Vehicle control device

Abstract

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

Description

[Technical Field]

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

[0002] When a vehicle travels on an uneven road, the drive wheels alternate between slipping and gripping, causing large fluctuations in the rotational speed of the drive wheels depending on the driving force, which can cause torsional resonance in the power transmission path. Torsional resonance can cause damage to parts. For this reason, if the vehicle is determined to be on an uneven road, torque reduction control of the power source, i.e., control to reduce the drive torque of the power source, may be implemented.

[0003] For example, Patent Document 1 describes a vehicle motor control device that can prevent an overcurrent in an inverter caused by vehicle body resonance. This vehicle motor control device detects a change in the rotation speed of a motor based on the rotation angle of the motor, determines whether resonance is occurring in the vehicle body based on the detected change in rotation speed, and reduces a motor torque command value if it determines that resonance is occurring in the vehicle body. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 4661744 Summary of the Invention [Problem to be solved by the invention]

[0005] When a vehicle is parked on a slope, if the parking gear is locked and the vehicle weight is applied, a twist occurs in the power transmission path. When the parking lock is released, the twist returns to its original position, causing the motor's rotation speed to vibrate. This vibration can lead to a false determination that the road is uneven, causing torque reduction control to be executed. If torque reduction control is executed immediately after the parking lock is released, the drive torque may be insufficient, affecting driving.

[0006] The present invention has been made in consideration of the above facts, and aims to provide a vehicle control device that can suppress a reduction in the driving torque of a power source when a vehicle equipped with a torque reduction control function releases the parking lock. [Means for solving the problem]

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

[0008] According to the invention described in claim 1, it is possible to suppress a reduction in the drive torque of the power source immediately after the parking lock is released, thereby preventing the driving from being affected by a lack of drive torque.

[0009] The vehicle control device described in claim 2 is the vehicle control device described in claim 1, wherein the torque control unit suppresses a reduction in the drive torque until a certain time has elapsed after the parking lock state is released, when the gradient of the vehicle is equal to or greater than a threshold value and the vehicle is in the parking lock state.

[0010] According to the invention recited in claim 2, it is possible to suppress a reduction in the drive torque of the power source on a slope, thereby suppressing the vehicle from rolling downhill on a slope due to a torque reduction.

[0011] In addition, the vehicle control device described in claim 3 is the vehicle control device described in claim 1 or claim 2, wherein the condition for releasing the suppression of the reduction in the driving torque is at least one of the following: a vehicle speed that does not suggest parking lock continues for a certain period of time, a shift position that does not suggest parking lock continues for a certain period of time, and the shift position of the vehicle cannot be determined.

[0012] According to the invention recited in claim 3, torque reduction control can be appropriately resumed, thereby suppressing damage to parts due to torsional resonance.

[0013] A fourth aspect of the present invention provides the vehicle control device according to the third aspect, wherein the torque control unit determines the vehicle speed at which there is no possibility of the parking lock occurring on both the positive and negative sides.

[0014] According to the invention as set forth in claim 4, it is possible to appropriately determine a vehicle speed at which there is no possibility of parking lock. [Effects of the Invention]

[0015] As described above, the present invention has the effect of being able to suppress a reduction in the drive torque of the power source when a vehicle equipped with a torque reduction control function releases the parking lock. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a block diagram showing an example of a configuration of a vehicle according to an embodiment; [Figure 2] 1 is a block diagram showing an example of a functional configuration of a vehicle control device according to an embodiment; [Figure 3] 6A to 6E are diagrams illustrating torque reduction control. [Figure 4] 10A and 10B are diagrams illustrating an erroneous determination of an undulating road when the parking lock state is released. [Figure 5] 3A and 3B are diagrams illustrating an example of a shift position that can be detected by a shift position sensor. [Figure 6] 10A and 10B are diagrams illustrating a process for prohibiting torque reduction control according to the embodiment. [Figure 7] 4 is a flowchart illustrating an example of a flow of a vehicle control process by a vehicle control program according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0017] Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings.

