Vehicle control device

Abstract

To suppress, in a vehicle equipped with a torque reduction control function, transient excess of electric power caused by variation in driving torque of a motor.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 to limit torque by reducing a motor torque command value output to the motor according to specific frequency components extracted from the rotation speed. When the drive torque of the motor is reduced, the torque control unit 11B determines in advance arrival target time required for the drive torque of the motor to reach the limit torque from at least one of a first deviation amount between the drive target torque of the motor and the limit torque, which varies in vehicle damping control, and a second deviation amount representing a response delay of internal-combustion-engine actual torque with respect to internal-combustion-engine target torque, and causes the drive torque of the motor to reach the limit torque in the determined arrival target time.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 repeat a running state of slipping and gripping, a large variation occurs in the rotational speed of the driving wheels according to the driving force, and torsional resonance may occur in the power transmission path. When torsional resonance occurs, it may cause damage to parts. Therefore, when it is determined that the road is wavy, torque reduction control of the power source, that is, control for reducing the driving torque of the power source, may be performed.

[0003] For example, Patent Document 1 describes a vehicle motor control device capable of preventing overcurrent of an inverter caused by vehicle body resonance. This vehicle motor control device detects a change amount of 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 change amount of 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] Incidentally, when reducing the driving torque of the motor by torque reduction control, the motor torque command value is determined so as not to exceed the chargeable amount of the battery (for example, the lower limit capacity), and the driving torque is limited. By suddenly changing the driving torque, vibration control works, and the driving torque becomes transiently lower than the motor torque command value. In a vehicle, necessary electric power is generated, and when the driving torque becomes low, the generated power corresponding to the deviation from the limit torque becomes surplus power.

[0006] On the other hand, when a generator is rotated by using an internal combustion engine (engine) to generate electricity, if torque reduction control of the motor is performed, the response of the actual internal combustion engine actual torque transiently lags behind the internal combustion engine target torque, and the generated power corresponding to this deviation becomes surplus power.

[0007] These transient surplus powers are used for charging the battery. However, if the chargeable amount of the battery is insufficient, it may exceed the chargeable amount, which may cause deterioration of the battery.

[0008] 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 that can suppress an excessive amount of transient power caused by fluctuations in the driving torque of a motor in a vehicle equipped with a torque reduction control function.

Means for Solving the Problems

[0009] The vehicle control device according to claim 1 includes a rotational speed detection unit that detects the rotational speed corresponding to the rotation of a motor that drives the vehicle, and a torque control unit that performs control to reduce the drive torque of the motor to a limit torque by reducing a motor torque command value output to the motor according to a specific frequency component extracted from the rotational speed. When the drive torque of the motor is reduced, the torque control unit determines in advance the arrival target time required for the drive torque of the motor to reach the limit torque from at least one of a first deviation amount between the drive target torque of the motor that varies in the vibration control of the vehicle and the limit torque, and a second deviation amount representing a response delay of the actual torque of the internal combustion engine, which is the torque of the internal combustion engine, with respect to the target torque of the internal combustion engine, which is the target torque of the internal combustion engine, and causes the drive torque of the motor to reach the limit torque at the determined arrival target time.

[0010] According to the invention described in claim 1, it is possible to suppress an excessive amount of transient power caused by fluctuations in the drive torque of the motor when torque reduction control is executed. Thereby, deterioration of the battery is suppressed.

[0011] Further, the vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the torque control unit determines the longer one of the arrival target time corresponding to the first deviation amount and the arrival target time corresponding to the second deviation amount.

[0012] According to the invention described in claim 2, the arrival target time can be appropriately determined.

[0013] Further, the vehicle control device according to claim 3 is the vehicle control device according to claim 1 or claim 2, wherein the torque control unit shortens the arrival target time as the first deviation amount is smaller, and shortens the arrival target time as the second deviation amount is smaller.

[0014] According to the invention described in claim 3, the arrival target time can be made variable.

Advantages of the Invention

[0015] As described above, according to the present invention, in a vehicle equipped with a torque reduction control function, there is an effect that an excessive amount of transient power caused by fluctuations in the driving torque of the motor can be suppressed.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

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Figure 7

Figure 8

Modes 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 this 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 this embodiment may be applied to all hybrid vehicles including a parallel hybrid vehicle equipped with an internal combustion engine, a motor, and a generator, and a parallel hybrid vehicle equipped with an internal combustion engine and a motor. Further, the vehicle control device according to this embodiment may be applied to an electric vehicle equipped only with a motor.

