Vehicle control device

Abstract

The present application provides a vehicle control device which can effectively reduce the generation of abnormal sound and vibration. The vehicle control device (500) has a control unit (100) which, on the basis of acquiring information related to the operation of the vehicle from a sensor group and calculating a required torque (TQ) required by a driver, calculates a first target torque (TQx) related to a first drive torque and a second target torque (TQy) related to a second drive torque, which are distributed according to the required torque, and a desired change rate of the total torque of the first drive torque and the second drive torque, and controls the magnitude of the first drive torque and the second drive torque. When the first drive torque crosses zero and the torque polarity is switched, the control unit performs a first zero-crossing process. When the second drive torque crosses zero and the torque polarity is switched, the control unit performs a second zero-crossing process after completing the above-mentioned first zero-crossing process.

Description

Technical Field

[0001] The technology disclosed in this application relates to a vehicle control device. Background Technology

[0002] In vehicles, especially in hybrid or electric vehicles that use electric motors as the drive source, when the driving torque switches from positive to negative (or from negative to positive), it is known that a so-called zero-cross process is implemented to reduce abnormal noise and vibration caused by gear knocking noise generated in the power transmission path. That is, a process that makes the rate of change of driving torque in a specified region containing zero less than the rate of change of driving torque in other regions.

[0003] Specifically, for example, Patent Document 1 discloses a technology that includes a torque generating device that generates the driving torque of a vehicle by means of the torque of an electric motor, and a control device that controls the torque generating device and performs zero-crossing processing. When performing zero-crossing processing, the control device sets the upper limit of the rate of change in the power mode, which places greater emphasis on acceleration responsiveness than in the non-power mode, to be greater than the upper limit of the rate of change in the non-power mode.

[0004] Patent documents

[0005] Patent Document 1: International Publication No. 2013 / 035179 Summary of the Invention

[0006] Here, for example, regarding Patent Document 1, assuming a vehicle equipped with multiple torque generating devices at the front, rear (or left, right) of the vehicle (for example, when two torque generating devices are installed, one torque generating device controls the front wheels of the vehicle, and the other torque generating device controls the rear wheels of the vehicle), if the control device controls multiple torque generating devices in the same manner, then as Figure 1 As shown, the front wheel side torque applied to the front wheel side of the vehicle ( Figure 1 The torque Fr in the middle), and the rear wheel side torque applied to the rear wheel side of the vehicle ( Figure 1 The Rr torque in the torque is subjected to zero-crossing processing approximately simultaneously. At this time, even if zero-crossing processing has been performed on either the front wheel side torque or the rear wheel side torque, the timing of the switching between positive and negative torques in the front wheel side torque and the rear wheel side torque is approximately the same. Therefore, the gear knocking sound accompanying the torque change of the reduced front wheel side torque and the gear knocking sound accompanying the torque change of the reduced rear wheel side torque are generated approximately simultaneously. As a result, there are abnormal sounds and vibrations caused by residual gear knocking sound.

[0007] Therefore, through various implementation methods, a vehicle control device is provided that can effectively reduce the generation of abnormal sounds and vibrations.

[0008] One embodiment of a vehicle control device includes: a first drive unit that outputs a first drive torque to a first drive wheel; a second drive unit that outputs a second drive torque to a second drive wheel; and a control unit that acquires information related to the vehicle's operating state from a sensor group including at least a throttle sensor and a brake sensor, calculates a required torque required by the vehicle's drive unit based on the acquired information related to the vehicle's operating state, calculates a required torque for the vehicle's drive unit based on the acquired information related to the vehicle's operating state, calculates a first target torque related to the first drive torque and a second target torque related to the second drive torque allocated according to the required torque, and calculates the ideal rate of change of the total torque during a first period from a first time point when the drive unit performs an operation related to throttle or brake to a second time point when the total torque of the first drive torque and the second drive torque reaches the required torque, and during the first period, controls at least the first drive torque output from the first drive unit and the second target torque output from the first drive unit to the second drive wheel. The magnitude of the second drive torque output by the drive unit; Regarding the control unit, when transitioning from a first operating state where the output of the first drive torque and the second drive torque at the first time point are of the same sign, to a second operating state where the output of the first drive torque at the second time point is of the opposite sign to that of the first operating state and has reached the first target torque, and the output of the second drive torque at the second time point is of the opposite sign to that of the first operating state and has reached the second target torque, when the first drive torque crosses zero and switches between positive and negative, the control unit is configured to perform a first zero-crossing process to set the rate of change of the first drive torque within a specified range covering zero to a specified value or less; when the second drive torque crosses zero and switches between positive and negative, the control unit is configured to perform a second zero-crossing process after completing the first zero-crossing process to set the rate of change of the second drive torque within the specified range to a specified value or less.

[0009] Based on the above-described vehicle control device, the first zero-crossing process and the second zero-crossing process can be performed at different times. Therefore, the timing of the abnormal sound and vibration generated by the torque change of the first drive torque reduced by the first zero-crossing process is different from the timing of the abnormal sound and vibration generated by the torque change of the second drive torque reduced by the second zero-crossing process. Thus, the generation of abnormal sound and vibration can be effectively reduced overall.

[0010] Furthermore, in one embodiment of the vehicle control device described above, preferably, the specified range is located between a first specified torque set on the negative side and a second specified torque set on the positive side.

[0011] By adopting the above structure, the first zero-crossing process and the second zero-crossing process can be reliably implemented.

[0012] Furthermore, in one embodiment of the vehicle control device described above, preferably, the first driving torque in the first operating state is closer to zero torque than the second driving torque.

[0013] By adopting this structure, the vehicle control unit can effectively reduce the generation of abnormal noise and vibration, and can perform the first zero-crossing process earlier. Therefore, the overall control time until the completion of the first and second zero-crossing processes can be shortened, and the combined torque of the first and second drive torques can reach the required torque earlier.

[0014] Furthermore, in one embodiment of the vehicle control device described above, preferably, the control unit controls the second drive unit during the first zero-crossing process to ensure that the second drive torque is not included in the specified range.

[0015] This structure can limit the first zero-crossing process and the second zero-crossing process to be performed approximately simultaneously.

[0016] Furthermore, in one embodiment of the vehicle control device described above, preferably, at the third time point when the first zero-crossing process begins, the control unit estimates the fourth time point at which the first zero-crossing process will be completed, at least by referring to the specified value related to the rate of change of the first drive torque; and controls the second drive unit to change the second drive torque starting from the third time point, so that the second drive torque reaches the absolute value of the specified torque at the fourth time point.

[0017] By adopting this structure, the vehicle control unit can effectively reduce the generation of abnormal noise and vibration, and can immediately implement the second zero-crossing process after completing the first zero-crossing process. Therefore, the overall control time until the completion of the first and second zero-crossing processes can be further shortened, and the combined torque of the first and second drive torques can reach the required torque as soon as possible.

[0018] Furthermore, in one embodiment of the vehicle control device described above, preferably, the control unit controls the first drive unit during a second period from the first time point to the third time point when the first zero-crossing process begins, so that the rate of change of the first drive torque reaches an upper limit.

[0019] By adopting this structure, the vehicle control unit can effectively reduce the generation of abnormal noise and vibration, and can further implement the first zero-crossing process earlier. Therefore, the overall control time until the completion of the first and second zero-crossing processes can be further shortened, and the combined torque of the first and second drive torques can reach the required torque earlier.

[0020] Furthermore, in one embodiment of the vehicle control device described above, preferably, the control unit controls the second drive unit to change the second drive torque during the second period at a rate calculated with reference to the rate of change of the first drive torque during the second period and the ideal rate of change.

[0021] By employing this structure, the ideal rate of change of the total torque can be maintained during the second period. Therefore, the total torque of the first and second drive torques can reach the required torque as early as possible.

[0022] Furthermore, in one embodiment of the vehicle control device described above, preferably, the control unit controls the first drive unit for at least a portion of the period from the fourth time point after the completion of the first zero-crossing process to the second time point, so that the first drive torque varies with a rate of change calculated with reference to the ideal rate of change and the rate of change of the second drive torque in the second zero-crossing process.

[0023] By employing this structure, the ideal rate of change of the total torque can be maintained for at least a portion of the period from the fourth time point to the second time point. This allows the total torque of the first and second drive torques to reach the required torque as early as possible.

[0024] Furthermore, in one embodiment of the vehicle control device described above, preferably, during the third period of performing the first zero-crossing process and the second zero-crossing process described above, the damping force of the electronically controlled damper mounted on the vehicle is set to be greater than that in any other period described above.

[0025] By adopting this structure, even if external disturbances such as vibrations based on road surface changes occur during the first and second zero-crossing processes, the electronically controlled buffers can reduce (absorb) these external disturbances, thereby completing the first and second zero-crossing processes as early as possible.

[0026] In addition, in one embodiment of the vehicle control device described above, the first drive wheel can be one of the front and rear wheels, and the second drive wheel can be the other of the front and rear wheels. It can also be configured such that the first drive wheel is one of the left and right wheels, and the second drive wheel is the other of the left and right wheels.

[0027] By adopting this structure, the vehicle control device involved in one implementation can be used in various situations.

