Vehicle control device

Abstract

To provide a vehicle control device that can suppress occurrence of noise due to electrical resonance when driving an electric motor.SOLUTION: An vehicle control device mounted on a vehicle configured such that a first drive source being an electric motor outputs torque to a first wheel, comprises: a storage part storing a first resonance map; and a control unit that calculates a first torque command value showing a value of torque which the first drive source is made to output and can switch the control method of the first drive source. In the first resonance map, one or a plurality of operation points in which resonance occurs in an operation region of the first drive source to which rectangular wave control is performed, are shown as first resonance points (X1). When a predicted movement destination (k3) of an operation point (A) of the first drive source overlaps with the first resonance point, the control unit switches the control method of the first drive source from rectangular wave control to sinusoidal wave control.SELECTED DRAWING: Figure 6

Description

[Technical field]

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

[0002] Cited Document 1 describes a system for controlling a rotating electric machine mounted on a vehicle, which switches between a control mode for driving the rotating electric machine with a sine wave current and a control mode for driving the rotating electric machine with a square wave voltage. In this system, the sine wave current control mode is used in the low speed range, and the square wave voltage control mode is used in the high speed range. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2010-081658 A Summary of the Invention [Problem to be solved by the invention]

[0004] Because a square wave voltage contains high-order harmonic components, when a vehicle's electric motor is driven with a square wave voltage, electrical resonance occurs in the electric motor and its surroundings, and this resonance can cause noise in the vehicle.

[0005] An object of the present invention is to provide a vehicle control device that can suppress the generation of noise due to electrical resonance when driving an electric motor. [Means for solving the problem]

[0006] A vehicle control device according to one aspect of the present invention includes: A vehicle control device mounted on a vehicle in which torque is output to a first wheel from a first drive source that is an electric motor, A storage unit that stores a first resonance map; a control unit that calculates a first torque command value indicating a value of a torque to be outputted from the first drive source and is capable of switching a control method for the first drive source; Equipped with The first resonance map indicates, as a first resonance point, one or a plurality of operating points at which resonance occurs in an operating region of the first drive source that is controlled by a rectangular wave, and The control unit switches a control method of the first drive source from square wave control to sine wave control when a predicted movement destination of the operating point of the first drive source coincides with the first resonance point. and when switching the control method of the first drive source from square wave control to sine wave control, if the torque of the first drive source is greater than an upper limit torque in sine wave control, the first torque command value is reduced. It is characterized by the above. Effect of the Invention

[0007] According to the present invention, the first resonance point, which is the operating point of the first drive source at which resonance occurs when the first drive source is square wave controlled, is shown in the first resonance map. Furthermore, the control unit switches the control method of the first drive source to sine wave control before the operating point of the first drive source overlaps with the first resonance point. Therefore, when controlling the first drive source, it is possible to suppress the generation of noise due to electrical resonance. [Brief description of the drawings]

[0008] [Figure 1] 1 is a block diagram showing a vehicle on which a vehicle control device according to a first embodiment of the present invention is mounted. [Diagram 2] FIG. 4 is a diagram showing a first resonance map stored in a storage unit. [Diagram 3] FIG. 2 is a diagram showing the configuration of a battery, an inverter, a first driving source, and peripheral circuits. [Figure 4] FIG. 4 is a diagram illustrating an operating region of a first driving source. [Diagram 5] 6 is a graph showing the relationship between voltage phase and torque when the first drive source is subjected to sine wave control. [Figure 6] 5A to 5C are diagrams illustrating a first example of the operation of the vehicle control device according to the first embodiment. [Figure 7] 6A to 6C are diagrams illustrating a second example of the operation of the vehicle control device according to the first embodiment. [Figure 8] 5 is a flowchart showing a torque command value calculation process executed by the control unit. [Figure 9] FIG. 11 is a block diagram showing a vehicle on which a vehicle control device according to a second embodiment is mounted. [Figure 10A] FIG. 10 is a diagram for explaining an example of the operation of the vehicle control device according to the second embodiment, showing an example of transition of the operating point of the first drive source. [Figure 10B] FIG. 10 is a diagram for explaining an example of the operation of the vehicle control device according to the second embodiment, showing an example of transition of the operating point of the second drive source. [Figure 11A] 11 is a first part of a flowchart showing a torque command value calculation process executed by the control unit. [Figure 11B] 11 is a second part of a flowchart showing the torque command value calculation process executed by the control unit. [Figure 12] FIG. 11 is a block diagram showing a vehicle equipped with a vehicle control device according to a third embodiment. [Figure 13] FIG. 11 is a diagram showing a second resonance map stored in the storage unit. [Figure 14A] FIG. 13 is a diagram for explaining an example of the operation of the vehicle control device according to the third embodiment, showing the transition of the operating point of the first drive source. [Figure 14B] FIG. 13 is a diagram for explaining an example of the operation of the vehicle control device according to the third embodiment, showing the transition of the operating point of the second drive source. [Figure 15A] 11 is a first part of a flowchart showing a torque command value calculation process executed by the control unit. [Figure 15B] 11 is a third part of a flowchart showing a torque command value calculation process executed by the control unit. [Figure 16] FIG. 11 is a block diagram showing a vehicle control device according to a fourth embodiment. [Figure 17] 13 is a flowchart showing a resonance map selection process executed by a control unit according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0010] (Embodiment 1) Fig. 1 is a block diagram showing a vehicle equipped with a vehicle control device according to embodiment 1. Fig. 2A is a diagram showing a first resonance map stored in a storage unit.

[0011] As shown in Fig. 1, a vehicle control device 10 of the first embodiment is mounted on a vehicle 1 equipped with a first drive source 4 which is an electric motor. The first drive source 4 may be subjected to square wave control and outputs torque to a first wheel 2A. The vehicle control device 10 includes a storage unit 11 which stores a first resonance map M1, and a control unit 12 which calculates a first torque command value which indicates the value of the torque to be output by the first drive source 4. The vehicle 1 has a speed sensor 4a which directly or indirectly measures the rotation speed of the first drive source 4, and the measurement value of the speed sensor 4a is sent to the control unit 12. The vehicle 1 includes a driving operation unit 9, a battery 7, and an inverter 6.

[0012] In the first resonance map M1, as shown in Fig. 2, one or more operating points at which resonance occurs in or around the first driving source 4 in an operating region R3 of the first driving source 4 when the first driving source 4 is subjected to square wave control are indicated as first resonance points X1. In Fig. 2, the first resonance points X1 are indicated by the symbol "*". The first resonance map M1 is created in advance based on tests, simulations, or the like, and is stored in the storage unit 11.

[0013] The operating region of the first driving source 4 is represented by a two-dimensional region whose components are the rotational speed of the first driving source 4 and the torque of the first driving source 4, and one point in the region corresponds to one operating point of the first driving source 4.