[0019] FIG. 1 is a block diagram showing an example of the configuration of a vehicle 100 according to this 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, and a generator 90.

[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 shaft of the wheels 80 and transmits the driving force of the motor 30 to the wheels 80.

[0025] The battery 50 supplies power to the inverter 40. For the battery 50, for example, a rechargeable secondary battery, a storage battery, a lithium-ion battery, etc. are 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 rotation speed (rotation velocity) 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 rotations per minute.

[0027] The internal combustion engine 60 does not use it as a power source, but rotates the generator 90 to generate electricity. The electric power generated by the generator 90 is charged to the battery 50 via the inverter 40.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] FIG. 2 is a block diagram showing an example of the functional configuration of the vehicle control device 10 according to the present embodiment.

[0033] 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.

[0034] 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. 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.

[0035] 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.

[0036] 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.

[0037] In the torque reduction control, as an example, a band-pass filter is used to extract a specific frequency component shown in FIG. 3(C) from the rotational speed of the motor 30 shown in FIG. 3(B). 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). The limit torque shown in FIG. 3(A) represents that it is determined to be a wavy road at timing T1 and the drive torque of the motor 30 is reduced.

[0038] 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. The limit torque shown in FIG. 3(A) represents that the torque limit is released at timing T2 and the drive torque gradually returns at a certain rate.

[0039] FIG. 4(A) is a diagram showing an example of the drive target torque of the motor 30 that varies during torque reduction control. FIG. 4(B) is a diagram showing an example of the response delay of the internal combustion engine actual torque of the internal combustion engine 60 during torque reduction control.

[0040] As shown in FIG. 4(A), torque reduction control is executed at timing T1. At this time, in order to reduce the drive torque of the motor 30, the motor torque command value is determined so as not to exceed the chargeable amount (for example, the lower limit capacity) of the battery 50. The limit torque R1 shown by the dotted line corresponds to the determined motor torque command value. Vibration damping control works by suddenly changing the drive torque with the limit torque R1. This "vibration damping control" is a process of moving the motor 30 so as to suppress the torsional resonance generated in the vehicle 100, and a known method is used for the "vibration damping control". The drive target torque R2 shown by the solid line indicates the target torque when there is no vibration damping control, and the drive target torque R3 shown by the dashed-dotted line indicates the target torque when there is vibration damping control. In the drive target torque R2 when there is no vibration damping control, the drive torque is limited according to the limit torque R1. On the other hand, in the drive target torque R3 when there is vibration damping control, the drive torque becomes transiently lower than the limit torque R1. The vehicle 100 generates necessary electric power, and when the drive torque of the motor 30 becomes low, the generated electric power corresponding to the first deviation amount M1, which is the deviation amount from the limit torque R1, becomes surplus electric power.

[0041] On the other hand, in the vehicle 100, the motor 30 is used as a power source, and the internal combustion engine 60 is used to rotate the generator 90 to generate electricity. As shown in FIG. 4(B), when the torque reduction control of the motor 30 is performed at the timing T1, the response of the actual torque R5 of the internal combustion engine shown by the dotted line transiently lags behind the target torque R4 of the internal combustion engine shown by the solid line. This transient lag is referred to as the "internal combustion engine response lag". The target torque R4 of the internal combustion engine is the target torque of the internal combustion engine 60 determined according to the drive target torque R2 of the motor 30. The actual torque R5 of the internal combustion engine is the actual torque of the internal combustion engine 60. The actual torque R5 of the internal combustion engine is higher than the target torque R4 of the internal combustion engine, and the generator 90 generates electricity additionally by the difference. That is, the generated power corresponding to the second deviation amount M2, which is the deviation amount between the actual torque R5 of the internal combustion engine and the target torque R4 of the internal combustion engine, becomes surplus power.

[0042] FIGS. 5(A) and 5(B) are diagrams for explaining the relationship of power balance when the torque reduction control is executed.

