Vehicle control device

Abstract

The vehicle control device comprises a first control unit that derives a required torque for the motor, and a second control unit that is configured to be able to communicate with the first control unit and controls the motor based on the required torque derived by the first control unit, and the first control unit predicts future motor rotation speed and derives the required torque based on the required torque derived in the past for a time corresponding to the delay time caused by the communication time with the second control unit and the calculation time for deriving the required torque, and motor rotation speed information transmitted from the second control unit.

Description

[Technical Field]

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

[0002] Hybrid vehicles equipped with an engine and a rotating electrical machine (motor, generator, motor generator) have become widespread. Hybrid vehicles are equipped with multiple ECUs (Electronic Control Units) as control units for controlling various parts within the vehicle. In order to improve the accuracy of vehicle driving control by the ECU, methods for predicting future control signals based on detected signal values ​​have been studied.

[0003] For example, Patent Document 1 describes a configuration in which the rotation speed of the electric motor that is expected when the electric motor is controlled is calculated based on the detected rotation speed of the electric motor. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2008-247251 Summary of the Invention [Problem to be solved by the invention]

[0005] In a hybrid vehicle, multiple ECUs and each component are connected to each other via various connection methods, such as a Controller Area Network (CAN) or a Local Interconnect Network (LIN). These connection methods can cause delays in the transmission and reception of signals and data. Furthermore, because a certain amount of processing time is required for the ECU to derive a control signal for each component of the vehicle, a discrepancy can occur between the timing at which the control signal is calculated and the actual control timing using the control signal. Therefore, to achieve more accurate control, it is necessary to derive the control signal while taking into account the delays associated with the connection method and the delays due to the derivation process.

[0006] For example, in motor control, the maximum output that can be used in synchronization with the motor's rotation is specified in advance. Therefore, it is usually necessary to control and limit the motor rotation speed and required torque so that this maximum output is not exceeded. On the other hand, if control is performed without taking into account the delays mentioned above, a control signal that exceeds the maximum output may be output, resulting in a situation where the output upper limit is exceeded. As a result, appropriate vehicle control will not be performed.

[0007] The present invention has been devised in view of the above-mentioned problems, and aims to achieve more accurate vehicle control by taking into account delays caused by communication and calculations. However, in addition to this object, another object of the present invention is to achieve effects that are derived from the configurations shown in the below-described embodiments of the invention and that cannot be obtained by conventional techniques. [Means for solving the problem]

[0008] A vehicle control device according to an embodiment of the present invention has the following configuration: a first control unit that derives a required torque for the motor; a second control unit configured to be able to communicate with the first control unit and to control the motor based on the required torque derived by the first control unit; Equipped with The first control unit predicts the future rotation speed of the motor based on the required torque derived in the past for a time corresponding to the delay time caused by the communication time between the first control unit and the second control unit and the calculation time for deriving the required torque, and the motor rotation speed information transmitted from the second control unit, and derives the required torque based on the predicted rotation speed.

[0009] A vehicle control device according to another aspect of the present invention has the following configuration: That is, the vehicle control device is a vehicle capable of running using a motor, a control unit that derives a required torque for the motor and controls the motor based on the required torque, The control unit predicts the future rotation speed of the motor based on past required torque for a period of time corresponding to the delay time caused by the calculation time required to derive the required torque and information about the motor's rotation speed, and derives the required torque based on the predicted rotation speed. [Effects of the Invention]

[0010] The present invention makes it possible to realize more accurate vehicle control by taking into account delays caused by communication and calculations. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic diagram showing an example of the configuration of a vehicle according to an embodiment of the present invention; [Figure 2] 1 is a schematic diagram showing an example of the configuration of a vehicle according to an embodiment of the present invention; [Figure 3] FIG. 4 is a sequence diagram of a required torque derivation process according to an embodiment of the present invention. [Figure 4] FIG. 4 is a graph showing an example of control according to an embodiment of the present invention. [Figure 5] FIG. 10 is a schematic diagram showing an example of the configuration of a vehicle according to a modified example of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] A vehicle control device according to an embodiment will be described with reference to the drawings. The embodiments described below are merely examples, and are not intended to exclude various modifications or applications of techniques not explicitly described in the following embodiments. The configurations of the present embodiment can be modified in various ways without departing from the spirit of the invention. Furthermore, they can be selected or combined as needed. In addition, the same reference numerals are used to indicate corresponding relationships between the same components in the drawings.