[0014] The operating region of the first drive source 4 includes an operating region R1 in which sine wave control is performed, an operating region R3 in which square wave control is performed, and an operating region R2 in which transitional control between sine wave control and square wave control is performed.

[0015] The sine wave control means that the inverter 6 outputs a sine wave current modulated by PWM (Pulse Width Modulation) through switching control to the first drive source 4, and the first drive source 4 is operated in power running or regenerative running. The square wave control means that the inverter 6 outputs a square wave pulse voltage according to the rotation phase of the first drive source 4, and the first drive source 4 is operated in power running. The square wave pulse voltage is generated by switching on and off the power semiconductor switch element of the inverter 6 at the rising and falling times of the voltage. The transitional control means that the inverter 6 outputs a current with a distorted waveform relative to a sine wave by performing control that exceeds the maximum amplitude of the sine wave current that can be PWM modulated, and the first drive source 4 is operated in power running.

[0016] The first resonance points X1 shown in the first resonance map M1 are included in an operating region R3 in which square wave control is performed. The first resonance points X1 are typically concentrated in a specific rotation speed range W1 in the operating region R3. There may be only one specific rotation speed range W1 in which the first resonance points X1 are concentrated, or there may be multiple specific rotation speed ranges W1.

[0017] FIG. 3 is a diagram showing the circuit configuration of the battery 7, the inverter 6, the first driving source 4, and the peripheral circuits thereof. As shown in FIG. 3, inductances L1 to L4 and L7 to L9 are provided between the battery 7, the inverter 6, the first driving source 4, and the peripheral circuits thereof (relay 3a, connectors 3b, 3c, etc.). In addition, the inverter 6 is provided with inductances L5, L6 and a capacitor C1 in the front stage of the switching circuit 6a. Therefore, in the periphery of the first driving source 4 and the inverter 6, the inductances L1 to L9 and the capacitor C1 form a resonant circuit, and electrical resonance may occur at a specific frequency. The first resonance point X1 shown in the first resonance map M1 is an operating point where the above-mentioned electrical resonance becomes a physical vibration and generates a noise sound. Since the square wave voltage contains high-order harmonic components, the above-mentioned electrical resonance is likely to occur. For this reason, the first resonance point X1 is included in the operating region R3 where the square wave control is performed.

[0018] The control unit 12 is an ECU (Electronic Control Unit) that includes a CPU (Central Processing Unit) that performs calculation processing, a RAM (Random Access Memory) in which the CPU expands data, a ROM (Read Only Memory) that stores a control program executed by the CPU, and an interface that transmits and receives signals between the CPU and devices external to the control unit 12. The control unit 12 may be composed of one ECU, or may be composed of multiple ECUs that communicate with each other and operate in cooperation with each other.

[0019] The control unit 12 calculates the first torque command value based on the operation of the driving operation unit 9 (accelerator operation amount and brake operation amount) and predetermined constraint conditions. More specifically, the control unit 12 first calculates a required torque corresponding to the accelerator operation amount or the brake operation amount. The required torque means a torque required by a driving operation. Furthermore, the control unit 12 adds several constraint conditions, such as suppressing abrupt torque fluctuations, to the required torque to calculate a target torque. Then, the target torque is set as the first torque command value for the first driving source 4. Note that, when there are multiple driving sources, the control unit 12 determines the ratio of the target torque to be allocated to each driving source, and sets the target torque allocated to the first driving source 4 as the first torque command value.

[0020] The first torque command value means a value of torque output from the first driving source 4. The first torque command value is sent to a control circuit of the inverter 6, and the control circuit controls the operation of the inverter 6 by performing feedback control so that a torque that coincides with the first torque command value is output from the first driving source 4. As the inverter 6 operates, power is sent between the battery 7 and the first driving source 4, the first driving source 4 operates in power running or regenerative running, and the torque of the first torque command value is output.

[0021] Fig. 4 is a diagram for explaining the operating region of the first drive source. The operating region R1 under sine wave control, the operating region R3 under square wave control, and the operating region R2 under transient control (see Fig. 2) show the relationship between the control method and the operating region of the first drive source 4 under normal conditions. In Fig. 4, a boundary line U1 indicates the boundary between the operating regions R1 and R2, and a boundary line U2 indicates the boundary between the operating regions R2 and R3.

[0022] On the other hand, as shown in Fig. 4, the first drive source 4 can be sinusoidally controlled in an operating region R4 that is wider than the operating region R1. In Fig. 4, the operating region R4 where sinusoidal control is possible is shown by shading. The operating region R4 where sinusoidal control is possible partially overlaps with the operating region R3 where square wave control is normally performed.

[0023] FIG. 5 is a graph showing the relationship between the voltage phase and the torque when the first drive source is sinusoidally controlled. The control circuit of the inverter 6 performs feedback control so that the estimated value of the torque output from the first drive source 4 coincides with the first torque command value, thereby controlling the voltage phase P1 of the output voltage of the inverter 6. The voltage phase P1 means the difference between the rotation phase angle of the first drive source 4 and the phase angle of the output voltage of the inverter 6. More specifically, when the first drive source 4 is a three-phase motor, the voltage phase P1 means the difference between the phase angle of the induced voltage generated in the motor coil of each phase and the phase angle of the voltage output from the inverter 6. During sinusoidal control, the control circuit of the inverter 6 changes the torque of the first drive source 4 by controlling the amplitude and voltage phase P1 of the sinusoidal current.

[0024] As shown in Figure 5, when the amplitude of the sine wave current is constant, the voltage phase P1 increases from a small value to a specified phase P max As the voltage phase P1 advances toward the limit phase PL, the torque of the first drive source 4 increases. Furthermore, when the voltage phase P1 approaches the limit phase PL, which is more advanced than the specified phase, the torque of the first drive source 4 increases. On the other hand, when the voltage phase P1 passes the limit phase PL, the torque of the first drive source 4 decreases.

[0025] In normal sine wave control, the control circuit of the inverter 6 controls the voltage phase P1 to a specified phase Pmax It is controlled within the following range: On the other hand, by expanding the control range of the voltage phase P1 to the limit phase PL, it is possible to perform sine wave control in a wide operating region R4 as shown in FIG.

[0026] The operating region R4 where sine wave control is possible corresponds to a region where the voltage phase P1 in sine wave control is equal to or less than the limit phase PL. The upper boundary line e1 (shown by a dashed line in FIG. 4) of the operating region R4 corresponds to an operating point where the voltage phase P1 in sine wave control reaches the limit phase PL. In other words, when the operating point of the first drive source 4 is located on the boundary line e1 of the operating region R4, the torque value of the operating point corresponds to the upper limit torque that can be output under sine wave control at the rotation speed of the operating point.