[0028] Based on various implementation methods, a vehicle control device that can effectively reduce the generation of abnormal sounds and vibrations can be provided. Attached Figure Description

[0029] Figure 1 To systematically demonstrate the changes in front wheel torque, rear wheel torque, and the combined torque of the front and rear wheel torques when the vehicle's operating state changes from deceleration to acceleration with the throttle on, a characteristic diagram of the original control method is presented, which sets the timing of the positive and negative switching of the front and rear wheel torques to be approximately the same.

[0030] Figure 2 A block diagram illustrating, in a pattern, the structure of an example vehicle equipped with a vehicle control device according to an embodiment.

[0031] Figure 3 This diagram illustrates the characteristics of a first pattern that shows how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0032] Figure 4 This is a characteristic diagram of a second model that illustrates how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0033] Figure 5 This is a characteristic diagram of a third model that illustrates how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0034] Figure 6 This is a characteristic diagram of a fourth model that illustrates how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0035] Figure 7 This is a characteristic diagram of a fifth model that illustrates how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0036] Figure 8 This is a characteristic diagram of a sixth model that illustrates how the first and second driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0037] Figure 9 This is a partial feature diagram illustrating a derivative model of Model 6 in a patternual way.

[0038] Figure 10 This diagram illustrates, in a pattern, how the first, second, third, and fourth driving torques change after being controlled by the control unit of a vehicle control device according to one embodiment when the vehicle's operating state changes from deceleration to acceleration.

[0039] Figure 11 To be displayed in a pattern Figure 3 The diagram shows the characteristics of the electronically controlled buffer in the first model.

[0040] Figure 12 A flowchart illustrating, in a pattern, an example of the operation performed by the control unit of a vehicle control device according to one embodiment. Detailed Implementation

[0041] The various embodiments will now be described with reference to the accompanying drawings. It should be noted that common structural elements are labeled with the same reference numerals in the drawings. Additionally, please note that for ease of explanation, structural elements shown in some drawings may sometimes be omitted in other drawings. Furthermore, please note that the drawings may not be drawn to the correct scale. Also, please note that the drawings described in [the following text is incomplete and requires further context to translate accurately.] Figures 1 to 11 ( Figure 2 and Figure 9 The upper part of the diagram (excluding the vehicle) shows the vehicle's posture state corresponding to various states (at various times) in a patterned manner, but does not take into account vehicle inertia and road tilt.

[0042] 1. The structure of a vehicle equipped with a vehicle control device.

[0043] Reference Figure 2 An overview of a vehicle equipped with a vehicle control device according to one embodiment will be described. Figure 2 This is a block diagram illustrating, in a pattern, the structure of an example vehicle 1 equipped with a vehicle control device 500 according to an embodiment.

[0044] As an example, vehicle 1 mainly includes a left front wheel 2; a right front wheel 3; a left rear wheel 4; a right rear wheel 5; a first drive unit 10 that outputs a first drive torque to the left front wheel 2 and the right front wheel 3; a second drive unit 20 that outputs a second drive torque to the left rear wheel 4 and the right rear wheel 5; a first gearbox 12 and a first drive shaft 14 that transmit the first drive torque output from the first drive unit 10 to the left front wheel 2 and the right front wheel 3; and a second gearbox 22 and a second drive shaft 24 that transmit the second drive torque output from the second drive unit 20 to the left rear wheel 4 and the right rear wheel 5. The vehicle control unit 500 includes: a braking device 30; a steering mechanism 40 for operating the left front wheel 2 and the right front wheel 3; an electronically controlled damper 50; a throttle sensor 60 for detecting the opening of the accelerator pedal (not shown); a brake sensor 61 for detecting the position of the master cylinder within the braking device 30; a wheel speed sensor 62 for detecting the wheel speed (vehicle speed) from at least one of the left front wheel 2, the right front wheel 3, the left rear wheel 4, and the right rear wheel 5; a steering angle sensor 63 for detecting the steering angle of the steering mechanism 40; an acceleration sensor 64 for detecting the acceleration of the vehicle 1; and a control unit 100. Furthermore, in this specification, the vehicle control unit 500 includes a first drive unit 10, a second drive unit 20, and a control unit 100.

[0045] Figure 2 The vehicle 1 shown consists of two drive units: a first drive unit 10 that outputs a first drive torque to the left front wheel 2 and the right front wheel 3 (sometimes referred to collectively as the "first drive wheel" in this specification), and a second drive unit 20 that outputs a second drive torque to the left rear wheel 4 and the right rear wheel 5 (sometimes referred to collectively as the "second drive wheel" in this specification). However, the vehicle is not limited to this structure. For example, it can consist of four drive units that independently drive each of the left front wheel 2, right front wheel 3, left rear wheel 4, and right rear wheel 5. In this case, a total of four accelerators can be installed on each of the four drive units.

[0046] In addition, Figure 2 In the vehicle 1 shown, the first drive unit 10 is configured to output a first drive torque to the front wheel side (left front wheel 2 and right front wheel 3), and the second drive unit 20 outputs a second drive torque to the rear wheel side (left rear wheel 4 and right rear wheel 5). However, the configuration is not limited to this. For example, it may also be configured such that the first drive unit 10 outputs the first drive torque to the rear wheel side, and the second drive unit 20 outputs the second drive torque to the front wheel side (in...). Figure 2(Referencing reference numerals 10 and 20, which are enclosed in parentheses). Alternatively, it can be configured such that the first drive unit 10 outputs a first drive torque to the left wheel side (left front wheel 2 and left rear wheel 4), and the second drive unit 20 outputs a second drive torque to the right wheel side (right front wheel 3 and right rear wheel 5) (in this case, the left front wheel 2 and left rear wheel 4 are collectively referred to as the first drive wheels, and the right front wheel 3 and right rear wheel 5 are collectively referred to as the second drive wheels). It should be noted that, for example, an electric motor can be used as the first drive unit 10 and the second drive unit 20.

[0047] In addition to the various sensors mentioned above, it is possible to... Figure 2 The vehicle 1 shown is equipped with other sensors such as a vehicle height sensor and a displacement position sensor. Furthermore, regarding the aforementioned throttle sensor 60, if the vehicle 1 does not have an accelerator pedal, other devices can be installed to replace the aforementioned accelerator pedal.

[0048] It should be noted that the first gearbox 12 and the second gearbox 22 are gear mechanisms composed of multiple gears, such as well-known planetary gear mechanisms. Furthermore, as described above, when the first drive unit 10 outputs a first drive torque to the rear wheel side and the second drive unit 20 outputs a second drive torque to the front wheel side, the first gearbox 12 transmits the first drive torque to the left rear wheel 4 and the right rear wheel 5, and the second gearbox 22 transmits the second drive torque to the left front wheel 2 and the right front wheel 3.

[0049] The control unit 100 installed in the vehicle 1 as an example mainly includes a receiving unit 110 that acquires (receives) information related to the operating state of the vehicle 1 from various sensors; a calculation unit 120 that performs various calculations based on the information acquired (received) by the receiving unit 110; and an output unit 130 that outputs information calculated by the calculation unit 120 to at least the first drive unit 10, the second drive unit 20, the braking device 30, and the electronic control buffer 50. It should be noted that the control unit 100 is not limited to having one receiving unit 110, one calculation unit 120, and one output unit 130 each; it can be configured to divide each part into multiple parts for unified control.

[0050] 2. Basic calculation processing performed by the control unit.

[0051] The basic calculation process performed by the control unit 100 will be explained below.

[0052] First, the receiving unit 110 in the control unit 100 acquires (receives) information related to the operating state of the vehicle 1 from the throttle sensor 60, brake sensor 61, vehicle speed sensor 62, steering angle sensor 63, and acceleration sensor 64 (sometimes collectively referred to as the "sensor group"). Specifically, the receiving unit 110 acquires information related to the throttle opening (throttle operation amount) generated based on the drive operation of the vehicle 1 from the throttle sensor 60. Similarly, it acquires information related to the braking operation amount from the brake sensor 61, information related to the wheel speed (vehicle speed) from the vehicle speed sensor 62, information related to the steering angle from the steering angle sensor 63, and information related to the acceleration of the vehicle 1 from the acceleration sensor 64. Furthermore, when other sensors are included in the vehicle 1 besides the aforementioned sensor group, the receiving unit 110 can also acquire various information related to the operating state of the vehicle 1 from those other sensors. It should be noted that the receiving unit 110 sends the various information related to the operating state of the vehicle 1 received from the various sensors to the calculation unit 120.

[0053] Next, the calculation unit 120 uses various information received from the receiving unit 110 related to the operating state of the vehicle 1, especially information related to throttle opening, brake operation amount, and vehicle speed (values ​​received from the receiving unit 110), or the values ​​of the first drive torque and the second drive torque output from the first drive unit 10 and the second drive unit 20 at the first time point when the throttle operation (and / or brake operation) of the vehicle 1 is performed using the drive unit and / or various control devices equipped to achieve operation support or automatic operation, as parameters, and calculates the required torque of the drive unit and / or the aforementioned control devices for the vehicle 1 (control unit 100) based on a predetermined map and calculation formula. Specifically, for example, when the operating state of the vehicle 1 changes from a deceleration state to an acceleration state, the calculation unit 120 mainly calculates the required torque based on information related to throttle opening, vehicle speed, the value of the first drive torque, and the value of the second drive torque at the time point when the throttle pedal is operated by the drive unit and / or the aforementioned control devices.

