Vehicle control device

Abstract

To suppress reduction in driving torque of a power source when a vehicle having a torque reduction control function releases a parking lock.SOLUTION: A vehicular control device 10 includes a rotation speed detection unit 11A for detecting rotation speed corresponding to rotation of a motor for making a vehicular travel, and a torque control unit 11B for performing control for reducing drive torque of the motor by reducing a motor torque command value output to the motor according to specific frequency components extracted from the rotation speed. In a parking lock state indicating a state in which a parking gear in the vehicle is locked, the torque control unit 11B suppresses reduction of the drive torque until a certain period of time elapses after the parking lock state is released.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] When a vehicle travels on a wavy road, the driving wheels repeatedly slip and grip, resulting in a driving state where the rotational speed of the driving wheels fluctuates greatly according to the driving force, and torsional resonance may occur in the power transmission path. When torsional resonance occurs, it may cause damage to components. Therefore, when it is determined that the road is wavy, torque reduction control of the power source, that is, control to reduce the driving torque of the power source, may be implemented.

[0003] For example, Patent Document 1 describes a vehicle motor control device capable of preventing overcurrent in an inverter caused by vehicle body resonance. This vehicle motor control device detects the amount of change in the rotational speed of the motor based on the rotational angle of the motor, determines whether resonance has occurred in the vehicle body based on the detected amount of change in the rotational speed, and reduces the motor torque command value when it is determined that resonance has occurred in the vehicle body.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, when the vehicle is parked on a slope, if the parking gear engages (locks) and the vehicle weight is applied, torsion occurs in the power transmission path. Then, when the parking lock is released, the rotation speed of the motor vibrates due to the reaction of the torsion returning, and in some cases, this vibration may cause a false determination of a corrugated road, and torque reduction control may be executed. If the torque reduction control is executed immediately after the parking lock is released, the driving torque may be insufficient, which may affect driving.

[0006] The present invention has been made in consideration of the above facts, and an object of the present invention is to provide a vehicle control device capable of suppressing a reduction in the driving torque of a power source when a vehicle equipped with a torque reduction control function releases a parking lock.

Means for Solving the Problems

[0007] The vehicle control device according to claim 1 includes a rotation speed detection unit that detects the rotation speed corresponding to the rotation of a power source that drives the vehicle, and a torque control unit that performs control to reduce the driving torque of the power source by reducing a torque command value output to the power source according to a specific frequency component extracted from the rotation speed. When it is in a parking lock state indicating that the parking gear of the vehicle is locked, the torque control unit that suppresses the reduction of the driving torque until a certain time elapses after the release of the parking lock state.

[0008] According to the invention described in claim 1, it is possible to suppress a reduction in the driving torque of the power source immediately after the release of the parking lock. Therefore, it is possible to prevent the driving from being affected due to insufficient driving torque.

[0009] The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein when the gradient of the vehicle is equal to or greater than a threshold value and it is in the parking lock state, the torque control unit suppresses the reduction of the driving torque until a certain time elapses after the release of the parking lock state.

[0010] According to the invention described in claim 2, it is possible to suppress a reduction in the driving torque of the power source on the gradient road. For this reason, the vehicle slip due to torque reduction on the gradient road is suppressed.

[0011] Further, the vehicle control device according to claim 3 is the vehicle control device according to claim 1 or claim 2, wherein the condition for canceling the suppression of the reduction in the driving torque is that a vehicle speed at which there is no possibility of parking lock continues for a certain period of time, a shift position at which there is no possibility of parking lock continues for a certain period of time, and the shift position of the vehicle cannot be determined, at least one of these.

[0012] According to the invention described in claim 3, it is possible to appropriately resume the torque reduction control. For this reason, the breakage of parts due to torsional resonance is suppressed.

[0013] Further, the vehicle control device according to claim 4 is the vehicle control device according to claim 3, wherein the torque control unit determines the vehicle speed at which there is no possibility of parking lock on each of the plus side and the minus side.

[0014] According to the invention described in claim 4, it is possible to appropriately determine the vehicle speed at which there is no possibility of parking lock.

