JP3721718B2 - Control device for compound drive system for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an apparatus for controlling a combined drive system for a vehicle of an internal combustion engine and a rotating electric machine.
[0002]
[Prior art and its problems]
In a combined drive system for a vehicle having both an internal combustion engine and a motor as a power source, either a series type in which a generator is driven by the engine to generate electric power and the vehicle is driven by the motor using the electric power, either an engine or a motor There is a parallel type in which the vehicle is driven by one or both. The engine in the series type is controlled so as to be driven at a substantially constant rotational speed, whereas the engine in the parallel type has a configuration in which the rotational speed greatly varies depending on the situation. There is a problem in that the influence of torque pulsation due to fluctuations in output torque is significant. As a method for solving such a problem, an apparatus disclosed in Japanese Patent Application Laid-Open No. 61-155625 is known.
According to this apparatus, the torque pulsation of the internal combustion engine is suppressed and the rotational fluctuation is reduced by outputting the torque in the opposite phase from the rotating electrical machine with respect to the torque generated by the operating internal combustion engine.
[0003]
However, since the conventional apparatus controls only the power generation period and the electric period of the rotating electrical machine, even if this method is applied to a rotating electrical machine that drives an internal combustion engine whose fuel supply is stopped, sufficient torque pulsation can be obtained. In addition to being unable to be suppressed, there is a problem that adjustment for suppressing torque pulsation is difficult at a wide range of rotation speeds of the internal combustion engine.
[0004]
An object of the present invention is to suppress torque pulsations of a rotating electrical machine and rotational fluctuations of the internal combustion engine when the internal combustion engine is driven by the rotating electrical machine.
[0005]
[Means for Solving the Problems]
(1) The invention of claim 1 is a control device for a composite drive system for a vehicle in which a rotating electrical machine is connected to an internal combustion engine,Rotational speed detection means for detecting the rotational speed of the internal combustion engine, and speed control means for calculating a torque command value of the rotating electrical machine for making the rotational speed detected value when the internal combustion engine is driven by the rotating electrical machine coincide with the rotational speed command value Average load torque with respect to the rotational speed of the internal combustion engine when the internal combustion engine is driven by the rotating electrical machine, and the average load torque corresponding to the detected rotational speed of the internal combustion engine is added to the torque command value for correction. Torque correction means and current control means for controlling the current flowing in the rotating electrical machine to be a value corresponding to the corrected torque command value.
(2) The control device for a composite drive system for a vehicle according to claim 2 is:An opening degree detecting means for detecting the throttle opening degree of the internal combustion engine is provided, and the average torque correction means stores the rotational speed of the internal combustion engine and the average load torque with respect to the throttle opening degree. The average load torque according to the detected value is added to the torque command value for correction.It is what I did.
(3) The control device for a composite drive system for a vehicle according to claim 3 is:When the rotational speed command value or the rotational speed detection value of the internal combustion engine is 0, the average torque correction means sets the average load torque to 0.It is what I did.
(4) The control device for a vehicle composite drive system according to claim 4 is:Rotation angle detection means for detecting the crank angle of the internal combustion engine, and a correction value for canceling the pulsation load torque corresponding to the crank angle detection value of the internal combustion engine when the internal combustion engine is driven by the rotating electrical machine are determined. Pulsating load torque correcting means for correcting the torque correction value by adding it to the torque command value.
(5) The control device for a composite drive system for a vehicle according to claim 5 includes opening degree detecting means for detecting a throttle opening degree of the internal combustion engine,The pulsation load torque correction means determines a correction value for canceling the pulsation load torque according to the detected crank angle value and the throttle opening detection value of the internal combustion engine, and adds this pulsation load torque correction value to the torque command value. To correctIt is what I did.
(6) The control device for a composite drive system for a vehicle according to claim 6 is:The pulsation load torque correction means determines a crank angle detection value of the internal combustion engine, a throttle opening detection value, and a correction value for canceling out the pulsation load torque according to the presence or absence of fuel supply to the internal combustion engine. Correct by adding the value to the torque command valueIt is what I did.
[0006]
【The invention's effect】
(1) According to the invention of claim 1,An internal combustion engine for calculating the torque command value of the rotating electrical machine for making the rotational speed detection value of the internal combustion engine coincide with the rotational speed command value when the internal combustion engine is driven by the rotating electrical machine, and for driving the internal combustion engine by the rotating electrical machine The average load torque with respect to the rotational speed of the internal combustion engine is stored, and the average load torque according to the detected rotational speed of the internal combustion engine is added to the torque command value to correct the torque command value. Control to be a value according toSo that the rotation of the internal combustion engine over a wide rangespeedTherefore, it is possible to reduce the rotational fluctuation due to the load fluctuation of the internal combustion engine to a level that is difficult to suppress by feedback control alone, It is possible to improve the speed control accuracy to match the rotational speed of the internal combustion engine with the command value.. In addition, the control system can be easily adjusted.
(2) According to the invention of claim 2,The average load torque with respect to the rotational speed of the internal combustion engine and the throttle opening is stored, and the average load torque corresponding to the detected rotational speed of the internal combustion engine and the detected throttle opening is added to the torque command value to be corrected.I did soAccurate average load torque according to the engine speed and throttle opening can be obtained, and the speed control accuracy of the internal combustion engine by the rotating electrical machine can be improved over a wide range of engine speeds..
(3) According to the invention of claim 3,When the rotation speed command value or the rotation speed detection value of the internal combustion engine is 0, the average load torque is set to 0.I did soCan prevent unnecessary current from flowing through the rotating electrical machine.
(4) According to the invention of claim 4,A correction value for canceling the pulsation load torque corresponding to the crank angle detection value of the internal combustion engine when the internal combustion engine is driven by the rotating electrical machine is determined, and the pulsation load torque correction value is added to the torque command value to be corrected.I did soTorque pulsation of internal combustion engine can be suppressed.
(5) According to the invention of claim 5,A correction value for canceling the pulsation load torque according to the detected crank angle value and the throttle opening detection value of the internal combustion engine is determined, and this pulsation load torque correction value is added to the torque command value to be corrected.Because I tried toTorque pulsation of the internal combustion engine can be accurately suppressed.
(6) According to the invention of claim 6,Detecting the crank angle detection value of the internal combustion engine, the throttle opening detection value, and a correction value for canceling the pulsation load torque according to the presence or absence of fuel supply to the internal combustion engine, and adding this pulsation load torque correction value to the torque command value To correctI did soTorque pulsation of the internal combustion engine can be more accurately suppressed.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of a control apparatus for a vehicle combined drive system of an internal combustion engine and a rotating electrical machine will be described.