[0018] The vehicle control device according to this embodiment will be described as being applied to a series hybrid vehicle equipped with an internal combustion engine, a motor, and a generator. The vehicle control device according to this embodiment may also be applied to hybrid vehicles in general, including parallel hybrid vehicles equipped with an internal combustion engine, a motor, and a generator, parallel hybrid vehicles equipped with an internal combustion engine and a motor, series-parallel hybrid vehicles, and plug-in hybrid vehicles. The vehicle control device according to this embodiment may also be applied to electric vehicles equipped with only a motor, and fuel cell vehicles. The vehicle control device according to this embodiment may also be applied to gasoline engine vehicles equipped with only an internal combustion engine.

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

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

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

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

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

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

[0025] The battery 50 supplies power to the inverter 40. The battery 50 may be, for example, a rechargeable secondary battery, a storage battery, or a lithium ion battery.

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

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

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

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

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

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

[0032] The CPU 11 of the vehicle control device 10 writes a vehicle control program 12A stored in the ROM 12 into the RAM 13 and executes the program, thereby functioning as each unit shown in FIG.

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

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

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

[0036] Torque control unit 11B extracts a specific frequency component from the rotation speed derived by rotation speed detection unit 11A, and performs control to reduce the drive torque of motor 30 by reducing the motor torque command value output to motor 30 according to the extracted specific frequency component. Hereinafter, "control to reduce drive torque" will be referred to as "torque reduction control." Torque reduction control will be specifically described with reference to Figures 3(A) to 3(E).

[0037] Figures 3(A) to 3(E) are diagrams used to explain torque reduction control. Figure 3(A) shows the waveform of the limit torque, Figure 3(B) shows the waveform of the drive motor rotation speed, Figure 3(C) shows the waveform of the filtered rotation speed, Figure 3(D) shows the waveform of the filtered rotation speed (absolute value), and Figure 3(E) shows the integrated value.

[0038] In the torque reduction control, as an example, a bandpass filter is used to extract the specific frequency component shown in FIG. 3(C) from the rotation speed of the motor 30 shown in FIG. 3(B). Then, the absolute value of the specific frequency component shown in FIG. 3(D) is calculated from the specific frequency component shown in FIG. 3(C). Then, the amount by which the absolute value of the specific frequency component shown in FIG. 3(D) exceeds a first threshold value Th1 is integrated to calculate the integrated value shown in FIG. 3(E). When the integrated value shown in FIG. 3(E) is equal to or greater than a second threshold value Th2, it is determined that the road surface being traveled is an undulating road, and the drive torque of the motor 30 is reduced as shown in the limit torque shown in FIG. 3(A). The limit torque shown in FIG. 3(A) indicates that the road surface is determined to be undulating at timing T1, and the drive torque of the motor 30 is reduced.

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

[0040] 4 is a diagram illustrating the erroneous determination of an undulating road when the parking lock state is released. The "parking lock state" refers to a state in which the parking gear of the vehicle 100 is locked, and for example, the parking lock device described in Japanese Patent Application Laid-Open No. 2020-51477 may be used.

[0041] As shown in FIG. 4, when the parking lock state of the vehicle 100 is released at time T11, the integrated value exceeds the second threshold value Th2 at time T12, determining that the road is an undulating road, and the drive torque is limited. At time T13, the absolute value of a specific frequency component falls below the third threshold value Th3, and the torque limit is released at time T14, after a certain period of time has elapsed. The target drive torque after torque limiting is indicated by a dashed-dotted line, and the target drive torque before torque limiting is indicated by a solid line. In other words, when the vehicle 100 stops on a slope, if the parking gear locks and the vehicle weight is applied, a torsion occurs in the power transmission path. When the parking lock state is released at time T11, the rotation speed of the motor 30 vibrates in reaction to the release of the torsion. This vibration causes an erroneous determination that the road is an undulating road, and torque reduction control is executed. If torque reduction control is executed immediately after the parking lock is released, the drive torque may be insufficient, potentially affecting driving.

[0042] For this reason, when the vehicle 100 is in a parking lock state, the torque control unit 11B according to this embodiment suppresses reduction in drive torque until a certain time has elapsed after the parking lock state is released. Specifically, compared to when the drive torque is limited by torque reduction control (for example, see the limited torque in FIG. 3(A)), the torque control unit 11B controls the drive torque reduction so that the amount of reduction is smaller. Furthermore, the torque reduction control may be prohibited until a certain time has elapsed after the parking lock state is released. By prohibiting torque reduction control, the determination of an uneven road is prohibited, preventing an erroneous determination that the road is uneven. Furthermore, the reduction in drive torque may be prohibited. In this case, the determination of an uneven road is permitted, and even if an erroneous determination that the road is uneven is made, the reduction in drive torque is prevented. Furthermore, the reduction in drive torque may be suppressed even during the parking lock state.