Effect of the Invention

[0015] As described above, according to the present invention, when a vehicle equipped with a torque reduction control function releases the parking lock, there is an effect that it is possible to suppress a reduction in the driving torque of the power source.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0017] Hereinafter, with reference to the drawings, an example of a mode for carrying out the present invention will be described in detail.

[0018] The vehicle control device according to the present embodiment will be described when applied to a series hybrid vehicle equipped with an internal combustion engine (engine), a motor, and a generator. Note that the vehicle control device according to the present embodiment may be applied to all hybrid vehicles including a parallel hybrid vehicle equipped with an internal combustion engine, a motor, and a generator, a parallel hybrid vehicle equipped with an internal combustion engine and a motor, a series-parallel hybrid vehicle, and a plug-in hybrid vehicle. Further, the vehicle control device according to the present embodiment may be applied to an electric vehicle equipped only with a motor and a fuel cell vehicle. Further, the vehicle control device according to the present embodiment is also applicable to a gasoline engine vehicle equipped only with an internal combustion engine.

[0019] FIG. 1 is a block diagram showing an example of the configuration of a vehicle 100 according to the present embodiment.

[0020] As shown in FIG. 1, the vehicle 100 according to this embodiment includes a vehicle control device 10, a rotation angle sensor 20, a motor 30, an inverter 40, a battery 50, an internal combustion engine (engine) 60, a speed reducer (transaxle) 70, wheels 80, a generator (alternator) 90, a gradient sensor 91, a shift position sensor 92, and a vehicle speed sensor 93.

[0021] The output shaft of the motor 30 is connected to the speed reducer 70, and the driving force of the motor 30 drives the wheels 80 to run via the speed reducer 70.

[0022] The motor 30 is a power source, is driven by the inverter 40, and its rotational speed is controlled. The driving force of the motor 30 is transmitted to the wheels 80 via the speed reducer 70.

[0023] The inverter 40 is a device that is supplied with electric power from the battery 50, changes the voltage and frequency supplied to the motor 30, and controls the rotational speed of the motor 30. The inverter 40 converts the DC power of the battery 50 into AC power and supplies it to the motor 30.

[0024] The speed reducer 70 is a mechanical component that reduces the rotational speed of the motor 30 with gears or the like and outputs it, and as an output, torque proportional to the reduction ratio (tooth number ratio or pulley ratio) can be obtained. The speed reducer 70 is connected to the wheel axle of the wheels 80 and transmits the driving force of the motor 30 to the wheels 80.

[0025] The battery 50 supplies electric power to the inverter 40. For the battery 50, for example, a rechargeable secondary battery, a storage battery, a lithium-ion battery, or the like is used.

[0026] A rotation angle sensor 20 is connected to the motor 30, and the rotation angle sensor 20 detects the rotation angle (rotation position) of the rotor of the motor 30. The rotational speed (rotation speed) of the motor 30 can be obtained by integrating the rotation angle obtained from the rotation angle sensor 20. The "rotation speed" mentioned here is expressed, for example, as the number of revolutions per minute.

[0027] The internal combustion engine 60 rotates the generator 90 to generate electricity without being used as a power source. The electricity generated by the generator 90 is charged to the battery 50 via the inverter 40.

[0028] The gradient sensor 91 is a sensor that detects the gradient of the vehicle 100. The shift position sensor 92 is a sensor that detects the shift position of the vehicle 100. The vehicle speed sensor 93 is a sensor that detects the vehicle speed of the vehicle 100. The detection results of each of these gradient sensor 91, shift position sensor 92, and vehicle speed sensor 93 are input to the vehicle control device 10. Note that since it is not essential to detect the gradient of the vehicle 100, in this case, it may be configured not to include the gradient sensor 91.

[0029] The vehicle control device 10 according to the present embodiment is configured as, for example, an ECU (Electronic Control Unit). The vehicle control device 10 transmits a motor torque command value to the inverter 40, the inverter 40 controls the motor 30 according to the received motor torque command value, and the rotation angle sensor 20 returns the detected rotation angle of the motor 30 to the vehicle control device 10.

[0030] The vehicle control device 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, and a RAM (Random Access Memory) 13.