[0027] Therefore, even if the operating point of the first driving source 4 is located in the operating region R3 of the square wave control, if it is located below the boundary line e1, it is possible to switch the control method of the first driving source 4 from square wave control to sine wave control while maintaining the torque of the first driving source 4. On the other hand, if the operating point of the first driving source 4 is located in the operating region R3 of the square wave control and above the boundary line e1, it is not possible to switch the control method of the first driving source 4 from square wave control to sine wave control while maintaining the torque of the first driving source 4. In this case, it is possible to switch the control method of the first driving source 4 from square wave control to sine wave control by lowering the torque of the first driving source 4 to move the operating point below the boundary line e1. Here, the side with larger torque is called the upper side, and the side with smaller torque is called the lower side.

[0028] Normally, the control circuit of the inverter 6 appropriately switches the control method of the first drive source 4 between sine wave control, square wave control, and transient control according to the first torque command value and the rotation speed of the first drive source 4. In this embodiment, when the operating point of the first drive source 4 is located in the overlapping portion of the operating regions R3 and R4, the control unit 12 controls the control method of the first drive source 4 to be switched between sine wave control and square wave control. As a specific example, the control unit 12 outputs a signal specifying the control method to the control circuit of the inverter 6, so that the control circuit performs the above switching.

[0029] The control unit 12 monitors whether or not the predicted trajectory of the operating point of the first driving source 4 overlaps with the first resonance point X1 while the first driving source 4 is being driven. Here, the predicted trajectory of the operating point means the trajectory of the operating point when the rate of change of the torque (amount of change per unit time) is constant, or the torque is constant. When calculating the trajectory of the operating point, the control unit 12 may calculate the amount of change in the rotation speed of the first driving source 4 from the torque and the inclination of the road surface. Alternatively, the amount of change in the rotation speed of the first driving source 4 may be calculated using the rate of change of the rotation speed with respect to the immediately preceding torque instead of the inclination of the road surface. Each operating point of the predicted trajectory corresponds to a predicted destination of the operating point of the first driving source 4.

[0030] When the predicted locus of the operating point of the first driving source 4 overlaps with the first resonance point X1, the control unit 12 switches the control method of the first driving source 4 from square wave control to sine wave control. By switching the control method of the first driving source 4 to sine wave control before the operating point of the first driving source 4 overlaps with the first resonance point X1, it is possible to suppress the generation of noise due to electrical resonance.

[0031] Furthermore, when switching to sine wave control as described above, the control unit 12 reduces the first torque command value if the torque of the first driving source 4 is greater than the upper limit torque in sine wave control (the upper limit torque at the rotation speed at that time). Specifically, the control unit 12 reduces the first torque command value to a value lower than the target torque, so as to be equal to or lower than the upper limit torque. Note that, when switching to sine wave control, the control unit 12 may determine whether the torque of the first driving source 4 is greater than the upper limit torque by determining whether the voltage phase of the output voltage of the inverter 6 exceeds the limit phase PL.

[0032] Furthermore, after switching to the sine wave control, when the control unit 12 determines that the operating point of the first driving source 4 has passed the first resonance point X1, it ends the designation of the control method for the first driving source 4. Therefore, thereafter, a control method according to the position of the operating point is applied.

[0033] In addition, when switching to sine wave control, if the control unit 12 reduces the first torque command value to a value lower than the target torque, it returns the first torque command value to the target torque in parallel with terminating the designation of the above control method.

[0034] <Example of operation> Fig. 6 is a diagram illustrating a first example of the operation of the vehicle control device according to the embodiment 1. Trajectories J1 to J4 in Fig. 6 show the transition of the operating point A of the first driving source 4 in one driving example of the vehicle 1. In the driving performance in Fig. 6, the rotation speed of the first driving source 4 gradually increases (the vehicle 1 accelerates) due to the output of torque from the first driving source 4, and the operating point A of the first driving source 4 transitions in sequence along the trajectories J1 to J4.

[0035] In the locus J1, the driver increases the accelerator operation amount, and the torque of the first drive source 4 increases accordingly. In the locus J2, the driver maintains the accelerator operation amount, and the torque of the first drive source 4 changes to be almost constant accordingly. When the operating point A is located in the operating region R3 where the square wave control is performed, the control unit 12 determines whether the predicted destination of the operating point A, that is, the operating point A of the predicted locus K3, overlaps with the first resonance point X1. In FIG. 6, the predicted locus K3 is indicated by a thick dashed line.

[0036] In the driving example of Fig. 6, the driver maintains the accelerator operation amount while the operating point A transitions along the loci J2 and J3. Therefore, the predicted locus K3 is a locus of the operating point A where the torque is constant and the rotation speed of the first drive source 4 increases, and the predicted locus K3 overlaps with the first resonance point X1. When the control unit 12 determines that the predicted locus K3 overlaps with the first resonance point X1, it outputs a signal to the control circuit of the inverter 6 to switch the control method from square wave control to sine wave control. In Fig. 6, the locus J3 of the operating point A when it switches to sine wave control is indicated by a thin dashed line.

[0037] Furthermore, the control unit 12 determines whether the torque at this time is equal to or lower than the upper limit torque (upper limit torque at the rotation speed) in sine wave control from the torque and rotation speed of the first drive source 4 indicated by the operating point A at this time. In the driving example of Fig. 6, the locus J3 is located below the boundary line e1 indicating the limit phase PL, and the above determination result is YES. If the above determination result is YES, the control unit 12 outputs the target torque as it is as the first torque command value.

[0038] 6, the locus J3 of the operating point A during sine wave control overlaps with the first resonance point X1, but since the first drive source 4 is not square wave controlled at this time, the occurrence of electrical resonance is suppressed around the first drive source 4 and the inverter 6. Therefore, the occurrence of noise due to the resonance is also suppressed.

[0039] Thereafter, when the operating point A transitions along the locus J3 and passes the first resonance point X1, the control unit 12 determines that the predicted locus of the operating point A does not overlap with the first resonance point X1, and ends the designation of the control method for the inverter 6. At the subsequent locus J4, the designation of the control method is ended, and the control method for the first drive source 4 is returned to the square wave control.

[0040] Fig. 7 is a diagram illustrating a second example of the operation of the vehicle control device according to the embodiment 1. Trajectories J1 to J5 in Fig. 7 show the transition of the operating point A of the first driving source 4 in one driving example of the vehicle 1. In the driving performance in Fig. 7, the rotation speed of the first driving source 4 gradually increases (the vehicle 1 accelerates) due to the output of torque from the first driving source 4, and the operating point A of the first driving source 4 transitions in order along the trajectories J1 to J5.