-Outline of power transmission mechanism-
FIG. 1 shows an outline of a power transmission mechanism according to an embodiment.
The power of the internal combustion engine 1 is transmitted to a torque converter 3 or a lockup clutch 4 connected in parallel with the torque converter 3, and driving wheels are further transmitted via a transaxle automatic transmission 5 and a transaxle speed reducer / differential device 6. 7a and 7b.
[0008]
A rotary electric machine A10 is connected to the power transmission mechanism between the torque converter 3 and the drive wheels 7a, 7b, and the power of the internal combustion engine 1 and the power of the rotary electric machine A10 are merged at the connection point to drive wheels 7a, 7b. Is transmitted to. On the other hand, the internal combustion engine 1 is connected to the rotary electric machine B8 and the auxiliary machine 2 via the clutch 9, and when the clutch 9 is in the engaged state, the rotational speed ratio between the internal combustion engine 1 and the rotary electric machine B8 is constant.
[0009]
-Details of power transmission mechanism-
FIG. 2 shows details of the power transmission mechanism shown in FIG. In addition, the same code | symbol is attached | subjected to the apparatus similar to FIG. 1, and it demonstrates centering on difference.
The block of the internal combustion engine 1 is coupled to the case of the transaxle 11 and supports the rotary electric machine A10, the rotary electric machine B8, and the auxiliary machine 2. The transaxle 11 includes a torque converter 3, a lockup clutch 4, an automatic transmission device 5, and a reduction gear / differential device 6. The auxiliary machine 2 includes a compressor, an alternator, a power steering pump, a water pump for cooling an internal combustion engine, and the like of a vehicle air conditioner (hereinafter referred to as an air conditioner). Drive shafts (axles) 11a and 11b protrude from the transaxle 11 to the left and right, and drive wheels 7a and 7b are attached to the drive shafts 11a and 11b.
[0010]
The rotating electrical machine A10 is coupled to the third shaft 11c of the transaxle 11, and the power of the internal combustion engine 1 and the power of the rotating electrical machine A10 are merged by the third shaft 11c and transmitted to the drive wheels 7a and 7b.
[0011]
The rotating electrical machine B8 is connected to the crankshaft of the internal combustion engine 1 through the clutch 9 and the belt drive 9a, and is connected to the auxiliary machine 2 through the belt drive 9b. The hydraulic circuit 12 includes an oil pump and a motor for driving the oil pump, and generates a line pressure for the automatic transmission 5.
[0012]
FIG. 3 shows details of the hydraulic circuit 12.
The hydraulic circuit 12 includes an oil pump 20 driven by the internal combustion engine 1 and an oil pump 21 driven by a dedicated motor 25. The oil pump 20 is connected to the automatic transmission 5 via a check valve 22a. The oil pump 21 is connected to the line pressure 23 via a check valve 22b. As a result, oil pressure is supplied to the line pressure 23 from the higher hydraulic pressure in the oil pumps 20 and 21, and even if the internal combustion engine 1 is stopped, the hydraulic pressure can be continuously supplied to the automatic transmission 5. The clutch is engaged to enable power transmission. Reference numeral 24 denotes an oil pan.
[0013]
-Configuration of control device of one embodiment-
FIG. 4 shows the configuration of the control device according to the embodiment.
The control unit 13 is an internal combustion engine control unit that controls the internal combustion engine 1, and the control unit 14 is an automatic transmission control unit that controls the automatic transmission 5. The control unit 15 is a hybrid system control unit that controls the drive circuit 31 of the rotating electrical machine A10, the drive circuit 32 of the rotating electrical machine B8, the drive circuit 34 of the clutch 9, and the drive circuit 35 of the oil pump motor 25.
[0014]
The hybrid system control unit 15 is connected to an idle switch 37, a brake switch 38, a vehicle speed sensor 39, rotation sensors 40 and 42, and opening degree sensors 41 and 43. The idle switch 37 is a switch that is turned on when the accelerator pedal is released, and the brake switch 38 is a switch that is turned on when the brake pedal is depressed. The vehicle speed sensor 39 is connected to the drive shafts 11a and 11b and outputs a pulse signal for each predetermined rotation angle. The traveling speed V of the vehicle can be detected based on the output pulse signal of the vehicle speed sensor 39. The rotation sensor 40 is connected to the crankshaft of the internal combustion engine 1 and generates a pulse signal at every predetermined crank angle. Based on the output pulse signal of the rotation sensor 40, the crank angle and the rotational speed Ne of the internal combustion engine 1 can be detected. The opening sensor 41 detects the accelerator opening. Furthermore, the rotation sensor 42 is connected to the output shaft of the rotating electrical machine B8, and generates a pulse signal at every predetermined rotation angle of the rotating electrical machine B8. Based on the output pulse signal of the rotation sensor 42, the rotation speed of the rotating electrical machine B8 can be detected. The opening sensor 43 is connected to a throttle actuator (not shown) and detects the throttle opening.
[0015]
The control units 13, 14, and 15 each incorporate a microcomputer and its peripheral components, and communicate with each other via an interface. From the hybrid system control unit 15 to the internal combustion engine control unit 13 and the automatic transmission control unit 14, an ON / OFF signal of the idle switch 37 and the brake switch 38, an engine rotational speed signal Ne, and the like are sent, and the automatic transmission control unit 14 To the hybrid system control unit 15, a gear ratio signal, a lockup (L / U) signal, and the like are sent. Note that power is supplied from the low voltage battery 36 to the control units 13, 14, and 15.
[0016]
An AC motor (such as an induction machine or a synchronous machine) or a DC motor can be used for each of the rotating electrical machines A10 and B8. High-voltage DC power is supplied from a high-voltage battery 33 to drive circuits 31 and 32 such as an inverter and a DC-DC converter. When an AC motor is used for the rotating electrical machines A10 and B8, vector control inverters are used for the drive circuits 31 and 32, respectively. Further, an electromagnetic clutch or the like can be used for the clutch 9, and DC power is supplied from the low voltage battery 36 via the drive circuit 34. Further, a direct current motor can be used for the oil pump motor 25, and direct current power is supplied from the low voltage battery 36 via the drive circuit 35.
[0017]
-Operation of one embodiment-
5 to 7 are time charts showing the operation of each part of the vehicle, FIGS. 8 to 13 are flowcharts showing the operation of the embodiment, and FIGS. 14 to 18 are maps of various control parameters. The operation of one embodiment will be described with reference to these drawings.