[0013] First Embodiment [Overall configuration] A vehicle 10 to which the control method according to this embodiment can be applied will be described. The vehicle 10 is a hybrid vehicle equipped with an engine 107 as a drive source, a front motor 104 and a rear motor 105 (rotating electric machines) for driving, and a generator (electric generator) 106. Therefore, the vehicle 10 according to this embodiment can be a vehicle such as an HEV (Hybrid Electric Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle: a plug-in hybrid capable of external charging or external power supply). In addition, in the present invention, the drive system of the vehicle 10 is not particularly limited, and any of front-wheel drive, rear-wheel drive, four-wheel drive, etc. may be used.

[0014] In vehicle 10, battery 100 is connected to inverters 101, 102, and 103 that convert between direct current and alternating current, and each inverter is connected to a front motor 104, a rear motor 105, and a generator 106. Inverters 101 and 102 convert the direct current power supplied from battery 100 into three-phase alternating current power and supply it to front motor 104 and rear motor 105, respectively. Inverter 103 converts the three-phase alternating current power generated by generator 106 into direct current power, which is used to charge battery 100 and as a power source for auxiliary equipment (not shown).

[0015] The rotation speeds and operating states (power running, regenerative / generative running) of the front motor 104, rear motor 105, and generator 106 are controlled by controlling the corresponding inverters. During regenerative braking of the vehicle 10, the front motor 104 and rear motor 105 function as generators, and the three-phase AC power generated by each motor is converted into DC power by inverters 101 and 102 and used to charge the battery 100.

[0016] The rotor shaft of the generator 106 is mechanically connected to the output shaft of the engine 107, and generates electricity through the rotation of the engine 107. Here, the rotation speeds of the engine 107 and the generator 106 are the same. The generator 106 can operate independently of the operation of the front motor 104. The generator 106 functions as an electric motor (starter) when starting the engine 107, and is driven by engine power to generate electricity when the engine 107 is operating. Furthermore, the generator 106 transmits driving force to the drive shaft of the vehicle 10 in a powered state. The generator 106 also rotates the engine 107 as a load and uses the generated electricity for waste electricity.

[0017] If the vehicle 10 is a plug-in type, the battery 100 may be charged by power supplied from a commercial household power source or a quick-charging power source at a charging station via a charging device (not shown).

[0018] The engine 107 is an internal combustion engine (gasoline engine, diesel engine) that uses gasoline or diesel as fuel. The operating state of the engine 107 is controlled by the ECU 112.

[0019] The vehicle 10 can run in a plurality of driving modes, such as EV mode, series mode, and parallel mode. These driving modes are selected by the ECU 112 in accordance with the vehicle state, driving state, the driving force required by the driver, etc. Furthermore, the operations of the engine 107, generator 106, front motor 104, and rear motor 105 are selectively controlled depending on the driving mode.

[0020] The clutch CL mechanically connects or disconnects the transmission of the rotational torque of the engine 107 to the gear mechanism 108. By disconnecting the clutch CL, the output shaft of the engine 107 is mechanically connected only to the generator 106, and the vehicle 10 is in the EV driving mode or the series driving mode. By connecting the clutch CL, the output shaft of the engine 107 is connected not only to the generator 106 but also to the gear mechanism 108. The clutch CL is controlled by the ECU 112.

[0021] The gear mechanisms 108 and 110 are power transmission devices that integrate a final drive (final reduction gear) including a differential and a transmission (reduction gear), and incorporate multiple mechanisms that transmit power between a driving source and a driven device. The gear mechanism 108 transmits the driving torque of the front motor 104 to the front wheels 109, and can also transmit the driving torque of the engine 107 to the front wheels 109 when the clutch CL is in an engaged state. The rear motor 105 transmits driving torque to the rear wheels 111 via the gear mechanism 110.