[0041] The loci J1 and J2 are the same as those in FIG. 6. When the operating point A is located at the rear end of the locus J2, the control unit 12 determines that the predicted locus K3 overlaps with the first resonance point X1. FIG. 7 shows a case where the torque of the operating point A at the time of the above determination is larger (located above the boundary line e1) than the upper limit torque (upper limit torque at the rotation speed at that time) in the sine wave control. In this case, the control unit 12 switches the control method of the first drive source 4 to the sine wave method, and reduces the first torque command value to a value lower than the target torque so that it is lower than the upper limit torque. The locus J3 of the operating point A when switched to the sine wave control is shown by a thin dashed line. The locus J3 is located below the boundary line e1 indicating that the voltage phase of the sine wave control is the limit phase PL.

[0042] In the locus J3, the operating point A of the first driving source 4 overlaps with the first resonance point X1, but since the control method of the first driving source 4 is switched to sine wave control, the occurrence of electrical resonance around the first driving source 4 and the inverter 6 is suppressed. Therefore, the occurrence of noise due to the resonance is also suppressed.

[0043] Thereafter, when the operating point A passes through the first resonance point X1, the control unit 12 determines the passage and ends the designation of the control method of the first drive source 4. Furthermore, the control unit 12 returns the first torque command value to the target torque. The trajectory J4 shows the trajectory of the operating point A when the control method of the inverter 6 is returned to the square wave control and the first torque command value is returned to the target torque. In the trajectory J4, the torque change amount per unit time may be limited to a specified value or less so that the operating point A gradually returns to the target torque. The trajectory J5 shows the trajectory of the operating point A after the first torque command value returns to the target torque.

[0044] <Control processing> Next, an example of the control process of the control unit that realizes the above control operation will be described. Fig. 8 is a flowchart showing the torque command value calculation process executed by the control unit. When the vehicle 1 is in a state where it can run, the control unit constantly executes the torque command value calculation process of Fig. 8 repeatedly.

[0045] In the torque command value calculation process, the control unit 12 first receives a target torque calculated by another control process (step S1). The target torque is calculated according to a driving operation and a predetermined constraint condition. Furthermore, the control unit 12 obtains a measured value of the rotation speed of the first driving source 4 from the speed sensor 4a (step S2).

[0046] Next, the control unit 12 branches the process based on the control state i (step S3). The control state i is set to an initial value "0".

[0047] As a result, when the process proceeds to step S4 with the control state i=0, the control unit 12 outputs the target torque received in step S1 to the control circuit of the inverter 6 as a first torque command value (step S4).

[0048] Next, the control unit 12 calculates a predicted trajectory of the operating point A of the first driving source 4 using the first torque command value output at each control timing from the current time point to a predetermined time ago and the value of the rotation speed of the first driving source 4 received at each control timing (step S5). The length (period length) of the calculated predicted trajectory is preferably set to a period length during which the control method of the first driving source 4 can be switched from square wave control to sine wave control before the operating point overlaps with the first resonance point X1. The method described above can be used to calculate the predicted trajectory.

[0049] Next, the control unit 12 compares the predicted trajectory with the first resonance map M1 and determines whether the predicted trajectory overlaps with the first resonance point X1 (step S6). If the result is NO, the process returns to step S1, but if the result is YES, the control state i is switched to a value "1" for increasing or decreasing the first torque command value (step S7), and then the process returns to step S1.

[0050] If the control state i=1 as a result of the branching process in step S3, the control unit 12 branches the process to step S8. Then, the control unit 12 first determines whether the target torque in step S1 is equal to or lower than the upper limit torque in the sine wave control at the rotation speed in step S2 (step S8). Since the target torque does not change suddenly, the target torque received in step S2 has a value equivalent to the torque of the first drive source 4 when the control method is switched to the sine wave control.

[0051] If the result of the determination in step S8 is YES, the control unit 12 sets the first torque command value to the target torque (step S9). On the other hand, if the result of the determination in step S8 is NO, the control unit 12 reduces the first torque command value to a value lower than the target torque (a value lower than the upper limit torque) (step S10). Then, the control unit 12 outputs the first torque command value to the control circuit of the inverter 6 (step S11), and outputs a signal designating sine wave control to the control circuit of the inverter 6 (step S12).

[0052] In step S8, the control unit 12 may determine whether the torque exceeds the upper limit torque of the sine wave control by determining whether the voltage phase when switching to the sine wave control exceeds the limit phase PL.

[0053] Next, the control unit 12 determines whether the operating point of the first drive source 4 has passed the first resonance point X1 (step S13), and if NO, returns the process to step S1. On the other hand, if YES, the control unit 12 switches the control state i to the value "0" to return it to the initial state (step S14), and then returns the process to step S1.

[0054] Then, when the control state i=0, the control unit 12 returns the process to the loop of steps S1 to S6, thereby returning to normal control in which the target torque is output as the first torque command value without specifying the control method.

[0055] When the first torque command value is reduced to or below the upper limit torque in sine wave control in step S10, the control unit 12 may gradually decrease the first torque command value until it is reduced to or below the upper limit torque. Furthermore, when the first torque command value is reduced to a low value in step S10 and then returned to the target torque in step S4, the control unit 12 may gradually return the first torque command value to the target torque.

[0056] Furthermore, in the torque command value calculation process, the control unit 12 may determine whether the operating point A of the first driving source 4 is located in the operating region R3 or in the operating regions R2 and R3. Then, only when the result of the determination is YES, the control unit 12 may perform a process of calculating a predicted trajectory (S5) and a process of checking the predicted trajectory against the first resonance map M1 (S6). By such control process, it is possible to reduce the load of the control process of the control unit 12 when the first driving source 4 is sinusoidally controlled.

[0057] By the torque command value calculation process as described above, the control operations shown in Figs. 6 and 7 are realized.

[0058] As described above, according to the vehicle control device 10 of the first embodiment, the storage unit 11 stores the first resonance map M1 in which one or more operating points at which resonance occurs in the operating region R3 of the first driving source 4 that is square wave controlled are indicated as the first resonance point X1. Then, when the predicted destination of the operating point A of the first driving source 4 overlaps with the first resonance point X1, the control unit 12 switches the control method of the first driving source 4 from square wave control to sine wave control. Therefore, even if the operating point A of the first driving source 4 overlaps with the first resonance point X1, the occurrence of electrical resonance in the first driving source 4, the inverter 6, and the surroundings is suppressed, and thus the occurrence of noise due to electrical resonance is suppressed.