Here, the traveling pattern of the vehicle is (1) fuel injection mode, (2) lockup (L / U) deceleration mode, (3) motoring deceleration mode, (4) transition mode, (5) idle stop mode, ( 6) A description will be given by dividing into start modes. When the transition mode ends, the transition end flag is set, and the start mode flag is set at the start of the start mode operation.
[0018]
In the combined drive system of the internal combustion engine and the rotating electrical machine according to the embodiment, the hybrid system control unit 15 controls the operation.
-Mode discrimination operation-
FIG. 8 shows a process for determining in which mode the vehicle is traveling. In step 1, the transition end flag and the start mode flag are reset and the process proceeds to step 2 to apply fuel injection mode control during normal running. This fuel injection mode control during normal running is already known and will not be described. In step 3, it is confirmed whether or not the idle switch 37 is turned on. If the idle switch 37 is turned on, the process proceeds to step 4; otherwise, the process proceeds to step 11.
[0019]
When the idle switch 37 is turned on, that is, the accelerator pedal is released, the fuel injection is stopped by the internal combustion engine control unit 13 in step 4. In subsequent step 5, it is confirmed whether or not the vehicle speed V is 0. If the vehicle stops, the process proceeds to step 12, and if not, the process proceeds to step 6. When the vehicle is not stopped, it is checked in step 6 whether or not the lockup clutch 4 is engaged. If it is engaged, the process proceeds to step 7, and if not, the process proceeds to step 8.
[0020]
When the fuel supply is stopped, the vehicle is running, and the lock-up clutch 4 is engaged, it is determined in step 7 that the vehicle is in the deceleration mode from high speed, that is, the L / U deceleration mode, and the process proceeds to step 21.
[0021]
On the other hand, when the lock-up clutch 4 is not engaged, it is determined in step 8 that the non-L / U deceleration mode is selected, and the process proceeds to step 9 to check whether the engine speed Ne is lower than a predetermined value 1. When the engine speed Ne is lower than the predetermined value 1, the routine proceeds to step 10, and otherwise, the routine returns to step 6. In step 10, the motoring deceleration mode is determined, and the process proceeds to step 31.
[0022]
When the vehicle stops in the fuel supply stop state, it is checked in step 12 whether or not the transition end flag is reset. If it has been reset, the process proceeds to step 13, the transition mode is determined, and the process proceeds to step 41. On the other hand, when the transition end flag is set, the routine proceeds to step 14, where the idle stop mode is determined and the routine proceeds to step 41.
[0023]
When the idle switch 37 is off at step 3, that is, when the accelerator pedal is depressed, the routine proceeds to step 11 where it is confirmed whether or not the start mode flag is set. If the start mode flag is set, the routine proceeds to step 71 to perform the start mode operation, otherwise returns to step 1.
[0024]
-Operation in L / U deceleration mode-
The operation in the L / U deceleration mode shown in FIG. 9 will be described with reference to the time chart shown in FIG.
In this L / U deceleration mode, the lock-up clutch 4 and the clutch 9 are in the engaged state, and the internal combustion engine 1 in the fuel supply stop state is driven by the drive wheels 7a and 7b. Goes around to the internal combustion engine 1. Accordingly, the auxiliary machine function is ensured, and the hydraulic circuit 12 is driven by the internal combustion engine 1 to secure the line pressure 23 of the automatic transmission 5. Further, since the internal combustion engine 1 is rotating, cranking for reacceleration becomes unnecessary, and the driving torque rises without delay if the fuel supply is resumed. In this L / U deceleration mode, the rotary electric machine A10 is regeneratively driven to recover vehicle deceleration energy and charge the high voltage battery 33.
[0025]
In step 21, first, the target axle torque corresponding to the vehicle speed is obtained from the target axle torque map shown in FIG. Next, at step 22, the internal combustion engine friction torque corresponding to the rotational speed Ne of the internal combustion engine 1 is obtained from the internal combustion engine friction torque map shown in FIG. 15, and converted into the axle torque in consideration of the gear ratio, and the internal combustion engine friction axle torque. Is calculated. Further, in step 23, a transmission friction torque corresponding to the engine rotational speed Ne is obtained from the transmission friction torque map shown in FIG. 16, and converted into an axle torque in consideration of a transmission gear ratio, thereby calculating a transmission friction axle torque.
[0026]
The target axle torque is given by the total value of the internal combustion engine friction axle torque, the transmission friction axle torque, and the regenerative axle torque. In step 24, the regenerative axle torque is obtained by subtracting the internal combustion engine friction axle torque and the transmission friction axle torque from the target axle torque. Furthermore, the regenerative axle torque is converted into the torque of the third shaft 11c to which the rotary electric machine A10 is connected, and the target regenerative torque of the rotary electric machine A10 is obtained. In step 25, when the brake operation is detected by the brake switch 39, the rotary electric machine A10 is torque-controlled so that the regenerative torque of the rotary electric machine A10 becomes the target regenerative torque.
[0027]
As described above, in the L / U deceleration mode in which the vehicle is decelerated while the lockup clutch 4 is engaged, the fuel supply to the internal combustion engine 1 is stopped and regenerative braking is applied by the rotating electrical machine A10, as shown in FIG. The vehicle speed V gradually decreases, and the engine rotational speed Ne also decreases accordingly. At this time, since the clutch 9 is engaged, the rotating electrical machine B8 and the auxiliary machine 2 are rotated with the internal combustion engine 1, and the auxiliary machine function is secured.
[0028]
-Operation in motoring deceleration mode-
The operation in the motoring deceleration mode shown in FIG. 10 will be described with reference to the time chart shown in FIG.
When the vehicle speed decreases due to regenerative braking by the rotating electrical machine A10 and the friction of the internal combustion engine 1 and the automatic transmission 5 during deceleration, the automatic transmission control unit 14 performs shift control according to a preset shift diagram. However, the speed ratio is finite, and if the lockup clutch 4 is not released after reaching the maximum speed ratio, the internal combustion engine 1 becomes lower than the idling speed as the vehicle speed decreases, and stops. Therefore, when the gear ratio increases, the lockup clutch 4 is disengaged, and power is transmitted by the torque converter 3 that can allow slipping. The automatic transmission control unit 14 controls the engagement and release of the lockup clutch 4 based on the engine rotational speed Ne, the vehicle speed V, and the like, and sends a lockup signal as a control result to the hybrid system control unit 15.