[0054] Next, the calculation unit 120 calculates a first target torque related to the first drive torque and a second target torque related to the second drive torque, based on the required torque calculated to stabilize the posture of the vehicle 1 affected by the required torque. It should be noted that the first target torque and the second target torque can be calculated according to, for example, the calculation formulas shown in Equations 1, 2, 3 and 4 below.

[0055] [Number 1]

[0056] W f=W×Lr / LW×α×H / g / L…(Equation 4)

[0057] [Number 2]

[0058] W r =W×L f / L+W×α×H / g / L…(Equation 2)

[0059] [Number 3]

[0060] TQx=TQ×W r / (W f +W r ...(Equation 3)

[0061] [Number 4]

[0062] TQ y =TQ×W f / (W f +W r ...(Equation 4)

[0063] In Equation 1, Wf represents the front wheel side load, W represents the load at the center of gravity of vehicle 1, L represents the wheelbase, Lr represents the distance from the center of gravity of vehicle 1 to the center of the left rear wheel 4 (or right rear wheel 5) of vehicle 1, α represents the target acceleration calculated based on the required torque, H represents the height of the center of gravity of vehicle 1, and g represents the gravitational acceleration.

[0064] In Equation 2, Wr represents the rear wheel side load, and Lf represents the distance from the center of gravity of vehicle 1 to the center of the left front wheel 2 (or right front wheel 3) of vehicle 1.

[0065] In addition, Equations 1 and 2 take into account the balance of torques at the tire contact points of the left front wheel 2, right front wheel 3, left rear wheel 4, and right rear wheel 5.

[0066] In Equation 3, TQx represents the first target torque, and TQ represents the required torque. In Equation 4, TQy represents the second target torque. It should be noted that Equations 3 and 4 assume a structure where the first drive torque is output to the rear wheels and the second drive torque is output to the front wheels. It is important to note that if the first drive torque is output to the front wheels and the second drive torque is output to the rear wheels, then TQx represents the second target torque, and TQy represents the first target torque.

[0067] Next, the calculation unit 120 calculates the ideal rate of change of the total torque (the change in total torque per unit time when time is used as the horizontal axis and the magnitude of the total torque is used as the vertical axis). This ideal rate of change of the total torque is the ideal rate of change of the total torque during the period (first period) from the first time point when the drive and / or the aforementioned control devices perform acceleration (or braking) operations to the second time point when the total torque of the first drive torque and the second drive torque reaches the required torque (the first drive torque reaches the first target torque, and the second drive torque reaches the second target torque). The ideal rate of change of the total torque should be determined after considering the characteristics of the vehicle 1, the vehicle speed at the first time point, the performance of the first drive unit 10, and the performance of the second drive unit 20, etc. (Specifically, it is preferable to prepare a mapping diagram related to the ideal rate of change in advance through prior adaptation work or to determine the calculation formula of the ideal rate of change).

[0068] 3. Control of the first drive torque and the second drive torque implemented by the control unit.

[0069] The control unit 100 (calculation unit 120) refers to the ideal rate of change of the first target torque, the second target torque, and the total torque calculated or calculated in the above manner, and controls the magnitude of the first drive torque output from the first drive unit 10 and the second drive torque output from the second drive unit 20 during the first period. The details of the control related to the first drive torque and the second drive torque implemented by the control unit 100 will be explained below.

[0070] 3-1. Model 1

[0071] The following reference Figure 3 The details of the control involved in the first model of the first drive torque and the second drive torque implemented by the control unit 100 are explained. Figure 3 This is a characteristic diagram of a first model showing how the first and second drive torques change after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment, when the vehicle 1's operating state changes from deceleration to acceleration. It should be noted that... Figure 3 In the middle, the first drive unit 10 is used to drive towards the rear wheel side (in Figure 2 The first driving torque is output from the left rear wheel 4 and the right rear wheel 5, and the second driving unit 20 outputs the first driving torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0072] Because at time t100 (the first time point), vehicle 1 is in a deceleration state (the first operating state), therefore, as Figure 3As shown, the first drive torque and the second drive torque, which output negative torque, are generated from the first drive unit 10 and the second drive unit 20, respectively. It should be noted that the total torque Tqz(Tqx+Tqy) during time t100 is also a negative torque. During the aforementioned deceleration state time t100, if throttle operation is performed via the drive unit and / or the various control devices described above, as explained above, the control unit 100 (calculation unit 200) calculates the required torque TQ based on information related to throttle opening, information related to vehicle speed, the value of the first drive torque (Tqx), and the value of the second drive torque (Tqy) during the time t100 when throttle operation has been performed.

[0073] Next, the calculation unit 120 calculates the first target torque TQx and the second target torque TQy based on the required torque TQ calculated at time t100 (the first time point) and Equations 1 to 4 above. Furthermore, the calculation unit 120 calculates the ideal rate of change z10 of the total torque using the above method.

[0074] The calculation unit 120, based on the required torque TQ, the first target torque TQx, the second target torque TQy, and the ideal rate of change z10 of the total torque calculated or calculated in the above manner, controls the first control unit 10 and the second control unit 20 so that the first drive torque and the second drive torque change with time at an appropriate rate. Specifically, as follows... Figure 3 As shown, during the period from time t100 to time t101, the first driving torque (in Figure 3 The torque (also represented as Rr) gradually changes to approach the first target torque TQx, and makes the second driving torque (in) Figure 3 The torque (also represented as Fr) changes to approach the second target torque TQy. Regarding the time intervals t100 to t101, the sum of the rate of change of the first driving torque x10 and the rate of change of the second driving torque y10 becomes the ideal rate of change z10, maintaining the ideal rate of change z10 for the total torque. Simultaneously, regarding the rate of change x10 of the first driving torque and the rate of change y10 of the second driving torque during the time intervals t100 to t101, an ideal distribution ratio for the first driving torque and the second driving torque is maintained based on a predetermined mapping diagram and / or formula for vehicle posture control. It should be noted that vehicle posture control can be understood as, based on real-time actual torque (with the same meaning as real-time total torque, for example, in real-time, the total torque Tqx at time t100), the real-time vehicle speed, and other information, using the same formulas as Equations 1 to 4, frequently calculating the ideal distribution ratio (ideal distribution ratio for the first driving torque and ideal distribution ratio for the second driving torque) that conforms to the real-time actual torque.

[0075] Next, at time t101, when the first driving torque reaches the specified torque Tq1, the calculation unit 120 controls the first driving unit 10 through the output unit 130 to perform (start) the first zero-crossing process of setting the rate of change of the first driving torque to below the specified value. Specifically, the calculation unit 120 uses the first driving torque reaching Tq1 as a trigger to control the setting of the upper limit of the rate of change of the first driving torque to the specified value. Therefore, as Figure 3 As shown, the rate of change of the first driving torque after time t101 becomes less than the aforementioned rate of change x10.

[0076] Furthermore, when the first drive torque crosses zero (0 Nm) and the torque sign switches, a first zero-crossing process is performed if the first drive torque is within a specified range. The second zero-crossing process, described later, is similarly performed when the second drive torque crosses zero (0 Nm) and the torque sign switches, and the second drive torque is within a specified range. It should be noted that "the first drive torque being within a specified range" means that the absolute value of the first drive torque is less than the specified torque. The same applies to the second drive torque. That is, in... Figure 3 In this context, the first driving torque (second driving torque) lies within the range of the first specified torque Tq1 set on the negative side to the second specified torque Tq2 set on the positive side (strictly speaking, the first specified torque Tq1 and the second specified torque Tq2 are thresholds related to the specified range and are not included in the aforementioned specified range). Figure 3 As shown, the absolute values ​​of the first specified torque Tq1 and the second specified torque Tq2 can be set to the same or different absolute values ​​(including two cases: the absolute value of the first specified torque Tq1 < the absolute value of the second specified torque Tq2, and the absolute value of the first specified torque Tq1 > the absolute value of the second specified torque Tq2). Furthermore, in Figure 3 In this example, both the first and second drive torques are typically assigned the same first specified torque Tq1 and second specified torque Tq2. However, depending on the difference in drive performance between the first drive unit 10 and the second drive unit 20, the first specified torque Tq1 and second specified torque Tq2 can be set for the first drive torque, while for the second drive torque, a first specified torque Tq3 (not shown) and a second specified torque Tq4 (not shown) can be set separately, different from the first specified torque Tq1 and second specified torque Tq2. In this case, the absolute values ​​of the first specified torque Tq3 and the second specified torque Tq4 can be set to be the same or different.

[0077] Therefore, as Figure 3As shown, the first zero-crossing process is performed from time t101 (the third time point) when the first driving torque reaches Tq1 to time t105 when the first driving torque reaches Tq2. It should be noted that... Figure 3 As shown, in order to minimize the abnormal noise and vibration caused by idling through the first gearbox 12, the period (time) during which the first drive torque is close to zero (0 Nm) is sustained for a certain period of time, so that the rate of change of the first drive torque is within a specified time (in Figure 3 The first zero-crossing process is implemented by taking the minimum value x21 that becomes close to zero within the time interval t103 to t104.