[0031] The vehicle control program 12A according to the present embodiment is stored in the ROM 12. The vehicle control program 12A may be, for example, pre-installed in the vehicle control device 10. The vehicle control program 12A may be stored in a non-volatile storage medium, distributed via a network, and appropriately installed in the vehicle control device 10 for implementation. Examples of the non-volatile storage medium include CD-ROM (Compact Disc Read Only Memory), magneto-optical disk, HDD, DVD-ROM (Digital Versatile Disc Read Only Memory), flash memory, memory card, and the like.

[0032] The CPU 11 of the vehicle control device 10 functions as each part shown in FIG. 2 by writing the vehicle control program 12A stored in the ROM 12 into the RAM 13 and executing it.

[0033] FIG. 2 is a block diagram showing an example of the functional configuration of the vehicle control device 10 according to the present embodiment.

[0034] As shown in FIG. 2, the CPU 11 of the vehicle control device 10 according to the present embodiment functions as a rotation speed detection unit 11A and a torque control unit 11B.

[0035] The rotation speed detection unit 11A detects the rotation speed corresponding to the rotation of the motor 30 that drives the vehicle 100. Specifically, as described above, the rotation speed of the motor 30 is derived from the rotation angle of the motor 30 obtained from the rotation angle sensor 20. Note that the rotation speed is not limited to the rotation speed of the motor 30, and may be, for example, the rotation speed of the wheels 80 corresponding to the rotation of the motor 30, or the rotation speed after passing through the speed reducer 70.

[0036] The torque control unit 11B extracts a specific frequency component from the rotational speed derived by the rotational speed detection unit 11A, and reduces the drive torque of the motor 30 by reducing the motor torque command value output to the motor 30 according to the extracted specific frequency component. Hereinafter, the "control for reducing the drive torque" is referred to as "torque reduction control". With reference to FIGS. 3(A) to 3(E), the torque reduction control will be specifically described.

[0037] FIGS. 3(A) to 3(E) are diagrams for explaining the torque reduction control. FIG. 3(A) shows the waveform of the limit torque, FIG. 3(B) shows the waveform of the drive motor rotational speed, FIG. 3(C) shows the waveform of the rotational speed after filtering, FIG. 3(D) shows the waveform of the rotational speed after filtering (absolute value), and FIG. 3(E) shows the integrated value.

[0038] In the torque reduction control, as an example, a specific frequency component shown in FIG. 3(C) is extracted from the rotational speed of the motor 30 shown in FIG. 3(B) using a band-pass filter. Then, the absolute value of the specific frequency component shown in FIG. 3(D) is obtained from the specific frequency component shown in FIG. 3(C). Then, the amount by which the absolute value of the specific frequency component shown in FIG. 3(D) exceeds the first threshold Th1 is integrated to obtain the integrated value shown in FIG. 3(E). When the integrated value shown in FIG. 3(E) becomes equal to or greater than the second threshold Th2, it is determined that the road surface during running is a wavy road, and the drive torque of the motor 30 is reduced like the limit torque shown in FIG. 3(A). In the limit torque shown in FIG. 3(A), it is determined that the road surface is wavy at timing T1, and the drive torque of the motor 30 is reduced.

[0039] On the other hand, when the absolute value of the specific frequency component shown in FIG. 3(D) becomes equal to or less than the third threshold Th3 and a certain time has elapsed, the torque limit is released. In the limit torque shown in FIG. 3(A), the torque limit is released at timing T2, indicating that the drive torque gradually returns at a certain rate.

[0040] FIG. 4 is a diagram for explaining the wavy road misjudgment when the parking lock state is released. The "parking lock state" represents a state in which the parking gear of the vehicle 100 is locked. For example, a parking lock device described in Japanese Patent Application Laid-Open No. 2020-51477 may be adopted.