[0029]
As the lock-up clutch 4 is released, the internal combustion engine 1 rapidly decreases in rotational speed Ne due to its own friction. If the fuel supply is not restarted even in the motoring deceleration mode in order to save fuel consumption, the driving wheels 7a and 7b drive the internal combustion engine 1 via the torque converter 3, but the driving force is insufficient particularly at low speeds. The internal combustion engine 1 stops.
[0030]
Therefore, in this embodiment, when the lockup clutch 4 is in the non-engaged state during deceleration, the internal combustion engine 1 is driven by the rotating electrical machine B8 while the clutch 9 is engaged, and the internal combustion engine 1 is prevented from stopping. As the required power of the rotating electrical machine B8 at this time, since the internal combustion engine 1 is driven via the torque converter 3 by the drive wheels 7a and 7b, a slight power enough to compensate for the shortage is sufficient.
[0031]
In step 31 of FIG. 10, a predetermined value 2 is set as the target engine speed. The predetermined value 2 is a rotational speed lower than the predetermined value 1, and is set in advance as a map for the vehicle speed. In subsequent steps 32 to 34, the rotating electrical machine B8 is controlled so that the engine rotational speed Ne becomes a predetermined value 2. That is, the difference between the detected value of the engine speed Ne and the target value is calculated in step 32, and the target torque of the rotating electrical machine B8 is obtained by multiplying the difference in step 33. Then, in step 34, the rotary electric machine B8 is torque controlled so that the output torque of the rotary electric machine B8 becomes the target torque.
[0032]
On the other hand, also in this motoring deceleration mode, recovery of deceleration energy by the rotating electrical machine A10 is performed following the L / U deceleration mode. The target regenerative torque of the rotating electrical machine A10 in the motoring deceleration mode is determined as follows.
[0033]
In step 35, the target axle torque corresponding to the vehicle speed is obtained from the target axle torque map shown in FIG. Next, at step 36, the rotational speeds of the input shaft and the output shaft of the torque converter 3 are obtained based on the engine rotational speed Ne, the vehicle speed V and the gear ratio, and the speed ratio is calculated. Then, from the input capacity coefficient map of the torque converter 3 shown in FIG. 17, the torque transmitted by the torque converter 3 (= τ * Ne², Τ; input torque capacity coefficient) is calculated and converted into axle torque in consideration of the gear ratio, and torque converter transmission axle torque is obtained.
[0034]
In step 37, the transmission friction torque corresponding to the engine rotational speed Ne is obtained from the transmission friction torque map shown in FIG. 15, converted into the axle torque in consideration of the transmission ratio, and the transmission friction axle torque is calculated.
[0035]
The target axle torque is given as a total value of torque converter transmission axle torque, transmission friction axle torque, and regenerative axle torque. At step 38, the torque converter transmission axle torque and the transmission friction axle torque are subtracted from the target axle torque to obtain a regenerative axle torque. Furthermore, the regenerative axle torque is converted into the torque of the third shaft 11c to which the rotary electric machine A10 is connected, and the target regenerative torque of the rotary electric machine A10 is obtained. In step 39, the rotary electric machine A10 is torque-controlled so that the regenerative torque of the rotary electric machine A10 becomes the target regenerative torque.
[0036]
As described above, the clutch 9 is provided between the crankshaft of the internal combustion engine 1 and the auxiliary machine 2, the rotary electric machine B8 that rotates with the auxiliary machine 2 is provided, and further, between the torque converter 3 and the drive wheels 7a and 7b. A rotating electrical machine A10 that rotates with the power transmission mechanism is provided. When the lockup clutch 4 is engaged during deceleration, the rotary electric machine A10 is torque-controlled so that the regenerative axle torque becomes a target value. Further, when the lockup clutch 4 is released during deceleration, the speed of the rotating electrical machine B is controlled so that the internal combustion engine 1 reaches the target rotational speed, and in this state, the regenerative axle torque becomes the target value. The rotating electrical machine A is torque controlled.
As a result, the above-mentioned first problem at the time of deceleration, that is, the loss of the auxiliary function, the loss of the power transmission function of the automatic transmission, and the delay in starting up the driving force at the time of reacceleration can be solved. Can be done.
[0037]
-Operation in transition mode-
The operation in the transition mode shown in FIG. 11 will be described with reference to the time chart shown in FIG.
When the vehicle is stopped from the above-described motoring deceleration mode, the internal combustion engine 1 is driven and controlled by the rotating electrical machine B8 so that the rotational speed becomes a predetermined value 2. Therefore, a creep force is generated in the vehicle. Even in this state, the second problem when the vehicle is stopped can be solved. However, in addition to the power for driving the auxiliary machine and the generation of the creep force, the power for driving the internal combustion engine 1 is required. At the time of deceleration, the internal combustion engine 1 and the auxiliary machine 2 were driven by the regenerative power from the drive wheels 7a and 7b and the power of the rotary electric machine B8, but at the time of stoppage, the internal combustion engine 1 and the auxiliary machine 2 were driven only by the rotary electric machine B8. Since it must be driven and a creep force must be generated, the power loss of the rotating electrical machine B8 increases.
[0038]
Therefore, in this embodiment, a method for reducing the power loss by stopping the internal combustion engine 1 when the vehicle is stopped is selected. That is, in order to stop the internal combustion engine 1 by opening the clutch 9 and to drive the auxiliary machine 2 by the rotating electrical machine B8 in order to ensure the auxiliary machine function when the vehicle is stopped, and to ensure the creep force when the vehicle is stopped. A creeping force is generated by the rotating electrical machine A10.
[0039]
In step 41 of FIG. 11, the target axle torque at the vehicle speed 0 is obtained from the map shown in FIG. 14, and is set as the target creep torque. In the following step 42, the power transmission capacity of the clutch 9 is lowered to a predetermined value. As a result, as shown in FIG. 6, the rotational speed Ne of the internal combustion engine 1 decreases due to friction. In step 43, the rotational speed of the rotating electrical machine B8 is held at a predetermined value 2.
[0040]
As the engine speed Ne decreases, the transmission torque (torque transmission torque) of the torque converter 3 decreases. In step 44, the torque converter transmission torque is obtained. The torque converter transmission torque is (τ * Ne, where τ is the input torque capacity coefficient and t is the torque ratio of the torque converter 3.²* T). In step 45, the creep torque generated by the torque converter transmission torque is subtracted from the target creep torque to calculate the creep torque generated by the rotating electrical machine A10. In step 47, the creep torque by the rotating electrical machine A10 is converted into the torque of the third shaft 11c, and the target torque of the rotating electrical machine A10 is calculated. In step 48, torque control of the rotary electric machine A10 is performed so that the output torque of the rotary electric machine A10 becomes the target torque.