[0059] Furthermore, according to the vehicle control device 10 of the first embodiment, when the control method of the first driving source 4 is switched to the sine wave control to avoid resonance, if the torque of the first driving source 4 is greater than the upper limit torque in the sine wave control, the control unit 12 reduces the first torque command value. Specifically, the control unit 12 reduces the first torque command value to a value smaller than the upper limit torque. Alternatively, the control unit 12 gradually reduces the first torque command value to a value smaller than the upper limit torque. Therefore, in the sine wave control, the voltage phase is prevented from exceeding the limit phase PL, and the first torque command value and the torque of the first driving source 4 are prevented from deviating from each other.

[0060] (Embodiment 2) 9 is a block diagram showing a vehicle equipped with a vehicle control device of embodiment 2. A vehicle 1A equipped with a vehicle control device 10 of embodiment 2 includes a second drive source 5 that outputs torque to a first wheel 2A, in addition to the same configuration as in embodiment 1. Components similar to those in embodiment 1 are given the same reference numerals and descriptions thereof will be omitted.

[0061] The second driving source 5 is, for example, an internal combustion engine, and the vehicle 1A includes an accessory 8 for driving the second driving source 5. The second driving source 5 may be an electric motor that is not rectangularly controlled. Furthermore, the first driving source 4 and the second driving source 5 may output torque to separate wheels (the first wheel 2A and the second wheel 2B) instead of outputting torque to the same wheel (the first wheel 2A).

[0062] In addition to the first torque command value, the control unit 12 calculates a second torque command value indicating the value of the torque to be output by the second drive source 5. The second torque command value is output to a control circuit of the auxiliary device 8. The control circuit performs feedback control to operate the auxiliary device 8 so that the second drive source 5 outputs a torque that coincides with the second torque command value.

[0063] Similarly to the first embodiment, when the predicted locus of the operating point of the first driving source 4 overlaps with the first resonance point X1, the control unit 12 switches the control method of the first driving source 4 to sine wave control. Furthermore, at that time, when the torque of the first driving source 4 is larger than the upper limit torque (upper limit torque according to the rotation speed at that time) in the sine wave control, the control unit 12 reduces the first torque command value, for example, to the above-mentioned upper limit torque or less.

[0064] In the second embodiment, the control unit 12 further increases the second torque command value when decreasing the first torque command value in accordance with switching of the control method of the first driving source 4. The increase amount of the second torque command value may be set corresponding to the decrease amount of the first torque command value so that the amount of change in the total torque of the first driving source 4 and the second driving source 5 is small, or so that the total torque of the first driving source 4 and the second driving source 5 approaches the target torque of the entire vehicle 1A.

[0065] <Example of operation> Figures 10A and 10B are diagrams for explaining an example of the operation of the vehicle control device according to embodiment 2. Figure 10A shows the transition of operating point A of the first driving source 4 in one driving example of the vehicle 1A. Figure 10B shows the transition of operating point B of the second driving source 5 in the same driving example as Figure 10A. The timing at which the operating point of the first driving source 4 transitions along the locus J1 to J5 in Figure 10A coincides with the timing at which the operating point of the second driving source 5 transitions along the locus J11 to J15 in Figure 10B.

[0066] 10A and 10B, the vehicle speed gradually increases due to the torque output from the first driving source 4 and the second driving source 5, and accordingly the rotation speeds of the first driving source 4 and the second driving source 5 gradually increase. In this driving example, the driver maintains a constant accelerator operation amount during the period when the operating point A transitions along the loci J3 and J4.

[0067] 10A, the trajectory J3 indicates the trajectory when the operating point A of the first driving source 4 overlaps with the first resonance point X1, similarly to the first embodiment. That is, on the trajectory J3, the control unit 12 switches the control method of the first driving source 4 to the sine wave control, and the first torque command value is reduced to or below the upper limit torque in the sine wave control.

[0068] In the second embodiment, the control unit 12 increases the second torque command value when decreasing the first torque command value along the locus J3 (locus J13 in FIG. 10B). In this way, when the first torque command value deviates from the target torque of the first driving source 4, the second torque command value is increased to be greater than the target torque of the second driving source 5, thereby making it possible to reduce the fluctuation in the torque of the entire vehicle 1A. Alternatively, the torque of the entire vehicle 1A can be made closer to the target torque of the entire vehicle 1A.

[0069] It is also assumed that when the control method of the first driving source 4 is switched to the sine wave control and the operating point A of the first driving source 4 coincides with the first resonance point X1, the torque of the first driving source 4 is equal to or lower than the upper limit torque in the sine wave control. In this case, the control method of the first driving source 4 is simply switched, and the first torque command value and the second torque command value are not increased or decreased as shown by the loci J3 and J13.

[0070] <Control processing> Next, an example of the control process of the control unit that realizes the above control operation will be described. Figures 11A and 11B are flowcharts showing the torque command value calculation process executed by the control unit. Steps S1 to S14 in Figures 11A and 11B are the same as steps S1 to S14 (Figure 8) of the torque command value calculation process in embodiment 1. Detailed description of the same steps will be omitted.

[0071] In the torque command value calculation process of the second embodiment, after step S2, the control unit 12 receives a target torque of the second driving source 5 calculated by another control process (step S21).

[0072] Furthermore, after step S4, the control unit 12 outputs the target torque received in step S21 to the control circuit of the auxiliary device 8 as a second torque command value (step S22).

[0073] After step S9, the control unit 12 sets the second torque command value as the target torque of the second driving source 5 (step S23).

[0074] Furthermore, after step S10, the control unit 12 increases the second torque command value to a value higher than the target torque of the second drive source 5 (step S24). The increase amount of the second torque command value may be equal to the decrease amount of the first torque command value in step S10.

[0075] Furthermore, after step S11, the control unit 12 outputs the second torque command value to the control circuit of the auxiliary device 8 (step S25).

[0076] When the second torque command value is increased in step S24, the control unit 12 may increase the second torque command value so that the value gradually increases. Furthermore, when the second torque command value is returned to the target torque in step S22 after increasing the second torque command value to a large value in step S12, the control unit 12 may process the second torque command value so as to gradually return it to the target torque.

[0077] The above control process realizes the control operations shown in FIGS. 10A and 10B.

[0078] As described above, according to the vehicle control device 10 of the second embodiment, when the control unit 12 decreases the first torque command value and switches the control method of the first drive source 4 to sine wave control, the control unit 12 increases the second torque command value. Therefore, when suppressing noise caused by electrical resonance of the first drive source 4, the inverter 6, and the periphery thereof, it is possible to reduce the fluctuation of the torque of the entire vehicle 1A. Alternatively, it is possible to make the torque of the entire vehicle 1A closer to the target torque of the entire vehicle 1A.

[0079] (Embodiment 3) Fig. 12 is a block diagram showing a vehicle equipped with a vehicle control device according to embodiment 3. Fig. 13 is a diagram showing a second resonance map stored in the storage unit.