[0043] Here, for example, if torque reduction control is executed after the parking lock is released on a sloping road, the drive torque of the motor 30 may be reduced, which may cause the vehicle 100 to roll downhill. For this reason, when the gradient of the vehicle 100, that is, the gradient of the sloping road on which the vehicle 100 is stopped, is equal to or greater than a threshold value and the vehicle 100 is in a parking lock state, the torque control unit 11B may suppress reduction in drive torque until a certain time has elapsed after the parking lock state is released. That is, in this embodiment, the torque reduction control may be prohibited until a certain time has elapsed after the parking lock state is released without determining the gradient of the vehicle 100, or the gradient of the vehicle 100 may be determined and the torque reduction control may be prohibited until a certain time has elapsed after the parking lock state is released on a sloping road.

[0044] The gradient of the vehicle 100 is detected by a gradient sensor 91. An appropriate value is set as the threshold value for the gradient based on, for example, past knowledge or experimental results. Whether the parking lock state has been released is determined based on, for example, hardware constraints, design requirements, etc. Conditions for determining that the parking lock state has been released include, for example, a shift position at which there is no physical possibility of parking lock (for example, a shift position other than Park or other than between Park and Reverse), or a vehicle speed V1 at which there is no physical possibility of parking lock (for example, V1>4 km / h). The shift position of the vehicle 100 is detected by a shift position sensor 92, and the vehicle speed of the vehicle 100 is detected by a vehicle speed sensor 93.

[0045] As described above, the suppression of the reduction in drive torque (e.g., prohibition of torque reduction control) is released when a certain time has elapsed after the parking lock state is released. At this time, a condition for releasing the suppression of the reduction in drive torque (hereinafter referred to as a "release condition") may be set. This "release condition" is, for example, at least one of the following: a vehicle speed that does not indicate a possibility of parking lock continues for a certain period of time; a shift position that does not indicate a possibility of parking lock (e.g., a position other than Park or other than between Park and Reverse) continues for a certain period of time; and the shift position of the vehicle cannot be determined.

[0046] The condition "a vehicle speed at which parking lock is not possible continues for a certain period of time" is determined after a certain period of time has elapsed because the vehicle speed may fluctuate due to vibrations when the parking lock is released. Here, it is desirable for the torque control unit 11B to determine the vehicle speed at which parking lock is not possible on both the positive and negative sides. If the vehicle speed at which parking lock is not possible is set to V1 km / h (for example, V1 > 4), when determining based on the absolute value of the vehicle speed, if the condition goes from +V1 km / h to -V1 km / h (backing) to +V1 km / h, the condition is not cleared, that is, the condition is not met. Therefore, the condition is determined based on the signed vehicle speed on both the positive and negative sides.

[0047] Under the condition that "the shift position where parking lock is not possible (for example, other than Park or other than between Park and Reverse) continues for a certain period of time," the decision is made after a certain period of time has passed until the vibrations caused by releasing the parking lock have subsided, so as not to pick up on the vibrations caused by releasing the parking lock.

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

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

[0050] The condition "the shift position of the vehicle cannot be determined" assumes that the shift position of the vehicle 100 cannot be detected due to an abnormality in the shift position sensor 91 (sensor abnormality) or the like.

[0051] FIG. 6 is a diagram illustrating the process of prohibiting torque reduction control according to this embodiment.

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

[0053] In (S2), if the condition that "a shift position that does not indicate parking lock (for example, other than P, PR1, or PR2) continues for a certain period of time" or the condition that "a sensor abnormality (the vehicle's shift position cannot be determined)" is met, the process proceeds to (S6).

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

[0055] In (S4), the vehicle speed sensor 92 detects the negative vehicle speed of the vehicle 100. If the detected negative vehicle speed is less than vehicle speed Vb (e.g., -4 km / h), the parking lock state is released, and the counter counts up the elapsed time since release. If the elapsed time counted by the counter exceeds a certain time Tc (e.g., 200 ms), the process proceeds to (S5). On the other hand, if the detected negative vehicle speed is equal to or greater than vehicle speed Vb (e.g., -4 km / h), the parking lock state is not released, and the condition is cleared.