[0041] As shown in FIG. 4, when the parking lock state of the vehicle 100 is released at timing T11, the integrated value becomes equal to or greater than the second threshold Th2 at timing T12, and it is determined as a wavy road, and the driving torque is limited. At timing T13, the absolute value of a specific frequency component becomes equal to or less than the third threshold Th3, and the torque limit is released at timing T14 after a certain period of time has elapsed. The driving target torque after the torque limit is indicated by a dashed line, and the driving target torque before the torque limit is indicated by a solid line. That is, when the vehicle 100 stops on a slope road, when the parking gear is engaged (locked) and the vehicle weight is applied, a torsional state occurs in the power transmission path. Then, when the parking lock state is released at timing T11, the rotational speed of the motor 30 vibrates due to the reaction of the torsional return. Due to this vibration, it is misjudged as a wavy road, and torque reduction control is executed. If the torque reduction control is executed immediately after the release of the parking lock, the driving torque may be insufficient, which may affect the running.

[0042] Therefore, when the vehicle 100 is in the parking lock state, the torque control unit 11B according to this embodiment suppresses the reduction of the driving torque until a certain time has elapsed after the release of the parking lock state. Specifically, compared with the case where the driving torque is restricted by the torque reduction control (for example, refer to the restricted torque in Fig. 3(A)), the reduction of the driving torque is suppressed, that is, the control is performed so that the reduction amount of the driving torque becomes smaller. Also, the torque reduction control may be prohibited until a certain time has elapsed after the release of the parking lock state. By prohibiting the torque reduction control, the wavy road determination is prohibited, and it is possible to prevent misjudgment as a wavy road. Also, the reduction of the driving torque may be prohibited. In this case, the wavy road determination is permitted, and even if it is misjudged as a wavy road, the reduction of the driving torque is prevented. Also, the reduction of the driving torque may be suppressed even during the parking lock state.

[0043] Here, for example, when the torque reduction control is executed after releasing the parking lock on a gradient road, the driving torque of the motor 30 may be reduced, and the vehicle 100 may slip down. Therefore, when the gradient of the vehicle 100, that is, the gradient of the gradient road where the vehicle 100 stops is equal to or greater than the threshold value and the vehicle 100 is in the parking lock state, the torque control unit 11B may suppress the reduction of the driving torque until a certain time has elapsed after the release of the parking lock state. That is, in this embodiment, without determining the gradient of the vehicle 100, the torque reduction control may be prohibited until a certain time has elapsed after the release of the parking lock state, or the gradient of the vehicle 100 may be determined, and the torque reduction control may be prohibited until a certain time has elapsed after the release of the parking lock state on the gradient road.

[0044] Note that the gradient of the vehicle 100 is detected by the gradient sensor 91. A threshold value regarding the gradient is set to an appropriate value based on, for example, past findings or experimental results. Also, whether the parking lock state is released or not is determined based on, for example, hardware constraints, design requirements, etc. Conditions for determining that the parking lock state has been released are, for example, a shift position where there is no physical possibility of parking lock (e.g., a shift position other than parking or other than between parking and reverse), or a vehicle speed V 1 (e.g., V 1 > 4 km / h), etc. Note that the shift position of the vehicle 100 is detected by the shift position sensor 92, and the vehicle speed of the vehicle 100 is detected by the vehicle speed sensor 93.

[0045] Here, as described above, the suppression of the reduction of the drive torque (e.g., the prohibition of torque reduction control) is released after a certain time has elapsed since the release of the parking lock state. At this time, conditions for releasing the suppression of the reduction of the drive torque (hereinafter referred to as "release conditions") may be set. These "release conditions" are, for example, that a vehicle speed where there is no possibility of parking lock continues for a certain time, a shift position where there is no possibility of parking lock (e.g., other than parking or other than between parking and reverse) continues for a certain time, and that the shift position of the vehicle cannot be determined, at least one of these.

[0046] In the condition that "a vehicle speed where there is no possibility of parking lock continues for a certain time", since the vehicle speed may fluctuate due to vibrations at the time of releasing the parking lock, the determination is made after a certain time has elapsed. Here, it is desirable for the torque control unit 11B to determine the vehicle speed where there is no possibility of parking lock on each of the positive side and the negative side. If the vehicle speed where there is no possibility of parking lock is set to V 1 km / h (e.g., V 1 > 4), when determining based on the absolute value of the vehicle speed, +V 1 km / h → -V 1 km / h (back) → +V 1When it reaches km / h and the condition is not cleared, that is, the condition is not satisfied, it is determined separately on the plus side and the minus side with the signed vehicle speed.