[0078] As described above, as the first zero-crossing process begins from time t101, the rate of change of the first drive torque changes from x10 to x20 (times t101 to t103) or x22 (times t104 to t105) with time t101 as the boundary (x20 and x22 can be the same value or different values, i.e., x20 < x10, x22 < x10). Furthermore, similar to time t100 to time t101, in time t101 to time t102, the calculation unit 120, corresponding to the change of the rate of change of the first drive torque from x10 to x20, changes the rate of change of the second drive torque from y10 to y20 (y20 < y10), so that the first drive torque (rate of change x10) and the second drive torque (rate of change y10) maintain an ideal distribution ratio according to a predetermined mapping diagram / calculation formula for vehicle posture control. Therefore, the rate of change of the total torque changes from the ideal rate of change z10 to z20, with time t101 as the boundary. That is, the calculation unit 120 allows the ideal rate of change of the total torque to no longer be maintained with time t101 as the boundary (time t101 to time t102).

[0079] Next, as described above, during the first zero-crossing process for the first driving torque, if the second driving torque reaches Tq1 at time t102, the calculation unit 120 implements a guard control that forcibly sets the rate of change of the second driving torque to zero (maintaining the second driving torque at Tq1), so as not to implement the second zero-crossing process for the second driving torque (making the second driving torque not included in the specified range). Through the above guard control, the second zero-crossing process can be restricted from being implemented during the first zero-crossing process, and the second zero-crossing process can be implemented immediately after the first zero-crossing process ends.

[0080] It should be noted that the operation of setting the rate of change of the second driving torque to zero from time t102 to time t105 (the fourth time point) when the first zero-crossing process is completed is the same as for time t101 to time t102. The calculation unit 120 allows the ideal rate of change of the total torque to no longer be maintained during time t102 to time t105, but instead prioritizes the first zero-crossing process and the second zero-crossing process described later. Regarding the rate of change of the total torque during time t102 to time t105, since the rate of change of the second driving torque is zero, it is the same as the rate of change of the first driving torque x20, x21, or x22 during the first zero-crossing process.

[0081] Next, if the first drive torque, which has already undergone the first zero-crossing process, reaches Tq2 at time t105, the first zero-crossing process is completed. Simultaneously, the output unit 130 controls the second drive unit 20 to perform a second zero-crossing process (starting) setting the rate of change of the second drive torque to below a specified value for the second drive torque maintained at Tq1. Therefore, the rate of change of the second drive torque changes from zero to y30 (time t105–t106) or y32 (time t107–t108) at time t105 (y30 and y32 can be the same or different values). It should be noted that the rate of change of the second drive torque y30 from time t105 to time t106 can be set to be the same as or different from the rate of change of the first drive torque x20 from time t101 to time t103. Similarly, the rate of change of the second driving torque y32 from time t107 to time t108 can be set to be the same as or different from the rate of change of the first driving torque x22 from time t104 to time t105.

[0082] It should be explained that, for example Figure 3 As shown, the second zero-crossing process is the same as the first zero-crossing process. In order to minimize the abnormal noise and vibration caused by idling through the second gearbox 22, the second zero-crossing process is implemented to ensure that the second drive torque is close to zero (0 Nm) for a certain period of time. This is to ensure that the rate of change of the second drive torque is within a specified time. Figure 3 The minimum value y31 that becomes close to zero within the time interval t106 to t107 is given. Furthermore, the rate of change of the second driving torque y31 up to the time interval t106 to t107 can be set to be the same as or different from the rate of change of the first driving torque x21 up to the time interval t103 to t104.

[0083] On the other hand, during the period from time t105, when the second zero-crossing process is performed regarding the second drive torque, to time t108, before the completion of the second zero-crossing process, the first drive torque, having completed the first zero-crossing process, maintains its rate of change at Tq2 with a rate of change of zero. Then, similar to time t101 to time t102, in order to maintain the ideal allocation ratio of the first drive torque (rate of change x30) and the second drive torque (rate of change y32) based on a predetermined mapping and / or formula for vehicle posture control, the calculation unit 120, during time t108 to time t109, refers to the rate of change y32 of the second drive torque during this period and changes the rate of change of the first drive torque from zero to x30. Therefore, the calculation unit 120 still allows the ideal rate of change of the total torque not to be maintained during this period (time t108 to time t109), and sets the rate of change of the total torque during this period to z25, which is different from the ideal rate of change z10.

[0084] Furthermore, similar to time t100 to time t101, after time t109 (time t109 to time t110) when the second zero-crossing process is completed, in order to maintain the ideal rate of change z11 of the total torque, the calculation unit 120 controls the first drive unit 10 and the second drive unit 20 to set the rate of change of the first drive torque during time t100 to time t101 as x11 and the rate of change of the second drive torque as y11. It should be noted that the ideal rate of change z11 of the total torque after time t109 can be set to be the same as or different from the ideal rate of change z10 of the total torque during time t100 to time t101. Furthermore, based on the aforementioned relationship between z10 and z11, the rate of change of the first driving torque x11 after time t109 can be made the same as, or different from, the rate of change of the first driving torque x10 during time t100 to time t101. Similarly, the rate of change of the second driving torque y11 can be the same as, or different from, the rate of change of the second driving torque y10 during time t100 to time t101. Also, similar to time t100 to time t101, during time t109 to time t110, the rate of change of the first driving torque (x11) and the rate of change of the second driving torque (y11) during this period are maintained at an ideal distribution ratio according to a predetermined mapping and / or formula for vehicle posture control.

[0085] Finally, within time t110, the first driving torque reaches the first target torque TQx, and the second driving torque reaches the second target torque TQy. Simultaneously, the total torque reaches the required torque TQ. Thus, the transition of vehicle 1's operating state from the deceleration state (first operating state) at time t100 (first time point) to the acceleration state (second operating state) at time t110 (second time point) is completed. Figure 3As shown, at time t100 (the first time point), the first drive torque and the second drive torque, which output negative torque, are generated from the first drive unit 10 and the second drive unit 20, respectively. On the other hand, at time t110 (the second time point), since the vehicle 1 is in an acceleration state (the second operating state), therefore, as... Figure 3 As shown, the first drive torque and the second drive torque, which are positive torques with signs opposite to those of the first operating state, are output from the first drive unit 10 and the second drive unit 20. Furthermore, the total torque (required torque TQ) over time t110 is also a positive torque.

[0086] As mentioned above, in the first model, since the first zero-crossing process and the second zero-crossing process can be implemented at different times, the generation of abnormal sounds and vibrations can be effectively reduced overall.

[0087] 3-2. Model 2

[0088] The following reference Figure 4 The details of the control involved in the second model of the first drive torque and the second drive torque implemented by the control unit 100 are explained. Figure 4 This is a characteristic diagram of a second model that schematically illustrates the changes in the first and second drive torques after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment, when the operating state of vehicle 1 changes from a deceleration state to an acceleration state. Furthermore, please note that... Figure 3 same, Figure 4 The first drive unit 10 is used to drive the rear wheel side (in) Figure 2 The first driving torque is output from the left rear wheel 4 and the right rear wheel 5, and the second driving unit 20 outputs the first driving torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0089] In the second model implemented by the control unit 100, it is basically the same as the first model described above. However, the rate of change of the second driving torque during time t101 to time t102 in the first model is different from the rate of change y20 in the first model. Furthermore, in the second model, the rate of change of the first driving torque during time t105 to time t109 is different from the rate of change of zero and x30 in the first model. In other respects, the second model is the same as the first model. The details of the differences between the second model and the first model will be explained below.

[0090] First, such as Figure 4 As shown, in the second model, after time t101, the rate of change of the second driving torque uses a smaller rate of change y40 than the rate of change y20 in the first model.

[0091] In order to start the second zero-crossing process immediately after the completion of the first zero-crossing process at the latest at time t105, it is crucial that the second driving torque reaches the specified torque Tq1. Conversely, the second driving torque only needs to reach the specified torque Tqz1 at time t105. Therefore, for example, at the time t101 (the third time point) when the first zero-crossing process begins, the calculation unit 120 can estimate the time t105 (the fourth time point) when the first zero-crossing process is completed based on the change rates x20, x21, and x22 of the first driving torque, and perform further control so that the change rate y40 obtained by dividing the difference (Tq1-Tqy101) between the second driving torque Tqy101 at time t101 and the specified torque Tq1 by the time from time t101 to the estimated time t105 (time t105-time t101) is used as the change rate of the second driving torque. It should be noted that the rate of change of the total torque from time t101 to time t105 did not maintain the ideal rate of change z10, but instead became the sum of the rates of change of the first driving torque x20, x21, and x22 and the rate of change of the second driving torque y40. That is, the rate of change of the total torque from time t101 to time t103 is the sum of the rates of change of the first driving torque x20 and the rate of change of the second driving torque y40, i.e., z30; the rate of change of the total torque from time t103 to time t104 is the sum of the rates of change of the first driving torque x21 and the rate of change of the second driving torque y40, i.e., z40; and the rate of change of the total torque from time t104 to time t105 is the sum of the rates of change of the first driving torque x22 and the rate of change of the second driving torque y40, i.e., z50.

[0092] Next, as Figure 4 As shown, in the second model, during the time interval t105 to t109, the rate of change of the first driving torque uses x40, which is different from the zero rate of change and x30 in the first model.

