acquisition means for acquiring a target engine speed necessary to reduce engine speed, thereby stopping the engine at a target stop position;
as a crank-angle acquisition means for acquiring a crank angle indicative of the position of a crankshaft; and
as a target-engine-speed correction means for correcting the target engine speed according to the acquired crank angle.
22. A vehicle-drive control system, comprising:
a controller that:
acquires a target engine speed necessary to reduce engine speed, thereby stopping an engine at a target stop position;
acquires a crank angle indicative of the position of a crankshaft; and
corrects the target engine speed according to the acquired crank angle.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A magnetic drive motor comprising:
a) a housing;
b) a plurality of cylinders bored in said housing, each of said plurality of cylinders having at least an upper end;
c) a piston reciprocatingly received within each of said plurality of cylinders;
d) a cylinder head covering said upper end of each of said plurality of cylinders;
e) an electromagnet secured within each said cylinder head;
f) a source of electrical energy coupled with each said electromagnet for delivering electrical energy to each said electromagnet;
g) means for controlling delivery of electrical energy to each said electromagnet such that when said electromagnet receives electrical energy, said electromagnet produces a magnetic force which impinges upon said piston, urging said piston toward said electromagnet;
h) a magnetic shield within each of said cylinders, each said magnetic shield actuatable between a first position shielding said piston from the magnetic force produced by said electromagnet and a second position exposing said piston to the magnetic force produced by said electromagnet;
i) said magnetic shield is formed of an inorganic material;
j) said magnetic shield is in the form of a plate;
k) said inorganic material is polymeric material;
l) said polymeric material is a plastic material; and
m) said magnetic shield contains a material forming a receptor for magnetic flux fields generated by said electromagnet.
2. The magnetic drive motor according to claim 1, wherein said magnetic shield further comprises means for generating an opposing magnetic flux field to the magnetic force produced by said electromagnet.
3. The magnetic drive motor according to claim 2, wherein said housing is an engine block.
4. The magnetic drive motor according to claim 3, further comprising crankshaft means for coupling said pistons to a drive train of a motor vehicle.
5. The magnetic drive motor according to claim 4, wherein said source of electrical energy comprises an AC transformer.
6. The magnetic drive motor according to claim 5, wherein said source of electrical energy is electrically coupled with each said electromagnet by electrically conducting wires.
7. The magnetic drive motor according to claim 6, wherein said means for controlling delivery of electrical energy to each said electromagnet comprises a distributor which controls intervals during which electricity is distributed to said electromagnets.
8. The magnetic drive motor according to claim 7, wherein said cylinder further comprises a brass sleeve.
9. The magnetic drive motor according to claim 8, wherein said cylinder further comprises one or more oil rings.
10. The magnetic drive motor according to claim 9, wherein said cylinder further comprises one or more compression rings.
11. The magnetic drive motor according to claim 10, wherein said cylinder is coated with an insulating material.
12. The magnetic drive motor according to claim 11, wherein said means for controlling delivery of electrical energy to each said electromagnet further comprises:
a) an accelerator pedal coupled to a voltage control; and
b) a return spring for biasing said accelerator pedal upwards such that said voltage control delivers progressively more power as said pedal is depressed.
13. The magnetic drive motor according to claim 1, wherein said plate is actuatable between said first and second positions by means of a cam system applying force about a pivot point with a spring providing counter force.
14. The magnetic drive motor according to claim 13, wherein said cam system further comprises a large cam, a small cam and a pressure release.
15. The magnetic drive motor according to claim 14, wherein said piston is formed of steel.