[0047] For the condition that "a shift position where there is no possibility of parking lock (for example, other than parking or between parking and reverse) continues for a certain period of time", it is determined after a certain period of time has elapsed until the vibration at the time of parking lock release has subsided so as not to pick up the vibration at the time of parking lock release.

[0048] FIG. 5 is a diagram showing an example of a shift position detectable by the shift position sensor 91. In FIG. 5, a shift position 111 detectable by the shift position sensor 91 is shown with respect to the shift lever 110 of the vehicle 100.

[0049] The shift lever 110 can be switched to each shift position such as parking (P), reverse (R), neutral (N), drive (D), and brake (B), for example. For each shift position (P, R, N, D, and B) of this shift lever 110, shift positions 111 detectable by the shift position sensor 91 are set in addition to P, R, N, D, and B. Specifically, PR1 and PR2 are set between P and R, RN1, RN2, and RN3 are set between R and N, and ND1, ND2, and ND3 are set between N and D. For example, when the shift lever 110 is held between P and R, the shift position sensor 91 detects that the shift position is PR1 or PR2.

[0050] For the condition that "the shift position of the vehicle cannot be determined", it is assumed that the shift position of the vehicle 100 cannot be detected due to an abnormality (sensor abnormality) of the shift position sensor 91 or the like.

[0051] FIG. 6 is a diagram for explaining the process of prohibiting the torque reduction control according to the present embodiment.

[0052] In (S1) of FIG. 6, the shift position of the vehicle 100 is detected by the shift position sensor 91. When the detected shift position is the shift position Sp (for example, P or PR1 or PR2), since the parking lock state is not released, the condition is cleared. On the other hand, when the detected shift position is other than the shift position Sp (for example, P or PR1 or PR2) (NOT), the parking lock state is released, and the elapsed time after the release is counted up by the counter. Then, when the elapsed time counted by the counter exceeds a certain time Ta (for example, 700 ms), the process proceeds to (S2).

[0053] (S2), if the condition "a shift position where there is no possibility of parking lock (for example, other than P or PR1 or PR2) continues for a certain period of time" or the condition "sensor abnormality (the shift position of the vehicle cannot be determined)" is satisfied, the process proceeds to (S6).

[0054] (S3), the plus-side vehicle speed of the vehicle 100 is detected by the vehicle speed sensor 92. When the detected plus-side vehicle speed exceeds the vehicle speed Va (for example, 4 km / h), the parking lock state is released, and the elapsed time after the release is counted up by the counter. Then, when the elapsed time counted by the counter exceeds a certain time Tb (for example, 200 ms), the process proceeds to (S5). On the other hand, when the detected plus-side vehicle speed is less than or equal to the vehicle speed Va (for example, 4 km / h), since the parking lock state is not released, the condition is cleared.

[0055] (S4), the minus-side vehicle speed of the vehicle 100 is detected by the vehicle speed sensor 92. When the detected minus-side vehicle speed is less than the vehicle speed Vb (for example, -4 km / h), the parking lock state is released, and the elapsed time after the release is counted up by the counter. Then, when the elapsed time counted by the counter exceeds a certain time Tc (for example, 200 ms), the process proceeds to (S5). On the other hand, when the detected minus-side vehicle speed is greater than or equal to the vehicle speed Vb (for example, -4 km / h), since the parking lock state is not released, the condition is cleared.

[0056] In (S5), when the condition that "the plus-side vehicle speed with no possibility of parking lock continues for a certain period of time" or the condition that "the minus-side vehicle speed with no possibility of parking lock continues for a certain period of time" is satisfied, the process proceeds to (S6).

[0057] In (S6), when any one of the conditions that "a shift position with no possibility of parking lock (for example, other than P, PR1, or PR2) continues for a certain period of time", the condition of "sensor abnormality (the shift position of the vehicle cannot be determined)", the condition that "the plus-side vehicle speed with no possibility of parking lock continues for a certain period of time", and the condition that "the minus-side vehicle speed with no possibility of parking lock continues for a certain period of time" is satisfied, torque reduction control is permitted.