[0041]
In step 49, it is confirmed whether or not the idle switch 37 is turned on. If it is turned on, the process proceeds to step 50. If it is not turned on, the process proceeds to step 71 (start mode process). In step 50, it is confirmed whether or not the vehicle speed V is 0. If it is 0, the process proceeds to step 51, and if it is not 0, the process proceeds to step 71. In step 51, it is confirmed whether or not the internal combustion engine speed Ne is 0. If it is 0, the process proceeds to step 52, and if it is not 0, the process returns to step 3.
[0042]
In step 52, the clutch 9 is completely released and the torque converter transmission torque is set to zero. Further, the transition end flag is set in step 53, and the process returns to step 3.
[0043]
-Operation in idle stop mode-
Next, the operation in the idle stop mode shown in FIG. 12 will be described with reference to the time chart shown in FIG.
In step 61, following the transition mode, the speed of the rotating electrical machine B8 is controlled so that the rotational speed of the rotating electrical machine B8 becomes a predetermined value 2, and the auxiliary machine 2 is driven. In the subsequent step 62, the rotary electric machine A10 is torque-controlled so that the axle torque becomes the target creep torque. In step 63, it is confirmed whether or not the idle switch 37 is turned on. If it is turned on, the process proceeds to step 64. If it is not turned on, the process proceeds to step 71 (start mode process). When the idle switch 37 is on, it is checked in step 64 whether the vehicle speed V is 0, and if it is 0, the flow returns to step 61 to continue the operation in the idle stop mode. On the other hand, if the vehicle speed is not 0, the routine proceeds to step 71 (start mode processing).
[0044]
As described above, the clutch 9 is provided between the crankshaft of the internal combustion engine 1 and the auxiliary machine 2, the rotary electric machine B8 that rotates with the auxiliary machine 2 is provided, and further, between the torque converter 3 and the drive wheels 7a and 7b. A rotating electrical machine A10 that rotates with the power transmission mechanism is provided. Then, after the vehicle stops, the transmission torque of the clutch 9 is lowered to reduce the rotational speed of the internal combustion engine 1, and the driving torque of the rotating electrical machine A10 is increased by the amount corresponding to the reduction of the torque converter transmission torque to ensure the creep torque and the rotation. The electric machine B8 is driven at a predetermined rotational speed, and the driving of the auxiliary machine 2 is continued. Further, after the internal combustion engine is stopped, the clutch 9 is completely released, the creep torque is generated only by the rotating electrical machine A10, and the auxiliary machine 2 is continuously driven by the rotating electrical machine B8.
Thereby, the second problem at the time of stopping the vehicle, that is, the problem of the auxiliary function and the loss of creep force can be solved.
[0045]
-Start mode operation-
The operation in the start mode shown in FIG. 13 will be described with reference to the time chart shown in FIG.
When the accelerator pedal is depressed when the vehicle is stopped and the vehicle is started and accelerated, the internal combustion engine 1 is started and then accelerated. Therefore, an extra cranking time is required as compared with the conventional drive system, and the rise of torque is delayed. As a result, driving performance is degraded. Therefore, in this embodiment, in order to compensate for the start delay of the internal combustion engine 1, a starting torque is generated by the rotating electrical machine A10.
[0046]
If the start mode flag is set at step 71, the routine proceeds to step 72 where the clutch 9 is engaged. Thereby, the internal combustion engine 1 in a stopped state is started by the rotating electrical machine B8. Immediately after the clutch is engaged, the load on the rotating electrical machine B8 increases abruptly to start the internal combustion engine 1 from the stopped state, and the rotational speed of the rotating electrical machine B8 decreases. In step 73, the rotational speed of the rotating electrical machine B8 is detected, and in the subsequent step 74, the rotational speed of the rotating electrical machine B8 is controlled so that the rotational speed of the rotating electrical machine B8 becomes the predetermined value 2. In the start mode, a target rotational speed different from the predetermined value 2 may be set in the rotary electric machine B8.
[0047]
In step 75, the target axle torque corresponding to the accelerator opening detected by the opening sensor 41 is determined with reference to the map shown in FIG. Immediately after the start mode operation is started, the torque converter axle torque by the internal combustion engine 1 is 0, so this target axle torque is set as the target axle torque by the rotating electrical machine A10. When the internal combustion engine 1 is started and the torque converter axle torque by the internal combustion engine 1 rises, the target axle torque by the rotating electrical machine A10 is obtained by subtracting the torque converter axle torque by the internal combustion engine 1 from the target axle torque corresponding to the accelerator opening. In step 76, the target axle torque by the rotating electrical machine A10 is converted into the torque of the third shaft 11c to which the rotating electrical machine A10 is connected, and the target torque of the rotating electrical machine A10 is calculated. In step 77, torque control of the rotating electrical machine A10 is performed so that the output torque of the rotating electrical machine A10 becomes the target torque.
[0048]
In step 78, the fuel supply to the internal combustion engine 1 is resumed and start control is performed. In the subsequent step 79, it is checked whether the internal combustion engine 1 has started combustion. For example, when the change in the rotational speed of the internal combustion engine 1 exceeds a predetermined value, or when the load torque of the rotating electrical machine B8 is reversed from positive to negative, it is determined that the internal combustion engine 1 has completely exploded. If the internal combustion engine 1 is completely detonated, the process proceeds to step 80; otherwise, the process returns to step 71. After the internal combustion engine is started, the output torque of the rotating electrical machine B8 is set to 0 in step 80. Thereafter, the rotating electrical machine B8 is rotated from the internal combustion engine 1 through the clutch 9, and the auxiliary machine 2 is also driven by the internal combustion engine 1.
[0049]
In step 81, it is confirmed whether the electric current of the rotary electric machine A10 is on the power running side. As shown in FIG. 7, when the start of the internal combustion engine 1 is completed and the torque converter axle torque rises, the drive torque of the rotating electrical machine A10 is relatively reduced. Finally, the vehicle is driven only by the torque converter axle torque by the internal combustion engine 1, and from that time, the driving torque of the rotating electrical machine A10, that is, the power running side current becomes zero. If the power running side current is flowing in the rotating electrical machine A10, the process returns to step 71 and the start mode operation is continued. Otherwise, it is determined that the start is completed and the process proceeds to step 82. In step 82, the start mode flag is reset and the routine returns to step 3.