[0022] An ECU (Electronic Control Unit) 112 constitutes a control unit of the vehicle 10. The ECU 112 calculates the vehicle required output power required for driving the vehicle 10 based on the detected amounts by the sensors 130 and various operational information, and controls the clutch CL and the inverters 101, 102, and 103 to switch the driving mode, and also controls the output of the engine 107, the front motor 104 and the rear motor 105, the generator 106, and the like.

[0023] The ECU 112 is an electronic control unit configured as an LSI (Large-Scale Integration) device or an embedded electronic device that includes a processor such as a CPU (Central Processing Unit), a ROM (Read-Only Memory) that stores control programs and the like executed by the processor, a RAM (Random Access Memory) as an operating area for the control programs, an interface unit with peripheral circuits, etc. The control method according to this embodiment can be implemented by executing a program on the processor of the ECU 112.

[0024] In this embodiment, the ECU 112 is composed of a plurality of ECUs according to the processing contents and parts. Here, the ECU 112 is composed of a motor ECU 120 and an HEV-ECU 121. The motor ECU 120 mainly derives and outputs control signals for controlling the operation of each motor. The HEV-ECU 121 is responsible for the overall control of the vehicle 10. In this embodiment, an example in which the motor ECU 120 and the HEV-ECU 121 cooperate to control each motor will be described later.

[0025] The sensors 130 are provided to detect conditions inside the vehicle 10 and include multiple types of sensors. The sensors 130 may include, for example, an accelerator position sensor, a brake sensor, a speed sensor, an engine rotation sensor, a battery remaining capacity sensor, a temperature sensor, etc. Signals detected by the sensors 130 are provided to the ECU 112 in a timely manner.

[0026] (Motor control configuration) 2 is a schematic diagram showing part of the configuration around the ECU of the vehicle 10 according to this embodiment. In this embodiment, the motor ECU 120 and the HEV-ECU 121 cooperate to control various motors. Here, the front motor 104 will be used as an example of the motor to be controlled. Therefore, the other motors and their corresponding inverters may be connected to the ECU in the same manner.

[0027] In this embodiment, the motor ECU 120 and the HEV-ECU 121 are communicatively connected via a CAN (Control Area Network). The motor ECU 120, the sensors 130, and the inverter 101 are also connected via signal lines. The inverter 101 and the front motor 104 are further connected by a power supply line for power supply. The front motor 104 is provided with a resolver 200 as a rotation sensor for detecting the rotation speed of the front motor, and the detection value detected by the resolver 200 is provided to the inverter 101 via the signal line. The resolver 200 is also included in the sensors 130, but is shown separately here. Therefore, the signal value detected by the resolver 200 is also provided to the motor ECU 120.

[0028] Here, CAN communication between the motor ECU 120 and the HEV-ECU 121 requires a certain amount of communication time. That is, time is required for communication when a signal is transmitted from the motor ECU 120 to the HEV-ECU 121 and when a signal is transmitted from the HEV-ECU 121 to the motor ECU 120. As a result, this time results in a difference in processing timing between the motor ECU 120 and the HEV-ECU 121, i.e., a delay. Furthermore, when the HEV-ECU 121 performs a predetermined process based on a request from the motor ECU 120, the process requires a certain amount of time. This time also results in a difference in processing timing between the motor ECU 120 and the HEV-ECU 121, i.e., a delay.

[0029] In motor control, the maximum output that can be used in a rotation period is predetermined, so the required torque must be limited to this maximum output. The motor output can be calculated using the following formula: Motor output [kW] = required torque [Nm] x motor rotation speed [rad / sec]

[0030] 2, the required torque value is derived so that the motor output does not exceed the maximum output. However, as described above, delays occur between the motor ECU 120 and the HEV-ECU 121 due to communication time and calculation time, and if the required torque is derived without taking such delays into consideration, the maximum output that can be used in the rotation period may be exceeded.