[0058] In (S7), when the case is (NOT) in the above (S6), that is, when none of the conditions that "a shift position with no possibility of parking lock (for example, other than P, PR1, or PR2) continues for a certain period of time", the condition of "sensor abnormality (the shift position of the vehicle cannot be determined)", the condition that "the plus-side vehicle speed with no possibility of parking lock continues for a certain period of time", and the condition that "the minus-side vehicle speed with no possibility of parking lock continues for a certain period of time" are satisfied, it is determined that "parking lock is in progress" or "a certain period of time has not elapsed after parking lock release", and torque reduction control is prohibited.

[0059] Next, with reference to FIG. 7, the operation of the vehicle control device 10 according to the present embodiment will be described.

[0060] FIG. 7 is a flowchart showing an example of the flow of vehicle control processing by the vehicle control program 12A according to the present embodiment.

[0061] First, when the vehicle control device 10 is instructed to execute vehicle control processing, the vehicle control program 12A is activated and the following steps are executed.

[0062] In step S101 of FIG. 7, the CPU 11 detects the rotational speed of the motor 30 from the rotational angle of the motor 30 detected by the rotational angle sensor 20, such as the rotational speed of the drive motor shown in FIG. 4 above as an example.

[0063] In step S102, the CPU 11 extracts a specific frequency component from the rotational speed of the motor 30 detected in step S101, such as the rotational speed after filtering (absolute value) shown in FIG. 4 above as an example.

[0064] In step S103, the CPU 11 determines whether or not the integrated value obtained by integrating the amount by which the absolute value of the specific frequency component extracted in step S102 exceeds the first threshold Th1 (see FIG. 4) is equal to or greater than the second threshold Th2 (see FIG. 4), such as the integrated value shown in FIG. 4 above as an example. If it is determined that the integrated value is equal to or greater than the second threshold Th2 (in the case of an affirmative determination), the process proceeds to step S104. If it is determined that the integrated value is less than the second threshold Th2 (in the case of a negative determination), the process returns to step S101 and the processing is repeated. However, when torque reduction control is prohibited from being determined, the integration process in step S103 is not performed either.

[0065] In step S104, the CPU 11 determines whether or not the gradient of the vehicle 100 is equal to or greater than a threshold value. If it is determined that the gradient of the vehicle 100 is equal to or greater than the threshold value (in the case of an affirmative determination), the process proceeds to step S105. If it is determined that the gradient of the vehicle 100 is less than the threshold value (in the case of a negative determination), the process proceeds to step S110. However, since the gradient determination is not essential, step S104 may be skipped when the gradient determination is not performed.

[0066] In step S105, the CPU 11 determines whether or not the vehicle 100 is in a parking lock state. If it is determined that the vehicle 100 is in a parking lock state (in the case of an affirmative determination), the process proceeds to step S107. If it is determined that the vehicle 100 is not in a parking lock state (in the case of a negative determination), the process proceeds to step S110.

[0067] In step S106, the CPU 11 determines whether the parking lock state has been released. If it is determined that the parking lock state has been released (in the case of an affirmative determination), the process proceeds to step S107. If it is determined that the parking lock state has not been released (in the case of a negative determination), the process waits at step S106.

[0068] In step S107, the CPU 11 prohibits torque reduction control. Note that it is not limited to the prohibition of torque reduction control, and any control that suppresses the reduction of driving torque may be used.

[0069] In step S108, the CPU 11 determines whether the release condition for releasing the prohibition of torque reduction control is satisfied. As described above, this "release condition" is, for example, that a vehicle speed at which there is no possibility of parking lock continues for a certain period of time, a shift position at which there is no possibility of parking lock (for example, other than P or PR1 or PR2) continues for a certain period of time, or the shift position of the vehicle cannot be determined. If it is determined that the release condition is satisfied (in the case of an affirmative determination), the process proceeds to step S109. If it is determined that the release condition is not satisfied (in the case of a negative determination), the process returns to step S107 and the process is repeated.