[0050]
As described above, the clutch 9 is provided between the crankshaft of the internal combustion engine 1 and the auxiliary machine 2, the rotary electric machine B8 that rotates with the auxiliary machine 2 is provided, and further, between the torque converter 3 and the drive wheels 7a and 7b. A rotating electrical machine A10 that rotates with the power transmission mechanism is provided. When starting, the clutch 9 is engaged and the internal combustion engine 1 is started by the rotating electrical machine B8, and the target axle torque according to the accelerator opening is generated by the rotating electrical machine A10 to start the vehicle. After the internal combustion engine 1 is started, the rotary electric machine B8 is idled and the output torque of the rotary electric machine A10 is decreased in accordance with the rise of the output torque of the internal combustion engine 1.
Thereby, the third problem at the time of starting the vehicle, that is, the rising delay of the torque of the internal combustion engine 1 can be solved.
[0051]
Next, securing of the hydraulic pressure of the automatic transmission 5 at the time of stop will be described.
As described above, even if there is a delay in starting the internal combustion engine 1 at the time of starting, a delay in the driving force of the vehicle can be prevented by the assist of the rotating electrical machine A10. However, in order to reduce the capacity of the rotating electrical machine A10 and the battery as much as possible, it is necessary to reduce the start delay of the internal combustion engine 1 as much as possible.
In this embodiment, since the line pressure 23 of the automatic transmission 5 is maintained from the hydraulic circuit 12 incorporating the motor 25 even when the internal combustion engine is stopped, the clutch of the automatic transmission 5 is engaged even when the internal combustion engine 1 is stopped. Is possible. Therefore, there is no clutch engagement delay compared to the conventional system in which the oil pump is driven only by the power of the internal combustion engine 1, and the capacity of the rotating electrical machine A10 and the battery can be reduced accordingly, and the torque rise delay at the start Can be reduced.
[0052]
-Modification of power transmission mechanism-
FIG. 19 shows a configuration of the internal combustion engine 1 and the rotating electrical machine B8 of a modified example.
In this modification, the internal combustion engine 1 and the auxiliary machine 2 are connected by a belt drive 51, and the rotating electrical machine B 8 and the auxiliary machine 2 are connected by a belt drive 52. The clutch 9 is installed between the pulley 51 a on the auxiliary machine 2 side of the belt drive 51 and the pulley 52 a on the auxiliary machine 2 side of the belt drive 52.
The operation of this modification is the same as that of the above-described embodiment.
[0053]
-Other variations of power transmission mechanism-
In the embodiment described above, the example in which the internal combustion engine 1 is completely stopped and the fuel supply is stopped in the stopped state is shown. However, when the vehicle is stopped, the internal combustion engine 1 is rotationally driven by the rotating electrical machine B8 and only the fuel supply is stopped. You may do it. This method can also solve the third problem described above.
However, according to this method, since the rotating electrical machine B8 is motored not only when decelerating but also when the vehicle stops, the power consumption of the rotating electrical machine B8 increases. However, since the internal combustion engine 1 is rotating at the start, the driving force immediately rises when the fuel injection is resumed, and the responsiveness at the start is improved.
[0054]
-Suppression control of torque pulsation and rotation fluctuation of rotating electrical machine B-
FIG. 20 is a block diagram showing a control system of the rotating electrical machine B8 that rotates with the internal combustion engine 1 via the clutch 9. As shown in FIG. In addition, the same code | symbol is attached | subjected with respect to the apparatus similar to the apparatus shown in FIGS. 1-4 mentioned above, and it demonstrates centering around difference.
This control is executed in the form of software of the hybrid system control unit 15. The control system of the rotating electrical machine B8 is basically composed of a speed control system and a torque control system, and includes an average load correction circuit 61 and a pulsation load correction circuit 62 for correcting a torque command value of the torque control system. .
[0055]
The rotation sensor 40 generates a pulse signal for each predetermined crank angle of the internal combustion engine 1. The speed calculation circuit 63 measures the period of the output pulse train of the rotation sensor 40 and the number of pulses per unit time to detect the engine rotation speed Ne. In the speed control system, the subtractor 64 uses the engine speed command value Ne.^*And the engine rotational speed detection value Ne are compared, and the deviation (Ne^*-Ne) is calculated and amplified by the speed controller 65, and the first torque command value Tr^*Is output. The first torque command value Tr is added by the adder 66.^*Is added with the pulsating load correction torque Tc1, and then the adder 67 adds the average load correction torque Tc2 to the second torque command value Tr1.^*Is required. In the torque control system, the current control calculation circuit 70 uses the second torque command value Tr1.^*To current command value I^*Is obtained by the subtractor 68 and the current command value I^*And the current feedback value I from the drive circuit 32 are compared. And the deviation (I^*-I) is calculated and amplified by the current controller 69, and the voltage command value V^*Is output to the drive circuit 32.
[0056]
In this embodiment, an example in which an AC motor such as an induction machine or a synchronous machine is used for the rotating electrical machine B8 and a vector control inverter is used for the drive circuit 32 is shown. However, a DC motor is used for the rotating electrical machine B8 and the drive circuit 32 is used. Alternatively, a PWM voltage circuit may be used.
[0057]
Here, when the internal combustion engine 1 is driven by the rotating electrical machine B8, the response of the engine rotational speed Ne is J for the total inertia of the rotating part including the internal combustion engine 1, Tr for the output torque of the rotating electrical machine B8, and the viscosity of the rotating part. If the coefficient is D,
[Expression 1]
Ne = (1 / J) / (s + D / J) * Tr
It can be expressed as However, D is generally not a constant value. Therefore, if the average load torque is corrected, the viscosity coefficient can be equivalently set to a constant value Dcmp. That is, as shown in FIG. 21, the average load torque of the actual non-linear internal combustion engine 1 is approximated to the average load torque represented by a linear line, and the difference between the approximate average load torque and the load torque is the average load correction torque described above. Let Tc2. That is,
[Expression 2]
Tc2 = (D−Dcmp) * Ne
[0058]
Further, the average load torque of the internal combustion engine 1 is inversely proportional to the throttle opening, and when the throttle opening increases as shown in FIG. 22, the average load torque decreases for the same engine speed Ne. Therefore, the correction coefficient (D-Dcmp) is reduced according to the increase in the throttle opening, and the average load correction torque Tc2 according to the throttle opening is calculated.