[0031] A more specific explanation will be given. As an example, one calculation cycle of the motor ECU 120 and the HEV-ECU 121 is assumed to be 10 msec. In this case, the HEV-ECU 121 is responsible for deriving the required torque for the front motor 104 in order to derive a control signal for controlling the front motor 104. First, the motor ECU 120 transmits to the HEV-ECU 121 information for deriving the required torque, for example, information on the rotation speed of the front motor 104 detected by the sensors 130 including the resolver 200, together with the request. At this time, one cycle (i.e., 10 msec) is required by CAN communication (the first 2 The communication time is 10 msec. Furthermore, the time for one cycle (i.e., 10 msec) is required for the HEV-ECU 121 to derive the required torque (computation time). Furthermore, the HEV-ECU 121 transmits information on the derived required torque to the motor ECU 120. At this time, the time for one cycle (i.e., 10 msec) is required by the CAN communication (computation time). 1 In other words, the total of the first communication time, the calculation time, and the second communication time is three cycles (i.e., 30 msec) required for the motor ECU 120 to acquire the required torque after acquiring the detection value from the sensors 130, which results in a delay in the motor control.

[0032] Therefore, in this embodiment, the delay time is taken into consideration and the future motor rotation speed is predicted on the HEV-ECU 121 side, and the required torque is derived based on this.

[0033] [Processing Sequence] 3 shows a processing sequence according to this embodiment for deriving the required torque by predicting the motor rotation speed, taking into account delays caused by the connection mode of the ECU 112. This processing sequence is realized, for example, by the processing units of the motor ECU 120 and the HEV-ECU 121 reading and executing programs and data stored in their respective storage units. This processing sequence may be started when the vehicle 10 starts operating. It is also assumed that the motor ECU 120 is provided with information for controlling the front motor 104 from among the signal values ​​detected by the sensors 130 as needed.

[0034] In step S301, the motor ECU 120 acquires the current rotation speed of the front motor 104 from the sensors 130. Here, the rotation speed may be acquired from the resolver 200 installed in the front motor 104. Furthermore, the time required for communication to acquire the motor rotation speed, i.e., the delay, is small compared to CAN communication and can be ignored in the following description.

[0035] In step S302, the motor ECU 120 transmits the rotation speed of the front motor 104 acquired in step S301 to the HEV-ECU 121 (first communication).

[0036] In step S303, the HEV-ECU 121 acquires the rotation speed of the front motor 104 transmitted from the motor ECU 120. As described above, an error of one cycle, i.e., a delay, occurs due to CAN communication between the transmission process in step S302 and the acquisition process in step S303.

[0037] In step S304, the HEV-ECU 121 identifies a required torque within a predetermined range from the required torques derived in the past. The required torques derived in the past are assumed to be stored in a storage unit (not shown) provided in the HEV-ECU 121. In this embodiment, it is assumed that a delay of three cycles occurs as described above, and the required torques derived in the past for three cycles are identified. Here, the newly derived required torque is T n The past required torque specified here is expressed as T n-1, T n-2 , T n-3 It is expressed as:

[0038] In step S305, the HEV-ECU 121 calculates the rotation speed R of the front motor 104 acquired in step S303. n Based on the past required torque determined in step S304, the future predicted motor rotation speed R of the front motor 104 is calculated. p Furthermore, the HEV-ECU 121 derives the predicted motor rotation speed R p Based on this, the required torque T n Specifically, the predicted motor rotation speed R is calculated using the following formula: p and the required torque T n is derived.

[0039] R p =R n +(T n-1 / J)×P c +(T n-2 / J)×P c +(T n-3 / J)×P c T n =O limit / R x R p : Estimated motor rotation speed [rad / sec] R n :Motor rotation speed [rad / sec] T n : Required torque [Nm] T n-1 : Required torque one cycle ago [Nm] T n-2 : Required torque 2 cycles ago [Nm] T n-3 : Required torque 3 cycles ago [Nm] P c : Control period [sec] (fixed value) J: Motor shaft inertia (fixed value) O limit : Rotational cycle limit output [kW] (fixed value)

[0040] In this embodiment, the following values ​​are used for each parameter. P c =0.01 [sec] O limit =12[kW] Furthermore, the inertia J may be determined in advance depending on the configuration of the motor shaft of the front motor 104 and the like.