[0080] A vehicle 1B equipped with a vehicle control device 10 of the third embodiment differs from the second embodiment mainly in that the second drive source 5 is an electric motor that is rectangularly controlled. A control unit 12 calculates a second torque command value indicating the value of the torque output by the first wheel 2A in addition to the first torque command value. The second torque command value is output to a control circuit of an inverter 8A that drives the second drive source 5. The control circuit controls the operation of the inverter 8A by performing feedback control so that the second drive source 5 outputs a torque that coincides with the second torque command value. The vehicle 1B has a speed sensor 5a that directly or indirectly measures the rotation speed of the second drive source 5, and the measurement value of the speed sensor 5a is sent to the control unit 12.

[0081] The storage unit 11 of the vehicle control device 10 stores a second resonance map M2 in addition to the first resonance map M1 described in the first embodiment. In the second resonance map M2, as shown in Fig. 13, one or more operating points at which resonance occurs in or around the second drive source 5 in an operating region R13 of the second drive source 5 when square wave control is performed are indicated as second resonance points X2. The second resonance map M2 is created in advance based on tests, simulations, or the like, and is stored in the storage unit 11.

[0082] The operating region of the second driving source 5 is represented by a two-dimensional region whose components are the rotational speed of the second driving source 5 and the torque of the second driving source 5, and one point in the region corresponds to one operating point of the second driving source 5. The operating region of the second driving source 5 includes an operating region R11 where sine wave control is performed, an operating region R13 where square wave control is performed, and an operating region R12 where transitional control between sine wave control and square wave control is performed.

[0083] In the operating region of the second drive source 5, the operating region R13 where square wave control is performed and the operating region where sine wave control is possible also partially overlap. The upper boundary line e2 of the operating region where sine wave control is possible is shown in FIG. 13. The boundary line e2 corresponds to the operating point where the voltage phase of the inverter 8A under sine wave control reaches the limit phase. In other words, when the operating point of the second drive source 5 is located on the boundary line e2, the torque value of the operating point corresponds to the upper limit torque that the second drive source 5 can output under sine wave control (the upper limit torque at the rotation speed of the above operating point).

[0084] Therefore, even if the operating point of the second drive source 5 is located in the operating region R13 of the square wave control, if it is located below the boundary line e2, the control method of the second drive source 5 can be switched from square wave control to sine wave control while maintaining the torque of the second drive source 5. On the other hand, if the operating point of the second drive source 5 is located above the boundary line e2 in the operating region R3 of the square wave control, the control method of the second drive source 5 cannot be switched from square wave control to sine wave control while maintaining the torque of the second drive source 5. In this case, the control method of the second drive source 5 can be switched from square wave control to sine wave control by lowering the torque of the second drive source 5 to move the operating point below the boundary line e2. Here, the side with larger torque is called the upper side, and the side with smaller torque is called the lower side.

[0085] When the second drive source 5 is driven, the control circuit of the inverter 8A appropriately switches between sine wave control, square wave control, and transient control according to the second torque command value and the rotation speed of the second drive source 5. Meanwhile, in this embodiment, when the operating point of the second drive source 5 is located in an overlapping portion between the operating region R13 and the operating region where sine wave control is possible, the control unit 12 can output a signal specifying a control method to the control circuit of the inverter 8A. Then, the signal can specify whether the inverter 8A performs sine wave control or square wave control.

[0086] The second resonance points X2 shown in the second resonance map M2 are included in an operating region R13 in which square wave control is performed. The second resonance points X2 are typically concentrated in a specific rotation speed range W2 in the operating region R13. There may be only one specific rotation speed range W2 in which the second resonance points X2 are concentrated, or there may be multiple specific rotation speed ranges W2.

[0087] In the vehicle 1B, when both the first driving source 4 and the second driving source 5 output torque, the rotational speed of the first driving source 4 and the rotational speed of the second driving source 5 are constrained to a predetermined first ratio. For example, when the rotational motion of the first driving source 4 is output to the first wheel 2A at a reduction ratio of 1 / 4, and the rotational motion of the second driving source 5 is output to the first wheel 2A at a reduction ratio of 1 / 2, the rotational speed of the first driving source 4 is a value obtained by multiplying the rotational speed of the second driving source 5 by the first ratio "2". In the following, a case where the first ratio is "1", that is, a case where the rotational speed of the first driving source 4 matches the rotational speed of the second driving source 5, will be described, but the first ratio may be a value other than "1".

[0088] In the third embodiment, the operating point of the first driving source 4 is set not to overlap with the first resonance point X1 and the operating point of the second driving source 5 is set not to overlap with the second resonance point X2 at the same time. That is, the above setting is realized by making the resonant frequency characteristics of the first driving source 4 and its peripheral circuits different from the resonant frequency characteristics of the second driving source 5 and its peripheral circuits, or by making the gear ratio of the first driving source 4 different from the gear ratio of the second driving source 5. Alternatively, the above setting is realized by making both the resonant frequency characteristics and the gear ratio different.

[0089] As a result, the rotation speed range W1 (see FIG. 2) in which the first resonance point X1 of the first resonance map M1 is located and the range obtained by multiplying the rotation speed range W2 (see FIG. 13) in which the second resonance point X2 of the second resonance map M2 is located by the first ratio "1" do not overlap.

[0090] In the third embodiment, the control unit 12 controls the first driving source 4 in the same manner as in the first embodiment.

[0091] In the third embodiment, the control unit 12 also performs the same process for the second driving source 5 as the process for the first driving source 4 described in the first embodiment. That is, the control unit 12 switches the control method of the second driving source 5 to sine wave control before the operating point B of the second driving source 5 overlaps with the second resonance point X2. Furthermore, if the torque at that time is greater than the upper limit torque in the sine wave control, the control unit 12 reduces the second torque command value. Specifically, the control unit 12 reduces the second torque command value to a value lower than the target torque, so as to be equal to or lower than the upper limit torque.

[0092] Furthermore, when the control unit 12 decreases the second torque command value and switches the control method of the second driving source 5 to sine wave control, the control unit 12 increases the first torque command value. Specifically, the control unit 12 increases the first torque command value to a value larger than the target torque of the first driving source 4 so that the torque of the entire vehicle 1B becomes smaller. Alternatively, the control unit 12 increases the first torque command value to a value larger than the target torque of the first driving source 4 so that the torque of the entire vehicle 1B approaches the target torque of the entire vehicle 1B.

[0093] Similarly, when the control unit 12 decreases the first torque command value to switch the control method of the first driving source 4 to sine wave control, the control unit 12 increases the second torque command value. Specifically, the control unit 12 increases the second torque command value to a value larger than the target torque of the second driving source 5 so that the torque of the entire vehicle 1B becomes smaller. Alternatively, the control unit 12 increases the second torque command value to a value larger than the target torque of the second driving source 5 so that the torque of the entire vehicle 1B approaches the target torque of the entire vehicle 1B.