[0070] In step S109, the CPU 11 releases the prohibition of torque reduction control and proceeds to step S111.

[0071] On the other hand, in step S110, the CPU 11 executes torque reduction control and proceeds to step S111.

[0072] In step S111, the CPU 11 determines whether the end timing such as the stop of the power source has arrived. If it is determined that the end timing has not arrived (in the case of a negative determination), the process returns to step S101 and the process is repeated. If it is determined that the end timing has arrived (in the case of an affirmative determination), a series of processes by the vehicle control program 12A is terminated.

[0073] In the above description, the form using the motor 30 as the power source has been described. However, the power source may be an internal combustion engine 60. In this case, the vehicle control device 10 may be configured to transmit an internal combustion engine torque command value to the internal combustion engine 60 and control the internal combustion engine 60 according to the internal combustion engine torque command value.

[0074] As described above, according to the present embodiment, when a vehicle equipped with a torque reduction control function releases the parking lock, it is possible to suppress a reduction in the driving torque of the power source. Thereby, it is possible to prevent the running from being affected by a shortage of driving torque.

[0075] In addition, it is possible to suppress a reduction in the driving torque of the power source on a gradient road. Thereby, the vehicle slip due to torque reduction on the gradient road is suppressed.

[0076] In addition, since there is no need to add dedicated hardware for detecting the parking lock state, the cost can be reduced.

[0077] Note that, in the above embodiment, the processor refers to a processor in a broad sense, and includes a general-purpose processor (for example, CPU: Central Processing Unit, etc.) and a dedicated processor (for example, GPU: Graphics Processing Unit, ASIC: Application Specific Integrated Circuit, FPGA: Field Programmable Gate Array, programmable logic device, etc.).

[0078] In addition, the operation of the processor in the above embodiment may be achieved not only by one processor but also by a plurality of physically separated processors cooperating with each other. Also, the order of each operation of the processor is not limited to the order described in the above embodiment, and may be changed as appropriate.

[0079] The vehicle control device according to the embodiment has been described by way of example above. The embodiment may be in the form of a program for causing a computer to execute the functions of the vehicle control device. The embodiment may also be in the form of a non-transitory computer-readable storage medium storing these programs.

[0080] In addition, the configuration of the vehicle control device described in the above embodiment is an example, and it may be changed according to the situation within the scope not departing from the gist.

[0081] Also, the flow of the processing of the program described in the above embodiment is an example, and unnecessary steps may be deleted, new steps may be added, or the order of processing may be changed within the scope not departing from the gist.

[0082] Also, in the above embodiment, the case where the processing according to the embodiment is realized by software configuration using a computer by executing a program has been described, but it is not limited to this. The embodiment may be realized, for example, by a hardware configuration or a combination of a hardware configuration and a software configuration.

Description of Reference Numerals

[0083] 10 Vehicle control device 11A Rotation speed detection unit 11B Torque control unit 30 Motor 100 Vehicle

Claims

1. a rotation speed detection unit that detects a rotation speed corresponding to the rotation of a power source that drives the vehicle; a torque control unit that performs control to reduce a drive torque of the power source by reducing a torque command value output to the power source in accordance with a specific frequency component extracted from the rotation speed, the torque control unit suppressing reduction of the drive torque until a certain time has elapsed after the parking lock state, when the vehicle is in a parking lock state representing a state in which a parking gear of the vehicle is locked; and A vehicle control device comprising:

2. the torque control unit, when a gradient of the vehicle is equal to or greater than a threshold value and the vehicle is in the parking lock state, suppresses a reduction in the drive torque until a certain time has elapsed after the parking lock state is released. The vehicle control device according to claim 1.

3. The condition for canceling the suppression of the reduction in the drive torque is at least one of: a vehicle speed that does not indicate a possibility of parking lock continues for a certain period of time; a shift position that does not indicate a possibility of parking lock continues for a certain period of time; and a shift position of the vehicle cannot be determined. The vehicle control device according to claim 1 or 2.

4. The torque control unit determines the vehicle speed at which there is no possibility of the parking lock occurring on both a positive side and a negative side. The vehicle control device according to claim 3.

Images