[0041] In step S306, HEV-ECU 121 transmits the required torque derived in step S305 to motor ECU 120 (second communication).

[0042] In step S307, the HEV-ECU 121 stores the required torque derived in step S305 in a storage unit (not shown). By sequentially storing the derived required torque, it becomes possible to use it as a past required torque in the identification process in step S304. Then, the processing of the HEV-ECU returns to step S303 and the processing is repeated.

[0043] In step S308, motor ECU 120 acquires the required torque transmitted from HEV-ECU 121. As described above, an error of one cycle, i.e., a delay, occurs due to CAN communication between the transmission step in step S306 and the acquisition step in step S308.

[0044] In step S309, based on the required torque acquired in step S308, motor ECU 120 outputs a control signal to front motor 104. Then, the process of motor ECU 120 returns to step S301 and the process is repeated.

[0045] [Control example] FIG. 4 is a graph diagram illustrating an example of control according to the motor control method of this embodiment. FIGS. 4(a) to 4(d) respectively show transitions in required torque, motor torque, motor rotation speed, and motor output, with the horizontal axis representing time. Further, motor control based on prediction according to this embodiment (shown by a solid line) and motor control without prediction (shown by a dashed line) will be compared and explained. Required torque indicates the torque required by the front motor 104, and in this embodiment, is derived by the HEV-ECU 121 and notified to the motor ECU 120. Motor torque indicates the torque actually provided by the front motor 104 based on an instruction from the motor ECU 120. Motor rotation speed indicates the actual rotation speed of the front motor 104, and is a value detected by sensors 130 (more specifically, resolver 200). Motor output is the output provided by the front motor 104. The maximum output that can be used in the rotation cycle of the front motor 104 (rotation cycle limited output O limit As an example of the power consumption, 12 kW is set as described above.

[0046] By rotating the front motor 104 based on the required torque shown in Fig. 4(a), the motor torque shown in Fig. 4(b) and the motor rotation speed shown in Fig. 4(c) increase. The required torque shown in Fig. 4(a) and the motor torque output based on the required torque shown in Fig. 4(b) show the highest value when the front motor 104 starts to rotate, and as the rotation of the front motor 104 stabilizes, the torque value is controlled to decrease.

[0047] In the example of FIG. 4, in the motor control according to this embodiment, after starting the control of the motor torque as shown in FIG. 4(a), the required torque is controlled to be reduced at timing T1 based on the above-mentioned prediction. As a result, the motor torque transitions to a decrease at timing T2 as shown in FIG. 4(b). As a result of this control, the motor output reaches the rotation period limit output O at timing T3 as shown in FIG. 4(d). limit After reaching this value, control is performed to maintain this value.

[0048] On the other hand, in the case of motor control without prediction, since no prediction based on delay is performed, as shown in Figure 4(a), after the start of control of the required torque, the required torque is controlled to be reduced at timing T2, which is later than T1. This is because the delay in the required torque is not anticipated, and a corresponding delay occurs in the control timing. As a result, as shown in Figure 4(d), at timing T3, the motor output reaches the rotation period limit output O. limit The motor output continues to increase even after the rotation period limit output O is reached. The required torque can be reduced at timing T2, and at timing T4, the required torque can be reduced to the same level as in the motor control according to the present embodiment. limit It takes time after timing T5 for the signal to stabilize.

[0049] In other words, in the motor control with motor rotation speed prediction according to this embodiment, the required torque is derived taking into account delays related to the time required for communication and calculation, making it possible to control so that the rotation period limit output is not exceeded, thereby realizing more appropriate motor control.

[0050] [Variations] In the above embodiment, the process of deriving the required torque based on the prediction of the motor rotation speed and the process of outputting a control signal to the motor are shared between the HEV-ECU 121 and the motor ECU 120. However, a configuration is also possible in which the process of deriving the required torque based on the prediction and the process of outputting a control signal to the motor are performed by a single ECU.