[0093] As will be described later, regarding the first drive torque after the completion of the first zero-crossing process, depending on the performance and characteristics required by vehicle 1, it is sometimes preferable to slightly accelerate the timing of reaching the first target torque. Therefore, as shown in the first model, after the completion of the first zero-crossing process, it is sometimes preferable to assign a specified rate of change to the first drive torque rather than maintaining the rate of change of the first drive torque at zero. Therefore, in the second model, from time t105 to time t109, the rate of change of the first drive torque is set to x40, which is less than x30. Here, the rate of change of the first drive torque x40 can be set to be the same as or different from the aforementioned y40. When x40 is different from y40, for example, at the time t105 when the second zero-crossing process begins, the calculation unit 120 first estimates the time t109 when the second zero-crossing process is completed based on the rates of change of the second drive torque y30, y31, and y32. Based on this, the calculation unit 120 estimates the target value (Tqx109) of the first driving torque corresponding to time t109, based on the second driving torque being Tq2 at time t109 and the ideal allocation ratio applied at time t109 according to the predetermined vehicle posture control mapping and / or calculation formula. Furthermore, the difference between the above-mentioned Tqx109 and the first driving torque Tq2 at time t105 (Tqx109-Tq2) can be divided by the time from time t105 to the estimated time t109 (time t109-time t105) to obtain x40 as the rate of change of the first driving torque.

[0094] Furthermore, the rate of change of the total torque from time t105 to time t109 did not maintain the ideal rate of change z10 (or z11), but instead became the sum of the rate of change of the first driving torque x40 and the rate of change of the second driving torque y30, y31, or y32. That is, the rate of change of the total torque from time t105 to time t106 is the sum of the rate of change of the first driving torque x40 and the rate of change of the second driving torque y30, i.e., z60; the rate of change of the total torque from time t106 to time t107 is the sum of the rate of change of the first driving torque x40 and the rate of change of the second driving torque y31, i.e., z70; and the rate of change of the total torque from time t107 to time t109 is the sum of the rate of change of the first driving torque x40 and the rate of change of the second driving torque y32, i.e., z80. Additionally, as explained above, the rate of change of the total torque from time t109 to time t110 maintains the ideal rate of change z11.

[0095] 3-3. Model 3

[0096] The following reference Figure 5 The details of the control involved in the second model of the first drive torque and the second drive torque implemented by the control unit 100 are explained. Figure 5This is a characteristic diagram of a third model that schematically illustrates the changes in the first and second drive torques after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment, as the vehicle 1's operating state changes from deceleration to acceleration. Furthermore, please note that... Figure 5 and Figure 3 Similarly, the first drive unit 10 is used towards the rear wheel side (in Figure 2 The first drive torque is output from the left rear wheel 4 and the right rear wheel 5, and the second drive unit 20 outputs the first drive torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0097] In the third model implemented by the control unit 100, the control is essentially the same as in the first model from time t200 (the first time point) to time t205 (the time when the first zero-crossing process is completed). Therefore, time t200 to time t205 corresponds to time t100 to time t105 in the first model. However, in time t201 to time t202, in order to maintain the ideal distribution ratio based on the predetermined vehicle posture control mapping and / or calculation formula in the first model, the rate of change of the first drive torque changes from x10 to x20. Correspondingly, the rate of change of the second drive torque also changes from y10 to y20. However, in the second model, based on the fact that the calculation unit 120 allows the ideal distribution ratio not to be maintained, in order to maintain the ideal rate of change of the total torque during this period, the rate of change of the second drive torque is changed from y10 to y50 (y50 > y10). That is, by using the rate of change of the second driving torque to compensate for the portion of the rate of change of the first driving torque that is reduced from x10 to x20 due to the first zero-crossing process, the rate of change of the total torque is maintained at the ideal rate of change z10.

[0098] Next, in the third model, similar to the first model, if the first driving torque, after the first zero-crossing process, reaches Tq2 at time t205, the first zero-crossing process is completed. Simultaneously, the second zero-crossing process is initiated for the second driving torque maintained at Tq1. Therefore, the rate of change of the second zero-crossing process changes from zero to y30 (time t205–t207), y31 (time t207–t208), and y32 (time t208–t209) with time t205 as the trigger (y30 and y32 can be the same or different values). Furthermore, similar to the first model, the rate of change y30 of the second driving torque from time t205 to time t207 can be set to be the same as, or different from, the rate of change x20 of the first driving torque from time t201 to time t203. Similarly, the rate of change of the second driving torque y31 from time t207 to time t208 can be set to be the same as or different from the rate of change of the first driving torque x21 from time t203 to time t204. The rate of change of the second driving torque y32 from time t208 to time t209 can be set to be the same as or different from the rate of change of the first driving torque x22 from time t204 to time t205.

[0099] Furthermore, the second zero-crossing process in the second model is performed in the same manner as in the first model during the period from time t205 to time t209.

[0100] On the other hand, the first driving torque, having completed the first zero-crossing process, differs from that of the first model (and the second model). For the second driving torque, starting from time t205 when the second zero-crossing process is implemented (after the first zero-crossing process is completed), the rate of change is controlled at x50 so that the rate of change of the total torque becomes the ideal rate of change z12. Specifically, the rate of change x50 of the first driving torque after time t205 is determined by referring to the ideal rate of change z12 of the total torque and the rate of change y30 of the second driving torque at the start of the second zero-crossing process. At this time, the sum of the rate of change x50 of the first driving torque and the rate of change y30 of the second driving torque is the ideal rate of change z12. It should be noted that the ideal rate of change z12 of the total torque after time t205 can be set to be the same as or different from the ideal rate of change z10 or z11 of the first model.

[0101] Next, if the first drive torque reaches the first target torque TQx within time t206, the calculation unit 120 performs protective control by setting the rate of change of the first drive torque to zero. Therefore, in the second model, by setting the rate of change of the first drive torque to x50 after time t205, the first drive torque can reach the first target torque TQx as early as possible. Thus, compared to the first model, the second model can impart a torque close to the required torque to the vehicle 1 much earlier.

[0102] It should be noted that if the second driving torque completes the second zero-crossing process in time t209, the calculation unit 120 will control the second driving unit 20 to increase it at the same rate of change as the ideal rate of change z11 of the total torque. Therefore, the ideal rate of change z11 of the total torque can be maintained from time t209 to time t210, and the second driving torque can reach the second target torque TQy as early as possible.

[0103] Finally, as the second driving torque reaches the second target torque TQy within time t210, the total torque also reaches the required torque TQ. Thus, the transition of vehicle 1's operating state from the deceleration state (first operating state) at time t200 (first time point) to the acceleration state (second operating state) at time t210 (second time point) is completed. Furthermore, as... Figure 5 As shown, at time t200 (the first time point), the first drive torque and the second drive torque, which output negative torque, are generated from the first drive unit 10 and the second drive unit 20, respectively. On the other hand, at time t210 (the second time point), since the vehicle 1 is in an acceleration state (the second operating state), therefore, as... Figure 5 As shown, the first drive torque and the second drive torque, which are positive torques with signs opposite to those of the first operating state, are output from the first drive unit 10 and the second drive unit 20. It should be noted that the total torque (required torque TQ) at time t210 is also a positive torque.

[0104] 3-4. Model 4

[0105] Next, refer to Figure 6 The details of the control involved in the fourth model of the first drive torque and the second drive torque implemented by the control unit 100 are explained. Figure 6 This is a characteristic diagram of a fourth model that schematically illustrates how the first and second drive torques change after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment, when the vehicle 1's operating state changes from deceleration to acceleration. Furthermore, please note that... Figure 6 and Figure 3 Similarly, the first drive unit 10 is used on the rear wheel side (in Figure 2The first drive torque is output from the left rear wheel 4 and the right rear wheel 5, and the second drive unit 20 outputs the first drive torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0106] Model 4 is a model that achieves the required torque earlier than Models 1 through 3 by essentially ignoring the ideal distribution ratio of the first and second drive torques.

[0107] Specifically, if throttle operation is performed via the drive and / or the aforementioned control devices at time t300, then as described in the first model, the calculation unit 120 calculates the required torque TQ based on information related to throttle opening at time t300, information related to vehicle speed, the value of the first drive torque (Tqx), and the value of the second drive torque (Tqy), etc. Furthermore, similar to the first model, the ideal rate of change z10 of the total torque is calculated.

[0108] Next, as Figure 6 As shown, in order to make the first drive torque reach the specified torque Tq1 as early as possible, the calculation unit 120 controls the first drive unit 10 during the period from time t300 to time t301 (the second period) so that the rate of change of the first drive torque x60 reaches the upper limit of the performance of the first drive unit 10. As a result, the first zero-crossing process can be performed on the first drive torque as early as possible.

[0109] On the other hand, in order to maintain the ideal rate of change z1 of the total torque during the time period t300 to t301 (the first time point), the calculation unit 120 calculates the rate of change y60 of the second drive torque with reference to the rate of change x60 of the first drive torque and the ideal rate of change z10 of the total torque. At this time, as Figure 6 As shown, it is also possible that the rate of change of the second driving torque, y60, becomes a rate of change with the opposite sign to the rate of change of the first driving torque, x60.

[0110] Next, as the first zero-crossing process begins at time t301 (the third time point), the rate of change of the first driving torque changes from x60 to x20, with time t301 as the boundary. Specifically, in order to maintain the ideal rate of change z10 of the total torque between time t301 and time t302, the calculation unit 120 changes the rate of change of the second driving torque from y60 to y70 (y70 > y60). That is, to compensate for the portion of the rate of change of the first driving torque decreasing from x60 to x20, the rate of change of the second driving torque is increased from y60 to y70.