[0094] <Example of operation> 14A and 14B are diagrams for explaining an example of the operation of the vehicle control device according to the third embodiment. FIG. 14A shows the transition of the operating point A of the first driving source 4 in two driving examples of the vehicle 1B. FIG. 14B shows the transition of the operating point B of the second driving source 5 in the same two driving examples as FIG. 14A. In the first driving example, the operating point A of the first driving source 4 transitions in sequence along the loci J31 to J33, and the operating point B of the second driving source 5 transitions in sequence along the loci J41 to J43. In the second driving example, the operating point A of the first driving source 4 transitions in sequence along the loci J34 to J36, and the operating point B of the second driving source 5 transitions in sequence along the loci J44 to J46. The timing at which the operating point A transitions along the loci J31 to J36 in FIG. 14A coincides with the timing at which the operating point B transitions along the loci J41 to J46 in FIG. 14B.

[0095] In the two driving examples of Figures 14A and 14B, the vehicle speed gradually increases due to the torque output of the first driving source 4 and the second driving source 5, and accordingly the rotation speeds of the first driving source 4 and the second driving source 5 gradually increase. In the first driving example, the driver maintains a constant operation with a large accelerator operation amount. In the second driving example, the driver maintains a constant operation with a small accelerator operation amount.

[0096] 14B, a locus J42 shows a transition when the operating point B overlaps with the second resonance point X2. That is, in the locus J42, the control unit 12 switches the control method of the second drive source 5 to the sine wave control, and the second torque command value is reduced to or below the upper limit torque in the sine wave control. Then, after the operating point B passes the second resonance point X2, the second torque command value is returned to the target torque of the second drive source 5.

[0097] 14A, a trajectory J32 shows a transition of the operating point A of the first driving source 4 in conjunction with the reduction in the second torque command value of the trajectory J42. That is, in the trajectory J32, the control unit 12 increases the first torque command value in conjunction with the reduction in the second torque command value, and then returns it to the target torque of the first driving source 4.

[0098] It is also assumed that when the control method of the second driving source 5 is switched to the sine wave control due to the operating point B of the second driving source 5 coinciding with the second resonance point X2, the target torque of the second driving source 5 will be equal to or lower than the upper limit torque in the sine wave control at the rotation speed of the second driving source 5 at that time. In this case, the control method of the second driving source 5 is simply switched, and the first torque command value and the second torque command value are not increased or decreased as shown by the loci J32 and J42.

[0099] 14A, a locus J35 shows a transition of the operating point A of the first driving source 4 when the operating point coincides with the first resonance point X1. That is, in the locus J35, the control unit 12 switches the control method of the first driving source 4 to the sine wave control, and the first torque command value is reduced to or below the upper limit torque in the sine wave control.

[0100] 14B, a trajectory J45 shows a transition of the operating point B of the second driving source 5 in conjunction with the reduction in the first torque command value of the trajectory J35. That is, in the trajectory J45, the control unit 12 increases the second torque command value in conjunction with the reduction in the first torque command value, and then returns it to the target torque of the second driving source 5.

[0101] It is also assumed that when the control method of the first driving source 4 is switched to the sine wave control due to the operating point A of the first driving source 4 overlapping with the first resonance point X1, the target torque of the first driving source 4 may be equal to or lower than the upper limit torque in the sine wave control at the rotation speed of the first driving source 4 at that time. In this case, the control method of the first driving source 4 is simply switched, and the first torque command value and the second torque command value are not increased or decreased as shown by the loci J35 and J45.

[0102] As described above, the rotation speed range W1 of the first drive source 4 in which the first resonance point X1 is located and the rotation speed range W2 of the second drive source 5 in which the second resonance point X2 is located (the range obtained by multiplying the range by the first ratio "1") do not overlap. This prevents the first control for switching the control method of the first drive source 4 due to the first resonance point X1 and the second control for switching the control method of the second drive source 5 due to the second resonance point X2 from occurring simultaneously. This prevents the process for decreasing the first torque command value during the first control and the process for decreasing the second torque command value during the second control from occurring simultaneously.

[0103] <Control processing> Next, an example of the control process of the control unit that realizes the above control operation will be described. Fig. 15A and Fig. 15B are the first and third parts of a flow chart showing the torque command value calculation process executed by the control unit. Steps S1, S2, S4 to S7, S21, and S22 in Fig. 15A are the same as steps S1, S2, S4 to S7, S21, and S22 (Fig. 11A) of the torque command value calculation process of the second embodiment. In addition, the process when branching in step S3 in Fig. 15A when the control state i=1 is set is the same as the process in Fig. 11B. Detailed description of the same steps will be omitted.

[0104] In the torque command value calculation process of the third embodiment, after step S21, the control unit 12 acquires the measurement value of the rotation speed of the second driving source 5 from the speed sensor 5a (step S31).

[0105] In the branching process in step S3, in addition to the branch corresponding to the control state i=1, a branch corresponding to the control state i=2 is added.

[0106] In the torque command value calculation process of the third embodiment, if the result of step S6 in FIG. 15A is NO, the control unit 12 calculates a predicted trajectory of the operating point B of the second driving source 5 (step S32). The calculation method of the predicted trajectory is the same as the calculation method of the predicted trajectory of the operating point A of the first driving source 4. Each operating point of the predicted trajectory corresponds to a predicted destination of the operating point B. Next, the control unit 12 compares the predicted trajectory with the second resonance map M2 and determines whether the predicted trajectory overlaps with the second resonance point X2 (step S33). If the result of the determination is NO, the process returns to step S1, but if the result of the determination is YES, the control state i is switched to a value "2" to avoid resonance around the second driving source 5 (step S34), and then the process returns to step S1.

[0107] As a result of the branching process in step S3, when the control state i=1, the process from step S8 (FIG. 11B) is executed as in the second embodiment. On the other hand, when the control state i=2, the control unit 12 shifts the process to step S35. Steps S35 to S44 are the same as the process sequence of steps S8 to S14 and S23 to S25 in FIG. 11B. Steps S35 to S44 are the same as the process sequence in which the process for the first driving source 4 and the process for the second driving source are simply interchanged, and therefore detailed description thereof will be omitted.

[0108] By such a torque command value calculation process, the operations shown in Figs. 14A and 14B are realized.

[0109] As described above, according to the vehicle control device 10 of the third embodiment, the control method of the second drive source 5 is also switched to the sine wave control before the operating point B overlaps with the second resonance point X2. Therefore, the occurrence of electrical resonance in the second drive source 5, the inverter 8A, and the periphery thereof is suppressed, and thus the occurrence of noise due to electrical resonance is suppressed. Furthermore, when the control method of the second drive source 5 is switched to the sine wave control to avoid resonance, if the torque of the second drive source 5 is larger than the upper limit torque in the sine wave control, the second torque command value is reduced to a small value. Therefore, in the sine wave control of the second drive source 5, the voltage phase is suppressed from exceeding the limit phase PL, and the deviation between the second torque command value and the torque of the second drive source 5 can be suppressed.