[0051] Fig. 5 is a schematic diagram showing part of the configuration around the ECU of vehicle 10 according to a modified example of the present invention. The difference from the configuration in Fig. 2 is that various motors are controlled by ECU 400, which integrates motor ECU 120 and HEV-ECU 121. The other configuration is the same as in Fig. 2, so a description thereof will be omitted.

[0052] In this configuration, there is no CAN connection between the motor ECU 120 and the HEV-ECU 121, so there is no delay due to CAN communication. However, there is a delay due to the time required for processing to derive the required torque based on the predicted motor rotation speed. In other words, the time required for one cycle of calculation (e.g., 10 msec) becomes a delay in motor control.

[0053] Therefore, in this modification, the delay time is taken into consideration and the future required torque is predicted and derived by the ECU 500. Specifically, similar to the method described above, the ECU 500 uses the past required torque to derive the required torque taking the delay into consideration using the following equation.

[0054] R p =R n +(T n-1 / J)×P c T n =O limit / R x R p : Estimated motor rotation speed [rad / sec] R n :Motor rotation speed [rad / sec] T n : Required torque [Nm] T n-1 : Required torque one cycle ago [Nm] P c : Control period [sec] (fixed value) J: Motor shaft inertia (fixed value) O limit : Rotational cycle limit output [kW] (fixed value)

[0055] For each parameter, the following values ​​are used: P c =0.01 [sec] O limit =12[kW] Furthermore, the inertia J may be determined in advance depending on the configuration of the motor shaft of the front motor 104 and the like.

[0056] By using the above formula, it is possible to predict the motor rotation speed taking into account a delay of one cycle and derive the required torque based on this. This makes it possible to control the motor so that it does not exceed the rotation cycle limit output. As a result, it is possible to achieve more appropriate motor control.

[0057] <Other embodiments> In the above embodiments, examples have been described in which CAN communication is present as shown in Fig. 2 and ECUs are integrated as shown in Fig. 5. However, the present invention is not limited to these examples and can be applied to any configuration in which delays are expected to occur during motor control. In these cases, it is sufficient to adjust the configurations and parameter values ​​of the above-mentioned formulas.

[0058] In the first embodiment, the first communication time, the second communication time, and the calculation time are described as having the same time duration. However, depending on the configuration, these may have different time durations. In this case, the configuration and parameter values ​​of the above-described formulas may be adjusted.

[0059] Furthermore, the configuration of the present invention may be applied when an ECU or the like controls a motor in a driving assistance function or an autonomous driving function such as an ADAS (Advanced Driver-Assistance Systems) or an ADS (Autonomous Driving System).

[0060] Furthermore, in the present invention, a program or application for realizing the functions of one or more of the above-described embodiments can be supplied to a system or device via a network or a storage medium, etc., and one or more processors in the computer of the system or device can read and execute the program.

[0061] Furthermore, in this specification, expressions such as "first" and "second" are used for convenience to distinguish from other elements, and are not intended to limit interpretation of specific elements. Therefore, it should be understood that they may be interpreted appropriately depending on the number and configuration of each element.

[0062] As such, the present invention is not limited to the above-described embodiments, and the present invention also contemplates the mutual combination of the various components of the embodiments, as well as modifications and applications by those skilled in the art based on the description in the specification and well-known techniques, and these modifications and applications are included in the scope of protection sought.

[0063] As described above, the present specification discloses the following: (1) A control device (e.g., 112) for a vehicle (e.g., 10) capable of running using a motor (e.g., 104), a first control unit (e.g., 121) that derives a required torque for the motor; a second control unit (e.g., 120) configured to be able to communicate with the first control unit and to control the motor based on the required torque derived by the first control unit; Equipped with the first control unit predicts a future rotation speed of the motor based on the required torque derived in the past for a time corresponding to a delay time resulting from a communication time between the first control unit and the second control unit and a calculation time for deriving the required torque, and on rotation speed information of the motor transmitted from the second control unit, and derives the required torque based on the predicted rotation speed. Vehicle control device. This configuration makes it possible to realize more accurate vehicle control by taking into account delays caused by communication and calculations.