[0111] Next, during the period when the first zero-crossing process is performed for the first driving torque, if the second driving torque reaches Tq1 at time t302, then, as in the first model, the calculation unit 120 performs a protective control that forcibly sets the rate of change of the second driving torque to zero (maintains the second driving torque at Tq1) so as not to perform the second zero-crossing process on the second driving torque (so that the second driving torque is not included in the specified range).

[0112] Next, if the first drive torque, after undergoing the first zero-crossing process, reaches Tq2 at time t305, the first zero-crossing process is completed. Simultaneously, for the second drive torque maintained at Tq1, the output unit 130 controls the second drive unit 20 to set the rate of change of the second drive torque to y30 (a specified value) and initiate the second zero-crossing process. Therefore, the rate of change of the second drive torque changes from zero to y30 at time t305. Furthermore, the rate of change y30 at this time can be set to be the same as or different from the rates of change y30 of the first and second models.

[0113] On the other hand, for the first drive torque that has completed the first zero-crossing process, similar to the second model, control is initiated from time t305 (equivalent to time t205 in the second model) when the second zero-crossing process is performed on the second drive torque (after the first zero-crossing process has been completed), to control the aforementioned first drive torque so that the rate of change of the total torque is the rate of change of the ideal rate of change z11. Specifically, the rate of change x70 of the first drive torque after time t305 is determined by referring to the ideal rate of change z11 and the rate of change y30 of the second drive torque at the start of the second zero-crossing process. At this time, the sum of the rate of change x70 of the first drive torque and the rate of change y30 of the second drive torque becomes the ideal rate of change z11. It should be noted that as long as the rate of change y30 of the second drive torque is the same in the third and fourth models, the rate of change x70 of the first drive torque is also the same as the rate of change x50 of the first drive torque in the third model.

[0114] Next, in the fourth model, the protective control for the first drive torque at time t206, as in the third model, is not performed. Therefore, the rate of change of the first drive torque remains at x70 after time t306.

[0115] Next, regarding the relationship of the second zero-crossing process performed on the second driving torque, at time t307, if the second driving torque is near zero (0 Nm) and its rate of change is also close to the minimum value y31, then in order to maintain the ideal rate of change z11 of the total torque, the rate of change of the first driving torque changes from x70 to z11.

[0116] In this way, the total torque reaches the required torque TQ during time t308 of the second zero-crossing process. At this point, "total torque = first driving torque". Therefore, compared to models 1 to 3, model 4 allows the total torque to reach the required torque earlier.

[0117] Furthermore, after time t309, in order to correspond to the rate of change of the second driving torque during the second zero-crossing process, the first driving torque is continuously reduced to reduce the first driving torque to the first target torque TQx. That is, after time t309, the calculation unit 120 controls the first driving unit 10 and the second driving unit 20 to make the rate of change of the second driving torque y80 cancel out the rate of change of the first driving torque x90. Then, finally at time t311, the first driving torque reaches the first target torque TQx, and the second driving torque reaches the second target torque TQy. On the other hand, the total torque is maintained at the required torque TQ after time t308.

[0118] Thus, the vehicle's operating state transitions from deceleration (first operating state) at time t300 (first time point) to acceleration (second operating state) at time t311 (second time point). Furthermore, as... Figure 6 As shown, at time t300 (the first time point), the first drive torque and the second drive torque, which output negative torque, are generated from the first drive unit 10 and the second drive unit 20, respectively. Furthermore, since the vehicle 1 is in an acceleration state (second operating state) at time t311 (the second time point), therefore, as... Figure 6 As shown, the first drive torque and the second drive torque, which are positive torques with signs opposite to those of the first operating state, are output from the first drive unit 10 and the second drive unit 20. Furthermore, the total torque (required torque) at time t311 is, of course, a positive torque.

[0119] 3-6. Model 5

[0120] Next, refer to Figure 6 The details of the control involved in the fourth model, which implements the first drive torque and the second drive torque through the control unit 100, are explained. Figure 7 This is a characteristic diagram of a fifth model that schematically illustrates how the first and second drive torques change after being controlled by the control unit 100 of a vehicle control device 500 according to one embodiment, when the vehicle 1's operating state changes from deceleration to acceleration. However, please note that... Figure 3 different, Figure 7 The first drive unit 10 is used on the front wheel side (in) Figure 2 The first driving torque is output to the left front wheel 2 and the right front wheel 3, and the second driving unit 20 drives the rear wheel side (in... Figure 2The structure in the middle (left rear wheel 4 and right rear wheel 5) outputs the second driving torque.

[0121] like Figure 7 As shown, since Model 5 implements the same control as Model 4, its detailed description is omitted.

[0122] However, in Model 5, at the first time point (time t400) during the deceleration state (first operating state), the first driving torque is further away from zero (0 Nm) than the second driving torque. Conversely, in Models 1 through 4, at the first time points (times t100, t200, and t300), the first driving torque is closer to zero than the second driving torque. This is referred to as the control model, which aims to implement the first zero-crossing process as early as possible. The above control model can shorten the overall control time until the completion of the first and second zero-crossing processes, and can make the combined torque of the first and second driving torques reach the required torque as early as possible.

[0123] However, based on the operating state of vehicle 1, sometimes the attitude stability of vehicle 1 takes precedence over the aforementioned objective (implementing the first zero-crossing process as early as possible to ensure the total torque reaches the required torque as soon as possible). In such cases, model 5 is more useful.

[0124] 3-6. Model 6

[0125] Next, refer to Figure 8 as well as Figure 9 This section describes the detailed control of the fifth model, which involves the first drive torque and the second drive torque, implemented by the control unit 100. Figure 8 This is a characteristic diagram of a sixth model that shows how the first driving torque and the second driving torque change after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment when the vehicle 1 changes from an uncontrolled state to an accelerated state. Figure 9 This is a schematic representation of some characteristics of the derived models of Model 6. Additionally, please note that... Figure 8 as well as Figure 9 and Figure 3 Similarly, the first drive unit 10 is used on the rear wheel side (in Figure 2 The first driving torque is output from the left rear wheel 4 and the right rear wheel 5, and the second driving unit 20 outputs the first driving torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0126] because Figure 8 The sixth model shown implements the same control as the first model, so its detailed description is omitted.

[0127] However, in Model 6, because vehicle 1 is in a state of neither acceleration nor deceleration (first operating state) at the first time point (time t500), the first driving torque at time t500 is approximately the same as the second driving torque. At this time, with... Figure 3 The same, although in Figure 8 After the first drive torque is output to the rear wheel side, it is preferentially provided to the first zero-crossing process. However, it can also be preferentially provided to the first zero-crossing process after the first drive torque is output to the front wheel side. The above control method can be applied when the first drive unit 10 outputs the first drive torque to the left wheel side (left front wheel 2 and left rear wheel 4) and the second drive unit 20 outputs the second drive torque to the right wheel side (right front wheel 3 and right rear wheel 5), or when the opposite structure is adopted (the first drive unit 10 outputs the first drive torque to the right wheel side and the second drive unit 20 outputs the second drive torque to the left wheel side). For example, the above control method can be applied when transitioning from a rotational deceleration state to a rotational acceleration state. In this case, the control of the sixth model can be implemented by calculating the torque distribution of the first drive torque and the second drive torque based on information related to the steering angle from the steering angle sensor 63, vehicle characteristics, torque vector control requirements (relevant requirements on how to implement the assistance corresponding to the steering angle on the left and right sides of the vehicle 1), etc.

[0128] In addition, in reference Figure 8 In the sixth model described, the throttle operation is performed at time t500 using the driver and / or the various control devices described above, assuming that the first drive torque Tqx and the second drive torque Tqy do not fall within the range of the first specified torque Tq1 to the second specified torque Tq2, as described above. However, in Figure 6 In the model's time t500, it is assumed that the first driving torque Tqx and / or the second driving torque Tqy are within the range of the first specified torque Tq1 to the second specified torque Tq2. Therefore, referring to... Figure 9 The specific controls for the above situations will be explained.

[0129] First, such as Figure 9 As shown, the first driving torque Tqx at time t500 is within the specified range mentioned above under the first zero-crossing processing condition, that is, within the range of the first specified torque Tq1 to the second specified torque Tq2. Therefore, the first driving torque is not subject to reference. Figure 8 The processing of the sixth model described up to time t500 to time t501 (which does not need to be implemented) is instead immediately applied to the first zero-crossing process at time t500, and the aforementioned first zero-crossing process is implemented between time t500 and time t504. Furthermore, in Figure 8In the context of defining time t501 as the start time of the first zero-crossing process, ... Figure 9 The text provides an additional explanation regarding the point that "time t500 = time t501".

[0130] On the other hand, at time t500, when the first zero-crossing process for the first driving torque begins, with Figure 8 Similarly, in order to immediately begin the second zero-crossing process after completing the first zero-crossing process in time t504, and to change the second driving torque Tqy in time t500 to the second specified torque Tq1, the calculation unit 120 changes it using a specified rate of change y90 (see [reference]). Figure 9 (P1). Or, after considering that the second driving torque Tqy at time t500 is already within the range of the first specified torque Tq1 to the second specified torque Tq2, which is the second zero-crossing processing condition, the calculation unit 120 can maintain the second driving torque Tqy at time t500 within time t504 (refer to P1). Figure 9 (P2).