[0110] Furthermore, according to the vehicle control device 10 of the third embodiment, the rotation speed range W1 in which the first resonance point X1 of the first resonance map M1 is located and the range obtained by multiplying the rotation speed range W2 in which the second resonance point X2 of the second resonance map M2 is located by the first ratio "1" do not overlap (see Figs. 2 and 13). Therefore, it is possible to prevent the first control for switching the control method of the first drive source 4 due to the first resonance point X1 and the second control for switching the control method of the second drive source 5 due to the second resonance point X2 from occurring simultaneously. Therefore, it is possible to prevent the process of decreasing the first torque command value during the first control and the process of decreasing the second torque command value during the second control from occurring simultaneously.

[0111] (Embodiment 4) FIG. 16 is a block diagram showing a vehicle control device according to a fourth embodiment. The vehicle control device 10 of the fourth embodiment can be mounted on the vehicle 1B of the third embodiment described above. In the fourth embodiment, a storage unit 11 of the vehicle control device 10 stores a plurality of first resonance maps M1 and a plurality of second resonance maps M2 corresponding to a plurality of environmental conditions. The environmental conditions include the outside air temperature, the temperatures of the first driving source 4 and the inverter 6, the temperatures of the second driving source 5 and the inverter 8A, and the output voltage of the battery 7. In addition, the environmental conditions may be any conditions that affect the position of the first resonance point X1 in the operating range of the first driving source 4 and the position of the second resonance point X2 in the operating range of the second driving source 5. The plurality of first resonance maps M1 and the plurality of second resonance maps M2 are stored in association with the plurality of environmental conditions, respectively.

[0112] The vehicle on which the vehicle control device 10 is mounted has an environmental sensor 3 s that measures environmental conditions, and the measurement values ​​of the environmental sensor 3 s are output to the control unit 12 .

[0113] 17 is a flowchart showing a resonance map selection process executed by the control unit of the embodiment 4. The control unit 12 executes the resonance map selection process when the system of the vehicle 1 is started or when a change in the environment is expected. Then, the control unit 12 acquires a measurement value from the environment sensor 3s (step S51), and selects the first resonance map M1 and the second resonance map M2 corresponding to the measurement value (step S52).

[0114] Then, the control unit 12 executes the torque command value calculation process of the above-described third embodiment by using the selected first resonance map M1 and second resonance map M2.

[0115] In the vehicle control device 10 mounted on the vehicle 1, 1A shown in the first and second embodiments, a plurality of first resonance maps M1 corresponding to a plurality of environmental conditions may be stored in the storage unit 11. The vehicles 1, 1A shown in the first and second embodiments refer to vehicles that do not have a second drive source 5, or vehicles in which no resonance point exists in the operating region of the second drive source 5. In this case, the control unit 12 may select and use one first resonance map M1 corresponding to the environmental condition to calculate the first torque command value.

[0116] As described above, according to the vehicle control device 10 of the fourth embodiment, even if the resonance point changes depending on the environmental conditions, it is possible to suppress the generation of noise caused by electrical resonance occurring in the first drive source 4, the inverter 6, and the periphery thereof in response to the change. Similarly, it is possible to suppress the generation of noise caused by electrical resonance occurring in the second drive source 5, the inverter 8A, and the periphery thereof.

[0117] The above-mentioned torque command value calculation process program or the resonance map selection process program is stored in a non-transient computer readable medium such as a ROM of the control unit 12. The control unit 12 may be configured to read the program stored in a portable non-transient recording medium and execute the program. The portable non-transient storage medium may store the above-mentioned torque command value calculation process program or the resonance map selection process program.

[0118] The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. The details of the embodiments can be modified as appropriate without departing from the spirit of the invention. [Explanation of symbols]

[0119] Cars 1, 1A, and 1B 2A 1st wheel 2B 2nd wheel 3s Environmental Sensor 4 First drive source 4a Speed ​​sensor 5 Second driving source 5a Speed ​​sensor 6, 8A inverter 7 Battery 8. Auxiliary Equipment 9 Driving operation section 10 Vehicle control device 11 Storage section 12 Control unit M1 1st Resonance Map M2 2nd Resonance Map X1 1st resonance point X2 2nd resonance point R3, R13 Square wave control operating area R4 Sine wave controllable operating region e1, e2 border W1, W2 rotation speed range A, B operating point K3 Predicted trajectory

Claims

1. A vehicle control device mounted on a vehicle in which torque is output to a first wheel from a first drive source that is an electric motor, A storage unit that stores a first resonance map; a control unit that calculates a first torque command value indicating a value of a torque to be outputted from the first drive source and is capable of switching a control method for the first drive source; Equipped with The first resonance map indicates, as a first resonance point, one or a plurality of operating points at which resonance occurs in an operating region of the first drive source that is controlled by a rectangular wave, and The control unit switches a control method of the first drive source from square wave control to sine wave control when a predicted destination of the operating point of the first drive source overlaps with the first resonance point, and further reduces the first torque command value when switching the control method of the first drive source from square wave control to sine wave control and the torque of the first drive source is greater than an upper limit torque in sine wave control.

2. the vehicle includes a second drive source that outputs torque to the first wheel or a second wheel different from the first wheel; the control unit calculates a second torque command value indicating a value of a torque to be output by the second drive source; 2. The vehicle control device according to claim 1, wherein the control unit switches a control method of the first drive source to sine wave control, and increases the second torque command value when decreasing the first torque command value.

3. the second drive source is an electric motor, the storage unit stores a second resonance map in which one or more operating points at which resonance occurs in an operating region of the second drive source that is controlled by a rectangular wave are indicated as second resonance points; components of the first resonance map include a rotation speed of the first drive source and a torque of the first drive source; components of the second resonance map include a rotation speed of the second drive source and a torque of the second drive source; a rotation speed of the first drive source is a value obtained by multiplying a rotation speed of the second drive source by a first ratio, 3. The vehicle control device according to claim 2, wherein the range of rotational speeds of the first drive source in which the first resonance point is located in the first resonance map does not overlap with the range obtained by multiplying the range of rotational speeds of the second drive source in which the second resonance point is located in the second resonance map by the first ratio.

4. the storage unit stores a plurality of the first resonance maps corresponding to a plurality of environmental conditions, 4. The vehicle control device according to claim 1, wherein the control unit uses one of the plurality of first resonance maps that corresponds to an environmental condition.

Images