[0056] In (S5), if the condition that "a vehicle speed on the positive side that does not result in parking lock continues for a certain period of time" or the condition that "a vehicle speed on the negative side that does not result in parking lock continues for a certain period of time" is met, the process proceeds to (S6).

[0057] In (S6), torque reduction control is permitted if any one of the following conditions is met: "A shift position (for example, other than P, PR1, or PR2) that does not indicate the possibility of parking lock continues for a certain period of time," "A sensor abnormality (the vehicle's shift position cannot be determined)," "A vehicle speed on the positive side that does not indicate the possibility of parking lock continues for a certain period of time," or "A vehicle speed on the negative side that does not indicate the possibility of parking lock continues for a certain period of time."

[0058] In (S7), if the result in (S6) is (NOT), that is, if none of the following conditions are met: "A shift position that does not indicate the possibility of parking lock (for example, other than P, PR1, or PR2) continues for a certain period of time," "A sensor abnormality (the vehicle's shift position cannot be determined)," "A positive vehicle speed that does not indicate the possibility of parking lock continues for a certain period of time," or "A negative vehicle speed that does not indicate the possibility of parking lock continues for a certain period of time," it is determined that "parking lock is in progress" or "A certain period of time has not passed since the parking lock was released," and torque reduction control is prohibited.

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

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

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

[0062] In step S101 of FIG. 7, the CPU 11 detects the rotation speed of the motor 30 from the rotation angle of the motor 30 detected by the rotation angle sensor 20, for example, like the drive motor rotation speed shown in FIG.

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

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

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

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

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

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

[0069] In step S108, the CPU 11 determines whether or not a cancellation condition for canceling the prohibition of torque reduction control is satisfied. As described above, this "cancellation condition" is, for example, one of the following: a vehicle speed that does not suggest parking lock continues for a certain period of time; a shift position that does not suggest parking lock (for example, other than P, PR1, or PR2) continues for a certain period of time; or the vehicle's shift position cannot be determined. If it is determined that the cancellation condition is satisfied (in the case of a positive determination), the process proceeds to step S109; if it is determined that the cancellation condition is not satisfied (in the case of a negative determination), the process returns to step S107 and repeats.

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

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

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

[0073] Although the embodiment using the motor 30 as the power source has been described above, the power source may also be the internal combustion engine 60. In this case, the vehicle control device 10 may be configured to transmit an internal combustion engine torque command value to the internal combustion engine 60 and control the internal combustion engine 60 in accordance with the internal combustion engine torque command value.

[0074] As described above, according to this embodiment, when a vehicle equipped with a torque reduction control function releases the parking lock, it is possible to suppress a reduction in the drive torque of the power source, thereby preventing the driving from being affected by a lack of drive torque.

[0075] Furthermore, it is possible to suppress a reduction in the drive torque of the power source on a slope, thereby suppressing the vehicle from rolling downhill on a slope due to a torque reduction.

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

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

[0078] Furthermore, the operations of the processors in the above embodiments may not only be performed by a single processor, but may also be performed by multiple processors located at physically separate locations working together. The order of the processor operations is not limited to the order described in the above embodiments, and may be changed as appropriate.

[0079] The vehicle control device according to the embodiment has been described above as an example. The embodiment may be in the form of a program for causing a computer to execute the functions of the vehicle control device. The embodiment may be in the form of a non-transitory storage medium that stores the program and is readable by a computer.

[0080] Furthermore, the configuration of the vehicle control device described in the above embodiment is merely an example, and may be changed depending on the situation without departing from the spirit of the invention.

[0081] Furthermore, the processing flow of the program described in the above embodiment is also an example, and unnecessary steps may be deleted, new steps may be added, or the processing order may be rearranged within the scope of the main idea.

[0082] In the above embodiment, the processing according to the embodiment is realized by a software configuration using a computer by executing a program, but the present invention is not limited to this. The embodiment may be realized, for example, by a hardware configuration or a combination of a hardware configuration and a software configuration. [Explanation of symbols]

[0083] 10 Vehicle control device 11A Rotation speed detector 11B Torque control section 30 motor 100 vehicles

Claims

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

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

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

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

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