[0043] The generated power P1 shown in FIG. 5(A) is the generated power generated by the generator 90 and is determined so as to match the vehicle usage P4 in terms of balance. When the torque reduction control is executed, as shown in FIG. 4(B) described above, the target torque of the internal combustion engine 60 is reduced, and the generated power P1 becomes the second deviation P2 and the generated power P3 used for the vehicle 100 due to the influence of the internal combustion engine response lag. The second deviation P2 is the generated power corresponding to the second deviation amount M2 and becomes surplus power.

[0044] On the one hand, the vehicle power consumption P4 shown in FIG. 5(A) indicates the required power amount, that is, the power amount required by the vehicle 100. The required power amount includes, for example, "battery required amount", "auxiliary machine usage amount", "various losses", "drive required amount", and the like. When the torque reduction control is executed, as shown in FIG. 4(A) described above, the drive torque of the motor 30 is reduced, and further due to the influence of the vibration control, the vehicle power consumption P4 is reduced to the vehicle power consumption P6. The vehicle power consumption P6 is less than the power generation amount P3, and the difference between the power generation amount P3 and the vehicle power consumption P6 becomes the first deviation amount P5. The first deviation amount P5 is the power amount corresponding to the first deviation amount M1, and the power corresponding to the first deviation amount P5 in the power generation amount P3 becomes surplus power.

[0045] As shown in FIG. 5(B), the transient surplus power of these first deviation amount P5 and second deviation amount P2 is used for charging the battery 50. However, if the chargeable amount Win of the battery 50 is insufficient, it may exceed the chargeable amount Win, which may cause deterioration of the battery 50.

[0046] Therefore, when the torque control unit 11B according to the present embodiment reduces the drive torque of the motor 30 by torque reduction control, it determines in advance the arrival target time required for the drive torque of the motor 30 to reach the limit torque R1 from at least one of the first deviation amount M1 and the second deviation amount M2, and makes the drive torque of the motor 30 reach the limit torque R1 at the determined arrival target time. Note that the first deviation amount M1 represents the deviation amount between the drive target torque R3 of the motor 30 that varies in the vibration control of the vehicle 100 and the limit torque R1. The second deviation amount M2 represents the response delay of the internal combustion engine actual torque R5 with respect to the internal combustion engine target torque R4 of the internal combustion engine 60. The arrival target time represents the time until the drive torque (drive target torque) of the motor 30 immediately before the torque limit implementation reaches the limit torque R1.

[0047] That is, a target time until the drive torque of the motor 30 is reduced to the limit torque R1 is determined in advance, and regardless of the current drive torque, the drive torque of the motor 30 is made to reach the limit torque R1 in the determined target time. Thereby, the first deviation amount M1 and the second deviation amount M2 can be suppressed, and an excess of the chargeable amount Win of the battery 50 can be suppressed. For this reason, deterioration of the battery 50 is suppressed.

[0048] In the case of the first deviation amount M1 (the amount of variation in the vibration control), if the torque variation is slower than the frequency (for example, 7.6 Hz) targeted by the vibration control that generates the first deviation amount M1, the influence of the vibration control can be minimized. When the frequency targeted by the vibration control is f and the target arrival time is Tm, the target arrival time Tm is obtained by the following formula (1).

[0049] Tm = 1 / f (1)

[0050] For example, when f = 7.6 Hz, the target arrival time Tm is obtained as 1 [sec] / 7.6 [Hz] ≈ 132 [ms]. The target arrival time Tm is, for example, 132 [ms], but it may be a time longer than 132 [ms].

[0051] In the case of the second deviation amount M2 (the amount of engine response delay), by gently varying the engine target torque R4 in accordance with the response delay time (for example, 200 ms) that generates the second deviation amount M2, the deviation between the target torque and the actual torque can be minimized. Note that the response delay time is, for example, 200 [ms], but it may be a time longer than 200 [ms]. Specifically, by gently varying the drive target torque of the motor 30 in accordance with the target arrival time Tm, the engine target torque R4 can also be gently varied in response to this variation. In this case, the response delay time may be set as the target arrival time Tm.