[0059]
Actually, the load torque of the internal combustion engine 1 with respect to the engine rotational speed Ne and the throttle opening is measured, the approximate load torque is obtained based on the measured load torque, and the average load correction torque Tc2 is set. Then, a correction coefficient (D-Dcmp) for each throttle opening is stored in the memory, and an average load correction torque Tc2 corresponding to the throttle opening and the engine rotational speed Ne is calculated by Equation 2 when controlling the rotating electrical machine B8. . Alternatively, the average load correction torque Tc2 is mapped and stored in the memory, and the average load correction torque Tc2 corresponding to the engine rotational speed Ne and the throttle opening is referred to by referring to the average load correction torque map when controlling the rotating electrical machine B8. Is calculated.
[0060]
As described above, the average load correction circuit 61 approximates the average load torque with respect to the engine rotation speed Ne when the internal combustion engine 1 is driven by the rotating electrical machine B8 with a linear line, and corrects the average load according to the engine rotation speed Ne. The torque Tc2 is determined, and the average load correction torque Tc2 is corrected according to the throttle opening. As a result, an accurate average load correction torque Tc2 corresponding to the engine rotational speed and the throttle opening can be obtained, and the speed control accuracy of the internal combustion engine 1 by the rotating electrical machine B8 can be improved over a wide range of engine rotational speed Ne. Can do.
[0061]
On the other hand, when the internal combustion engine 1 is driven by the rotating electrical machine B8, as shown in FIG. 23, pulsation of load torque corresponding to the crank angle is generated. The pulsation load correction circuit 62 generates pulsation load correction torque Tc1 according to the crank angle detected by the rotation sensor 40 in order to suppress torque pulsation. This pulsation load correction torque Tc1 is a torque having the same amplitude and opposite phase as the actual pulsation load torque of the internal combustion engine 1.
[0062]
The pulsating load torque of the internal combustion engine 1 increases in amplitude as the throttle opening increases as shown in FIG. Therefore, the pulsation load correction torque Tc1 is corrected according to the throttle opening.
[0063]
Thus, the pulsation load correction circuit 62 determines the pulsation load correction torque Tc1 for canceling out the pulsation load torque of the internal combustion engine 1 when the internal combustion engine 1 is driven by the rotating electrical machine B8, and also according to the throttle opening. Thus, the pulsation load correction torque Tc1 is corrected. Thereby, an accurate pulsation load correction torque according to the engine speed Ne and the throttle opening can be obtained, and the torque pulsation can be accurately suppressed.
[0064]
Furthermore, when the internal combustion engine 1 is driven by the rotating electrical machine B8, the amplitude and phase of the pulsating load torque change depending on whether or not fuel is supplied to the internal combustion engine 1, as shown in FIG. That is, when the internal combustion engine 1 is started by supplying fuel, the amplitude of the pulsation load torque increases and the pulsation phase is delayed compared to before the start. Therefore, by correcting the pulsation load correction torque Tc1 according to the presence or absence of fuel supply to the internal combustion engine 1, an accurate pulsation load correction torque can be obtained, and the torque pulsation can be suppressed more accurately.
[0065]
Actually, the pulsation load torque with respect to the crank angle, the throttle opening degree, and the presence or absence of fuel supply of the internal combustion engine 1 is measured, and the pulsation load correction torque Tc1 is set based on the measured pulsation load torque. Then, the pulsation load correction torque Tc1 is mapped and stored in the memory, and the pulsation load correction according to the crank angle, the throttle opening, and the presence / absence of fuel injection is made by referring to the pulsation load correction torque map when controlling the rotating electrical machine B8. The torque Tc1 is subjected to a table calculation.
[0066]
The engine speed command value Ne^*When is 0, there is no need to generate a torque by passing a current through the rotating electrical machine B8. Therefore, the engine speed command value Ne^*Is 0, the average load correction torque Tc2 is set to 0 so that no current flows from the drive circuit 32 to the rotating electrical machine B8. Thereby, it is possible to prevent unnecessary current from flowing through the rotating electrical machine B8. Further, the engine speed command value Ne^*Instead of this, even when the average load correction torque Tc2 is set to 0 when the detected engine speed Ne is 0, the same effect can be obtained.
[0067]
FIG. 26 is a flowchart showing a control program for the rotating electrical machine B8.
The hybrid system control unit 15 executes the control program of FIG. 26 at predetermined time intervals in the motoring deceleration mode and the start mode in which the internal combustion engine 1 is driven by the rotating electrical machine B8. In step 1, the engine speed command value Ne^*Is read. This engine speed command value Ne^*Is a predetermined value 2 in the motoring deceleration mode and the start mode. Further, the throttle opening detected by the opening sensor 43 is read.
[0068]
In step 92, the crank angle pulse signal output from the rotation sensor 40 is measured, and in the subsequent step 93, the engine speed Ne is calculated based on the measurement result (speed calculation circuit 63). In step 94, the engine speed command value Ne^*And the engine rotational speed detection value Ne, the feedback speed control calculation is performed, and the first torque command value Tr^*Is calculated (subtractor 64 and speed controller 65). In the following step 95, the pulsation load correction torque Tc1 is calculated by a table calculation based on the crank angle signal, the throttle opening degree, and the presence or absence of fuel supply (pulsation load correction circuit 62). In step 96, the torque command value is corrected by the pulsating load correction torque Tc1 (adder 66).
[0069]
In step 97, the average load correction torque Tc2 is subjected to a table calculation based on the detected engine speed Ne and the throttle opening (average load correction circuit 61). At this time, the engine speed command value Ne^*When the engine speed detection value Ne is 0, the average load correction torque Tc2 is set to 0. In the following step 98, the torque command value is corrected by the average load correction torque Tc2 (adder 67). In step 99, the torque command value Tr1^*Current command value I^*Is calculated (current command value calculation circuit 70). In step 100, the current command value I^*Feedback current control calculation based on the current detection value I and the voltage command value V^*Is calculated (subtractor 68 and current controller 69). In step 101, the calculated voltage command value V^*To control the drive circuit 32 and to control the speed of the rotating electrical machine B8.
[0070]
In the control of the rotating electrical machine B8 described above, an example in which the pulsation load correction torque Tc1 and the average load correction torque Tc2 are corrected according to the throttle opening is shown, but such correction according to the throttle opening is omitted. May be. In the above-described control of the rotating electrical machine B8, the example in which the pulsation load correction torque Tc1 is corrected in accordance with the presence / absence of fuel supply to the internal combustion engine 1 has been described. May be. Further, in the above-described control of the rotating electrical machine B8, the engine rotational speed command value Ne.^*In the above example, the average load correction torque Tc2 is set to 0 when the engine speed detection value Ne is 0. However, such control may be omitted.