[0064] (2) A communication time between the first control unit and the second control unit is a first communication time required to transmit and receive the rotation speed information between the first control unit and the second control unit; a second communication time required for transmitting and receiving the required torque derived by the first control unit between the first control unit and the second control unit; and The vehicle control device according to (1), comprising: With this configuration, the future rotation speed of the motor can be predicted taking into account the delay caused by the time required to send and receive data from the first control unit to the second control unit and the time required to send and receive data from the second control unit to the first control unit, thereby enabling more accurate motor control to be achieved.

[0065] (3) The vehicle control device according to (2), wherein the first communication time, the second communication time, and the calculation time have the same time duration. This configuration makes it possible to predict the rotation speed of the motor based on a fixed cycle.

[0066] (4) A vehicle control device described in any one of (1) to (3), wherein the second control unit acquires the rotation speed information from a rotation sensor (e.g., 200) that detects the rotation speed of the motor and transmits it to the first control unit. According to this configuration, the current rotation speed of the motor can be acquired, and then the predicted rotation speed of the motor can be derived and provided.

[0067] (5) The vehicle control device according to any one of (1) to (4), wherein the motor is at least one of a front motor (e.g., 104) and a rear motor (e.g., 105). This configuration makes it possible to achieve highly accurate control of both the front motor and the rear motor mounted on the vehicle.

[0068] (6) A control device (e.g., 112) for a vehicle (e.g., 10) capable of running using a motor (e.g., 104), a control unit (e.g., 500) that derives a required torque for the motor and controls the motor based on the required torque; the control unit predicts a future rotation speed of the motor based on past required torque for a time period corresponding to a delay time caused by a calculation time for deriving the required torque and rotation speed information of the motor, and derives the required torque based on the predicted rotation speed. Vehicle control device. This configuration allows for more accurate vehicle control by taking into account delays caused by calculations.

[0069] Although various embodiments have been described above, it goes without saying that the present invention is not limited to such examples. It is clear that a person skilled in the art can conceive of various modifications or alterations within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined in any manner as long as they do not deviate from the spirit of the invention. [Industrial Applicability]

[0070] The present invention is applicable to the manufacturing industry of electric vehicles (for example, electric vehicles, hybrid vehicles, and plug-in hybrid vehicles), as well as to the manufacturing industry of control devices mounted on electric vehicles. [Explanation of symbols]

[0071] 10...Vehicle 100...Battery 101, 102, 103... Inverter 104...Front motor 105...Rear motor 106... Generator 107...Engine 108,110...Gear mechanism 109...Front wheel 111...rear wheel 112,500…ECU 120...Motor ECU 121…HEV-ECU 130...Sensors 200...Resolver CL...Clutch

Claims

1. A control device for a vehicle capable of running using a motor, a first control unit that derives a required torque for the motor; a second control unit configured to be able to communicate with the first control unit and to control the motor based on the required torque derived by the first control unit; Equipped with The first control unit a required torque calculated in the past for a time corresponding to a delay time caused by a first communication time required to transmit the required torque calculated by the first control unit from the first control unit to the second control unit and a calculation time required to derive the required torque; and rotation speed information of the motor transmitted from the second control unit; a future rotation speed of the motor based on the calculated rotation speed, and deriving the required torque based on the predicted rotation speed; Vehicle control device.

2. A vehicle control device as described in claim 1, wherein the delay time is caused by the first communication time, the calculation time, and the second communication time required to transmit the rotation speed information from the second control unit to the first control unit.

3. 2. The vehicle control device according to claim 1, further comprising a storage unit that stores and identifies the required torque previously calculated by the first control unit.

4. The vehicle control device according to claim 2 , wherein the first communication time, the second communication time, and the calculation time have the same duration.

5. The vehicle control device according to claim 1 , wherein the second control unit acquires the rotation speed information from a rotation sensor that detects the rotation speed of the motor and transmits the rotation speed information to the first control unit.

6. The vehicle control device according to claim 1 , wherein the motor is at least one of a front motor and a rear motor.

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