[0052] The torque control unit 11B may determine either the target arrival time Tm corresponding to the first deviation amount M1 or the target arrival time Tm corresponding to the second deviation amount M2. When the vehicle control device 10 according to the present embodiment is applied to an electric vehicle, since there is no internal combustion engine 60, it is determined as the target arrival time Tm corresponding to the first deviation amount M1. Further, the torque control unit 11B may determine the longer one of the target arrival time Tm corresponding to the first deviation amount M1 and the target arrival time Tm corresponding to the second deviation amount M2 as the target arrival time Tm. In this case, if the target arrival time Tm corresponding to the first deviation amount M1 is, for example, 132 [ms] and the target arrival time Tm corresponding to the second deviation amount M2 is, for example, 200 [ms], the target arrival time Tm = 200 [ms] is determined.

[0053] FIG. 6 is a diagram for explaining the battery overcharge suppression control according to the embodiment. FIG. 7 is a graph showing the relationship between the drive target torque and the target arrival time Tm in the battery overcharge suppression control. In the graph of FIG. 7, the vertical axis represents torque and the horizontal axis represents time.

[0054] In (S1) of FIG. 6, the drive target torque of the motor 30 immediately before the torque limit is applied and the limit torque Tr (for example, Tr = 40 [Nm]) are input, and the change amount until the drive target torque reaches the limit torque is obtained. For example, when the drive target torque is 170 [Nm], the change amount is 170 - 40 = 130 [Nm]. When the drive target torque is 100 [Nm], the change amount is 100 - 40 = 60 [Nm]. When the drive target torque is 70 [Nm], the change amount is 70 - 40 = 30 [Nm].

[0055] In (S2), the change amount obtained in the above (S1) and the target arrival time Tm (for example, Tm = 200 ms) are input to obtain the first change amount limit value (Nm / ms). For example, when the change amount is 130 [Nm], the first change amount limit value is obtained as 130 / 200 = 0.65 [Nm / ms]. When the change amount is 60 [Nm], the first change amount limit value is obtained as 60 / 200 = 0.3 [Nm / ms]. When the change amount is 30 [Nm], the first change amount limit value is obtained as 30 / 200 = 0.15 [Nm / ms].

[0056] In (S3), the first change amount limit value (Nm / ms) obtained in the above (S2) and the control cycle Tc (for example, Tc = 8 [ms]) are input to obtain the second change amount limit value (Nm / job). For example, when the first change amount limit value is 0.65 [Nm / ms], the second change amount limit value is obtained as 0.65 × 8 = 5.2 [Nm / job]. When the first change amount limit value is 0.3 [Nm / ms], the second change amount limit value is obtained as 0.3 × 8 = 2.4 [Nm / job]. When the first change amount limit value is 0.15 [Nm / ms], the second change amount limit value is obtained as 0.15 × 8 = 1.2 [Nm / job].

[0057] Fig. 7 shows a graph representing the battery overcharge suppression control according to the above (S1) to (S3). In the graph of Fig. 7, as an example, for each drive target torque of 170 [Nm], 100 [Nm], and 70 [Nm], the second change amount limit value (Nm / job) when the target arrival time Tm is 200 [ms] is shown. That is, by changing the drive torque of the motor 30 with the second change amount limit value obtained above, the drive torque of the motor 30 can reach the limit torque R1 at the determined target arrival time Tm.

[0058] Note that in the above, the target arrival time Tm is fixed, but the target arrival time Tm may be variable. Specifically, the torque control unit 11B may shorten the target arrival time Tm as the first deviation amount M1 is smaller, and may also shorten the target arrival time Tm as the second deviation amount M2 is smaller.

[0059] The smaller the first deviation amount M1 is, the smaller the amplitude of the vibration control component becomes, so that the target arrival time Tm can be shortened. Also, when there is a certain margin in the chargeable amount Win of the battery 50, since the first deviation amount M1 and the second deviation amount M2 can be absorbed, the target arrival time Tm may be shortened. Further, the smaller the second deviation amount M2 is, the smaller the amount of variation on the engine side becomes, so that the target arrival time Tm can be shortened. Further, since the second deviation amount M2 may vary depending on, for example, the engine speed, engine torque, engine coolant temperature, or engine oil temperature, the target arrival time Tm may be set according to these engine speed, engine torque, engine coolant temperature, or engine oil temperature.

[0060] Next, with reference to FIG. 8, the operation of the vehicle control device 10 according to the present embodiment will be described.