[0071]
  In the configuration of the above embodiment, the rotating electrical machine B8 is a rotating electrical machine, the internal combustion engine 1 is an internal combustion engine,The rotation sensor 40 is the rotation speed detection means, the subtractor 64 and the speed controller 65 are the speed control means, the average load correction circuit 61 is the average load torque correction means, the current control arithmetic circuit 70, the subtractor 68, and the current controller. 69 is the current control means, the opening sensor 43 is the opening detection means, the rotation sensor 40 is the rotation angle detection means, and the pulsation load correction circuit 62 is the pulsation load torque correction means.Configure each.
[Brief description of the drawings]
FIG. 1 is a diagram showing an outline of a power transmission mechanism for a vehicle according to an embodiment.
FIG. 2 is a diagram showing details of a power transmission mechanism shown in FIG.
FIG. 3 is a diagram illustrating a hydraulic circuit according to an embodiment.
FIG. 4 is a diagram illustrating a configuration of a control device according to an embodiment;
FIG. 5 is a time chart showing the operation of each part of the vehicle in a lockup deceleration mode and a motoring deceleration mode.
FIG. 6 is a time chart showing the operation of each part of the vehicle during transition mode deceleration and idle stop mode.
FIG. 7 is a time chart showing the operation of each part of the vehicle in the start mode.
FIG. 8 is a flowchart showing a mode determination process.
FIG. 9 is a flowchart showing an operation in a lock-up deceleration mode.
FIG. 10 is a flowchart showing an operation in a motoring deceleration mode.
FIG. 11 is a flowchart showing an operation in a transition mode.
FIG. 12 is a flowchart showing an operation in an idle stop mode.
FIG. 13 is a flowchart showing an operation in a start mode.
FIG. 14 is a diagram showing a target axle torque map.
FIG. 15 is a diagram showing an internal combustion engine friction torque map.
FIG. 16 is a diagram showing an automatic transmission friction torque map.
FIG. 17 is a diagram showing an input torque capacity coefficient map of a torque converter.
FIG. 18 is a view showing a target axle torque map.
FIG. 19 is a diagram showing a composite drive system according to a modification of the embodiment of the invention.
20 is a control block diagram of rotating electric machine B. FIG.
FIG. 21 is a diagram showing an average load torque characteristic and an average approximate load torque characteristic with respect to the rotation speed of the internal combustion engine.
FIG. 22 is a diagram showing an average load torque characteristic and an average approximate load torque characteristic with respect to the rotational speed and throttle opening of the internal combustion engine.
FIG. 23 is a diagram showing pulsation load torque and pulsation load correction torque when an internal combustion engine is driven by a rotating electrical machine.
FIG. 24 is a diagram showing a pulsation load torque and a pulsation load correction torque according to a throttle opening when an internal combustion engine is driven by a rotating electrical machine.
FIG. 25 is a diagram showing a pulsation load torque and a pulsation load correction torque according to the presence or absence of fuel supply when an internal combustion engine is driven by a rotating electrical machine.
FIG. 26 is a flowchart showing a control program for rotating electrical machine B;
[Explanation of symbols]
1 Internal combustion engine
2 Auxiliary machines
3 Torque converter
4 Lock-up clutch
5 Transaxle automatic transmission
6 Transaxle speed reducer / Differential gear
7a, 7b Drive wheel
8 Rotating electric machine B
9 Clutch
9a, 9b Belt drive
10 Rotating electric machine A
11 Transaxle
11a, 11b Drive shaft (axle)
12 Hydraulic circuit
13 Internal combustion engine control unit
14 Automatic transmission control unit
15 Hybrid system control unit
20, 21 Oil pump
22a, 22b Check valve
23 Line pressure
24 Oil pan
31, 32 drive circuit
33 High voltage battery
34, 35 Drive circuit
36 Low voltage battery
37 Idle switch
38 Brake switch
39 Vehicle speed sensor
40, 42 Rotation sensor
41, 43 Opening sensor
51,52 Belt drive
51a, 52a pulley

Claims (6)

A control device for a composite drive system for a vehicle in which a rotating electrical machine is connected to an internal combustion engine,
Rotation speed detection means for detecting the rotation speed of the internal combustion engine;
Speed control means for calculating a torque command value of the rotating electrical machine for making the rotational speed detected value when the internal combustion engine is driven by the rotating electrical machine coincide with the rotational speed command value;
An average load that stores an average load torque with respect to the rotational speed of the internal combustion engine when the internal combustion engine is driven by a rotating electrical machine, and corrects the average load torque according to the detected rotational speed of the internal combustion engine by adding to the torque command value Torque correction means;
A control apparatus for a composite control system for a vehicle, comprising: current control means for controlling the current flowing through the rotating electrical machine to be a value corresponding to the corrected torque command value . The control device for a composite drive system for a vehicle according to claim 1,
An opening detecting means for detecting the throttle opening of the internal combustion engine;
The average torque correction means stores the average load torque with respect to the rotational speed of the internal combustion engine and the throttle opening, and calculates the average load torque according to the rotational speed detection value and the throttle opening detection value of the internal combustion engine as the torque command. A control apparatus for a composite drive system for a vehicle, wherein the correction is performed by adding to the value . In the control apparatus of the compound drive system for vehicles of Claim 1 or Claim 2,
The control device for a composite drive system for a vehicle, wherein the average torque correction means sets the average load torque to 0 when the rotation speed command value or the rotation speed detection value of the internal combustion engine is 0 . The control device for a composite drive system for a vehicle according to claim 1 ,
Rotation angle detection means for detecting the crank angle of the internal combustion engine;
A correction value for canceling the pulsation load torque corresponding to the detected crank angle value of the internal combustion engine when the internal combustion engine is driven by the rotating electrical machine is determined, and the pulsation load torque correction value is added to the torque command value for correction. And a pulsating load torque correcting means for controlling the composite system for a vehicle. The control device for a composite drive system for a vehicle according to claim 4 ,
An opening detecting means for detecting the throttle opening of the internal combustion engine;
The pulsation load torque correction means determines a correction value for canceling out the pulsation load torque according to the crank angle detection value and the throttle opening detection value of the internal combustion engine, and uses the pulsation load torque correction value as the torque command. A control apparatus for a composite drive system for a vehicle, wherein the correction is performed by adding to the value . The control device for a composite drive system for a vehicle according to claim 5 ,
The pulsation load torque correction means determines the crank angle detection value of the internal combustion engine, the throttle opening detection value, and a correction value for canceling the pulsation load torque according to the presence or absence of fuel supply to the internal combustion engine. A control device for a composite drive system for a vehicle , wherein a load torque correction value is added to the torque command value for correction .

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