[0131] For the second driving torque Figure 9 The control related to P1, because during the execution of the first zero-crossing process, makes the magnitude of the second drive torque far from zero, can reduce vibrations caused by the second drive torque. On the other hand, regarding the control related to... Figure 9 The P2-related control starts the second zero-crossing process based on the magnitude Tqy of the second drive torque, thus completing the second zero-crossing process as early as possible. Therefore, the combined torque of the first and second drive torques can reach the required torque sooner. Furthermore, in... Figure 9 In the process, the first zero-crossing process begins based on the magnitude Tqx of the first driving torque, thus allowing the first zero-crossing process to be completed earlier. Therefore, relatively speaking, compared to... Figure 3 In situations like these, the total torque can reach the required torque as early as possible.

[0132] Because Figure 9 In the case of time t504, the control of the first driving torque and the second driving torque is, in principle, the same as... Figure 8 This is a general case, so its detailed explanation is omitted.

[0133] 3-7. Deformation Model 1

[0134] Next, refer to Figure 10The following describes the details of the vehicle 1 as a four-wheeled independent in-wheel electric motor type electric vehicle. In addition to the first drive unit 10 and the second drive unit 20, the vehicle 1 has a third drive unit (not shown) and a fourth drive unit (not shown). The control unit 100 controls the first drive torque output from the first drive unit 10, the second drive torque output from the second drive unit 20, the third drive torque output from the third drive unit, and the fourth drive torque output from the fourth drive unit. Figure 10 This is a characteristic diagram that schematically illustrates how the first, second, third, and fourth drive torques change after being controlled by the control unit 100 of the vehicle control device 500 according to one embodiment, when the vehicle 1's operating state changes from deceleration to acceleration. Furthermore, please note that... Figure 10 The first drive unit 10 is used to drive the right rear wheel (in) Figure 2 The right rear wheel 5) outputs the first driving torque, and the second driving unit 20 drives the left front wheel (in... Figure 2 The middle part (left front wheel 2) outputs the second driving torque, and the third driving part (left rear wheel) outputs the third driving torque. Figure 2 The left rear wheel (4) outputs the third driving torque, and the fourth driving unit moves towards the right front wheel (in...). Figure 2 The structure in the middle is the right front wheel 3) which outputs the fourth driving torque.

[0135] exist Figure 10 In the modified model 1 shown, the basic calculation process performed by the control unit 100 is also implemented, that is, the calculation or calculation process of the required torque, the first target torque related to the first drive torque, and the second target torque related to the second drive torque is implemented. However, in this modified model 1, the case where there is a third drive unit that outputs a third drive torque and a fourth drive unit that outputs a fourth drive torque is considered. Specifically, as in the case described above, when the control unit 100 (calculation unit 120) calculates the required torque of the total torque, it calculates the first total target torque related to the sum of the first drive torque and the third drive torque that outputs drive torque to the rear wheel side, i.e., the first total torque, according to Equations 1 to 4 above. Similarly, it calculates the second total target torque related to the sum of the second drive torque and the fourth drive torque that output drive torque to the front wheel side, i.e., the second total torque. The sum of the first total torque and the second total torque is the total torque, and the sum of the first total target torque and the second total target torque is the required torque.

[0136] Next, the calculation unit 120 calculates the first target torque TQx related to the first drive torque and the third target torque TQz related to the third drive torque based on the first total target torque calculated by the aforementioned method and the specified allocation ratio. The specified allocation ratio is determined based on the first time point (at...). Figure 10The steering angle, etc. (at time t700), are calculated according to a predetermined mapping diagram or formula (for ease of operation, in...). Figure 10 The allocation ratio is set at 50%:50%. Furthermore, as... Figure 10 As shown, in this modified model 1, since it is assumed that the steering angle at time t700 is zero (straight ahead), the magnitudes of the first target torque TQx and the third target torque TQz are set to be the same. Similarly, the first driving torque Tqx1 and the third driving torque Tqx2 at time t700 are also set to be the same.

[0137] Similarly, the calculation unit 120 calculates the second target torque TQy related to the second drive torque and the fourth target torque TQw related to the fourth drive torque based on the second total target torque calculated by the aforementioned method and the specified allocation ratio. The specified allocation ratio is based on the first time point (at...). Figure 8 The steering angle, etc. (at time t700), are calculated according to a predetermined mapping diagram or formula (for ease of operation, in...). Figure 10 The allocation ratio is set at 50%:50%. Furthermore, as... Figure 10 As shown, in this modified model 1, since it is assumed that the steering angle at time t700 is zero (straight ahead), the magnitudes of the second target torque TQy and the fourth target torque TQw are set to be the same. Similarly, the second driving torque Tqy1 and the fourth driving torque Tqy2 at time t700 are also set to be the same.

[0138] Furthermore, the calculation unit 120 calculates the ideal rate of change of the sum of the first to fourth driving torques, i.e., the total torque. In addition, the calculation method for the ideal rate of change of the aforementioned modified model 1 is the same as described above.

[0139] Next, the calculation unit 120 controls the first to fourth drive torques based on the required torque, the first target torque TQx to the fourth target torque TQw calculated by the aforementioned method, and the ideal rate of change of the total torque. The specific control method is basically the same as the first model described above.

[0140] Specifically, such as Figure 10As shown, a first zero-crossing process is performed for the first driving torque (times t701 to t702), followed by a second zero-crossing process for the second driving torque (times t702 to t703), then a third zero-crossing process for the third driving torque (times t703 to t704), and finally a fourth zero-crossing process for the fourth driving torque (times t704 to t705). Because the second to fourth driving torques are maintained at Tq1 during the first zero-crossing process, the first to fourth zero-crossing processes can be performed sequentially, effectively, and without time loss. Furthermore, during times t700 to t701 and t705 to t706, the torque values ​​of the first to fourth driving torques increase according to the rate of change maintaining the ideal rate of change.

[0141] Furthermore, considering that the vehicle 1 may yaw due to the torque balance between the left and right sides, a well-known device, such as a steer-by-wire device, can be installed on the vehicle 1 to automatically cancel the yaw and control the attitude of the vehicle 1 by correcting the steering angle.

[0142] 3-8. Deformation Model 2

[0143] Next, refer to Figure 11 The details of combining the control of the first model involving the first drive torque and the second drive torque implemented by the control unit 100 with the control of the electronic control buffer 50 are explained. Figure 11 It is displayed in a pattern. Figure 3 The diagram shows the characteristics of the control combination of the electronically controlled buffer 50 in the first model shown. Additionally, please note the relationship with... Figure 3 same, Figure 11 The first drive unit 10 is used on the rear wheel side (in) Figure 2 The first drive torque is output from the left rear wheel 4 and the right rear wheel 5, and the second drive unit 20 outputs the first drive torque to the front wheel side (in...). Figure 2 The structure in the middle (left front wheel 2 and right front wheel 3) outputs the second driving torque.

[0144] Since the modified model 2 uses the same control as the first model, its detailed description is omitted. The following is a description related to the control of the electronic control buffer 50.

[0145] Corresponding to the control commands regarding the first drive unit 10 and the second drive unit 20 (e.g., control commands regarding the first zero-crossing process and control commands regarding the second zero-crossing process), the control unit 100 (calculation unit 120) applies the rear wheel-side damping force (in) to the electronically controlled damper 50. Figure 11 This is also expressed as Rr damping force), and the damping force on the front wheel side (in... Figure 11 This is also referred to as the control of the Fr damping force. Specifically, such as... Figure 11 As shown, during the first and second zero-crossing processes, specifically between time t101 and time t109 (the third period), the calculation unit 120 controls the electronically controlled buffer 50 to increase the damping forces Rr and Fr compared to other times (time t100–t101, time t109–t110). By controlling the electronically controlled buffer 50 in this way, even if external disturbances such as vibrations caused by road surface changes occur during the first and second zero-crossing processes, the electronically controlled buffer can reduce (absorb) these external disturbances, thereby completing the first and second zero-crossing processes as early as possible.

[0146] 4. Control operation process based on the control unit

[0147] The following describes the process of the above operations based on the control unit 100. Figure 12 This is a flowchart illustrating an example of the operation performed by the control unit 100 of a vehicle control device 500 according to one embodiment.

[0148] First, as described above, in step (hereinafter referred to as "ST") 1000, the control unit 100 receives various information related to the vehicle's operating state from a sensor group such as the throttle sensor 60 via the receiving unit 110. It should be noted that the control unit 100 preferably receives various information related to the vehicle's operating state substantially and continuously via the sensor group.

[0149] Next, in ST1001, the control unit 100 (calculation unit 120), based on the throttle sensor 60 or the brake sensor 61, determines when a throttle or brake operation occurs based on the driver and / or the various control devices mentioned above. Taking this as an opportunity, in ST1002, at the time point of the aforementioned throttle or brake operation (the aforementioned first time point, equivalent to...),... Figure 3 At time t100, the required torque TQ, the first target torque TQx, the second target torque TQy, and the ideal rate of change of the total torque z10 (z11, z12) are calculated or calculated as described above. It should be noted that, upon close observation of ST1002, the control unit 100 (calculation unit 120) calculates the required torque TQ in the first step based on information related to the throttle opening at the time of throttle pedal operation using the driver and / or the various control devices described above, information related to vehicle speed, the value of the first drive torque, and the value of the second drive torque. Based on this, the second step calculates the ideal rate of change of the total torque z10 (z11, z12). Then, in the third step, the first target torque TQx and the second target torque TQy, ideally allocated based on the required torque TQ, are calculated sequentially.