[0061] FIG. 8 is a flowchart showing an example of the flow of vehicle control processing by the vehicle control program 12A according to the present embodiment.

[0062] First, when the vehicle control device 10 is instructed to execute vehicle control processing, the vehicle control program 12A is started and the following steps are executed.

[0063] In step S101 of FIG. 8, the CPU 11 detects the rotational speed of the motor 30 from the rotational angle of the motor 30 detected by the rotation angle sensor 20, for example, like the rotational speed of the drive motor shown in FIG. 3(B) above.

[0064] In step S102, the CPU 11 extracts a specific frequency component from the rotational speed of the motor 30 detected in step S101, for example, like the filtered rotational speed (absolute value) shown in FIG. 3(D) above.

[0065] In step S103, the CPU 11 determines, as an example, 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. 3(D)), such as the integrated value shown in FIG. 3(E) described above, is equal to or greater than the second threshold Th2 (see FIG. 3(E)). 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.

[0066] In step S104, the CPU 11 executes torque reduction control to reduce the drive torque of the motor 30.

[0067] In step S105, the CPU 11 derives, as an example, the first deviation amount M1 shown in FIG. 4(A).

[0068] In step S106, the CPU 11 derives, as an example, the second deviation amount M2 shown in FIG. 4(B).

[0069] In step S107, the CPU 11 determines the arrival target time Tm from at least one of the first deviation amount M1 derived in step S105 and the second deviation amount M2 derived in step S106.

[0070] In step S108, the CPU 11 controls, as an example, as shown in FIGS. 6 and 7 described above, so that the drive torque of the motor 30 reaches the limit torque R1 at the arrival target time Tm determined in step S107.

[0071] In step S109, the CPU 11 determines whether or not 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 processing is repeated. If it is determined that the end timing has arrived (in the case of an affirmative determination), the series of processes by the vehicle control program 12A is terminated.

[0072] Thus, according to this embodiment, in a vehicle equipped with a torque reduction control function, an excessive amount of transient power caused by fluctuations in the driving torque of the motor is suppressed.

[0073] In addition, since an excess of the chargeable amount of the battery can be suppressed, deterioration of the battery is suppressed.

[0074] Note that, in the above embodiment, the processor refers to a processor in a broad sense, and includes a general-purpose processor (e.g., CPU: Central Processing Unit, etc.) and a dedicated processor (e.g., GPU: Graphics Processing Unit, ASIC: Application Specific Integrated Circuit, FPGA: Field Programmable Gate Array, programmable logic device, etc.).

[0075] 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.

[0076] As described above, the vehicle control device according to the embodiment has been illustrated and described. 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 be in the form of a non-transitory computer-readable storage medium storing these programs.

[0077] In addition, the configuration of the vehicle control device described in the above embodiment is an example, and may be changed according to the situation without departing from the gist.

[0078] Also, the flow of the program processing described in the above embodiment is an example, and unnecessary steps may be deleted, new steps may be added, or the processing order may be changed without departing from the gist.

[0079] 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 the present invention 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

[0080] 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 motor that drives a vehicle; a torque control unit that performs control to reduce a drive torque of the motor to a limit torque by reducing a motor torque command value output to the motor in accordance with a specific frequency component extracted from the rotation speed, the torque control unit determining in advance a target time required for the drive torque of the motor to reach the limit torque from at least one of a first deviation amount between the limit torque and a drive target torque of the motor that fluctuates due to vibration damping control of the vehicle and a second deviation amount that represents a response delay of an actual torque of the internal combustion engine, which is the actual torque of the internal combustion engine, relative to an internal combustion engine target torque, which is a target torque of the internal combustion engine, when the drive torque of the motor is reduced, and causing the drive torque of the motor to reach the limit torque in the determined target time; A vehicle control device comprising:

2. the torque control unit determines the target time corresponding to the first deviation amount or the target time corresponding to the second deviation amount to be a longer one of the target time corresponding to the first deviation amount and the target time corresponding to the second deviation amount. The vehicle control device according to claim 1.

3. the torque control unit shortens the reach target time as the first deviation amount is smaller, and shortens the reach target time as the second deviation amount is smaller. The vehicle control device according to claim 1 or 2.

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