[0150] Next, at ST1003, the control unit 100 (calculation unit 120) increases (or decreases) the first drive torque and the second drive torque starting from the first time point to maintain the ideal rate of change z1 of the total torque calculated in ST1002. The rate of increase (or decrease) of the first drive torque at ST1003 can be based on the characteristics of vehicle 1 or the operating state of vehicle 1 at the first time point, and control can be performed as described in the third model. Furthermore, in terms of the control flow, a process can be set to select either the first model or the third model based on the operating state of vehicle 1 at the first time point.

[0151] Next, the control unit 100 (calculation unit 120) determines at ST1004 whether the first drive torque has reached the specified torque (in Figure 3 (Equivalent to Tq1 or Tq2 in the above cases). If ST1004 is "No" (i.e., the first drive torque has not yet reached the specified torque), the step returns to ST1003.

[0152] On the other hand, when ST1004 is "Yes" (i.e., when the first drive torque has reached the specified torque), the control unit 100 (calculation unit 120) performs the first zero-crossing process described above for the first drive torque in ST1005. Furthermore, as described above, during the first zero-crossing process for the first drive torque, after increasing the second drive torque to the specified torque, the control unit 100 (calculation unit 120) controls the second drive unit 20 to maintain the specified torque.

[0153] Next, the control unit 100 (calculation unit 120) determines at ST1006 whether the first zero-crossing process has been completed. If the result is "no" at ST1006 (i.e., the first zero-crossing process is still in progress), it returns to ST1005.

[0154] On the other hand, when ST1006 is "yes" (i.e., when the first zero-crossing process has been completed), the control unit 100 (calculation unit 120) performs (starts) the above-mentioned second zero-crossing process for the second driving torque in ST1007.

[0155] Next, the control unit 100 (calculation unit 120) refers to information related to the vehicle's operating state received from the sensor group, and then refers to information related to the vehicle 1's operating mode. For example, if the vehicle 1's drive can appropriately switch between normal mode and power mode (a mode that sets the output torque during driving to a larger value compared to normal mode), the calculation unit 120 confirms in ST1008 whether the power mode can be selected.

[0156] When ST1008 is "No" (i.e., when the normal mode is selected), the process transitions to ST1010. At this time, based on the fundamental control concept, the control unit 100 (calculation unit 120) increases the first drive torque and the second drive torque to prioritize maintaining the aforementioned ideal distribution ratio (the ideal distribution ratio of the first drive control torque and the ideal distribution ratio of the second drive torque for vehicle posture control). That is, as referred to... Figure 3 The first model to be explained, and the reference Figure 8 The sixth model, which is described above, generally controls the first driving torque and the second driving torque.

[0157] Then, in ST1011, after the first drive torque reaches the first target torque TQx and the second drive torque reaches the second target torque TQy (the total torque also reaches the required torque), the control ends.

[0158] On the other hand, when ST1008 is "Yes" (i.e., when the power mode is selected), the process transitions to ST1020. At this time, the control unit 100 (calculation unit 120) increases (or decreases) the first drive torque and the second drive torque to preferentially maintain the rate of change of the total torque at the ideal rate of change. That is, as referred to... Figure 5 The third model, as explained, refers to... Figure 6 The fourth model, as well as the reference... Figure 7 The fifth model, which is explained in this paper, generally controls the first driving torque and the second driving torque.

[0159] Then, in ST1021, after the first drive torque reaches the first target torque TQx and the second drive torque reaches the second target torque TQy (the total torque also reaches the required torque TQ), the control ends.

[0160] Furthermore, although an example of control operation via control unit 100 has been described as above, ST1008 is not necessarily required. When the characteristics of vehicle 1 are frequently set to power mode (i.e., without the function of selecting the drive mode between power mode and normal mode), control unit 100 mounted on vehicle 1 does not require ST1010 and ST1011, and adopts a control method suitable for the desired power mode (e.g., the third model). Conversely, when the characteristics of vehicle 1 are frequently set to normal mode (i.e., without the function of selecting the drive mode between power mode and normal mode), control unit 100 mounted on vehicle 1 does not require ST1020 and ST1021, and adopts a control method suitable for the desired normal mode (e.g., the first model).

[0161] Furthermore, in the modified model 1 described above, the control unit 100 in the vehicle control device 500 performs the same process as an example of the operation described above. However, in ST1002 described above, in addition to the first target torque TQx and the second target torque TQy, additional values ​​such as the third target torque TQz and the fourth target torque TQw can be calculated according to the modified model 1.

[0162] The above embodiments have been illustrated in various ways, but these embodiments are merely examples and are not intended to limit the scope of the invention. The above embodiments can be implemented in various other ways, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. Furthermore, various structures, sizes, lengths, widths, thicknesses, heights, values, etc., can be appropriately modified before implementation. In particular... Figures 3 to 11 The example illustrates the transition from a deceleration state or a state without acceleration or deceleration (first operating state) to an acceleration state (second operating state). However, it is also possible to transition from an acceleration state (first operating state) to a deceleration state (second operating state).

[0163] Symbol Explanation

[0164] 1 vehicle

[0165] 2nd and 3rd front wheels (second drive wheels)

[0166] 4 and 5 Rear wheels (first drive wheels)

[0167] 2, 4 Revolvers

[0168] 3, 5 Right Wheel

[0169] 10 First Drive Unit

[0170] 20 Second Drive Unit

[0171] 50 Electronically Controlled Buffer

[0172] 60 Throttle Sensor

[0173] 61 Brake Sensor

[0174] 100 Control Department

[0175] 500 Vehicle Control Device

[0176] TQ requires torque

[0177] TQx First Target Torque

[0178] TQy Second Target Torque

[0179] Tq1 and Tq2 specify torque

[0180] Ideal rate of change of torque of z10, z11, and z12

Claims

1. A vehicle control device comprising: The first drive unit outputs a first drive torque to the first drive wheel; The second drive unit outputs a second drive torque to the second drive wheel; and The control unit acquires information related to the vehicle's operating state from a sensor group including at least a throttle sensor and a brake sensor. Based on the acquired information related to the vehicle's operating state, it calculates the required torque needed by the vehicle's drive system. Furthermore, it calculates a first target torque related to the first drive torque allocated according to the required torque, a second target torque related to the second drive torque, and the ideal rate of change of the total torque during a first period from a first time point when the drive system performs an operation related to the throttle or brake to a second time point when the total torque of the first and second drive torques reaches the required torque. During the first period, it controls at least the magnitudes of the first drive torque output from the first drive unit and the second drive torque output from the second drive unit. Regarding the control unit... When the first operating state, which outputs the first driving torque and the second driving torque with the same sign at the first time point, transitions to a second operating state, which outputs the first driving torque with the opposite sign to that of the first operating state and has reached the first target torque, and the second driving torque with the opposite sign to that of the first operating state and has reached the second target torque at the second time point, When the first driving torque crosses zero and switches between positive and negative, the first driving unit is controlled to perform a first zero-crossing process, which sets the rate of change of the first driving torque to a specified value below when the first driving torque is included in a specified range covering zero. When the second driving torque crosses zero and switches between positive and negative, the second driving unit is controlled to perform a second zero-crossing process after the first zero-crossing process is completed, whereby the rate of change of the second driving torque when the second driving torque is included within the specified range is set to below the specified value. During the first zero-crossing process, the control unit controls the second drive unit so that the second drive torque is not included in the specified range.

2. The vehicle control device as claimed in claim 1, wherein, The specified range is located between the first specified torque set on the negative side and the second specified torque set on the positive side.

3. The vehicle control device as described in claim 1 or 2, wherein, The first driving torque in the first operating state is closer to zero torque than the second driving torque.

4. The vehicle control device as claimed in claim 2, wherein, At the third time point when the first zero-crossing process begins, the control unit estimates the fourth time point when the first zero-crossing process will be completed, at least by referring to the specified value related to the rate of change of the first drive torque; and controls the second drive unit to change the second drive torque starting from the third time point so that the second drive torque reaches the absolute value of the specified torque at the fourth time point.

5. The vehicle control device as described in claim 1 or 2, wherein, During the second period from the first time point to the third time point when the first zero-crossing process begins, the control unit controls the first drive unit to make the rate of change of the first drive torque reach an upper limit.

6. The vehicle control device as claimed in claim 5, wherein, The control unit controls the second drive unit to change the second drive torque during the second period at a rate calculated by referring to the rate of change of the first drive torque during the second period and the ideal rate of change.

7. The vehicle control device as claimed in claim 1 or 2, wherein, The control unit controls the first drive unit for at least a portion of the period from the fourth time point after the completion of the first zero-crossing process to the second time point, so that the first drive torque varies with a rate of change calculated with reference to the ideal rate of change and the rate of change of the second drive torque in the second zero-crossing process.

8. The vehicle control device according to claim 1 or 2, wherein, During the third period of the first zero-crossing process and the second zero-crossing process, the damping force of the electronically controlled damper mounted on the vehicle is set to be greater than that in any other period.

9. The vehicle control device according to claim 1 or 2, wherein, The first drive wheel is one of the front and rear wheels, and the second drive wheel is the other of the front and rear wheels.

10. The vehicle control device according to claim 1 or 2, wherein, The first drive wheel is one of the left and right wheels, and the second drive wheel is the other of the left and right wheels.

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