JP7629344B2 - Vehicle control device and program - Google Patents

Description

The present invention relates to a vehicle control device and a program.

As described in Patent Document 1, for example, a vehicle control device is known that is applied to a vehicle that includes a power storage unit, an inverter that receives power from the power storage unit, and a rotating electric machine that has windings electrically connected to the inverter. This control device rotates a rotor that constitutes the rotating electric machine by controlling the inverter to pass current from the power storage unit to the windings via the inverter. As a result, power is transmitted from the rotating shaft of the rotor to the drive wheels of the vehicle, causing the drive wheels to rotate.

JP 2020-120566 A

After a user (driver) gets out of a stopped vehicle, control may be performed to pass a current between the power storage unit and the windings via the inverter while the vehicle is stopped. For example, to raise the temperature of the power storage unit, which is in a low-temperature environment, a current may be passed between the power storage unit and the windings via the inverter while the vehicle is stopped. In this case, the rotating electric machine may generate torque, causing the vehicle to vibrate. If the vehicle vibrates after the driver gets out of the vehicle, there is a concern that this may make the driver feel uneasy.

The main objective of the present invention is to provide a vehicle control device and program that can suppress the occurrence of events that cause anxiety to the driver, even when a current flows between the storage unit and the windings via the inverter while the vehicle is stopped.

The present invention includes a power storage unit and
an inverter supplied with power from the power storage unit;
a rotating electric machine having a winding electrically connected to the inverter;
a drive wheel that rotates by power transmitted from a rotating shaft of a rotor that constitutes the rotating electric machine;
A vehicle control device applied to a vehicle including:
When a target angle range is defined as a range of rotational angle positions of the rotor at which the generated torque of the rotating electric machine is equal to or less than a judgment torque when current is applied to the windings, a processing unit is provided that performs position adjustment processing to control the inverter so that the rotational angle position of the rotor is within the target angle range from immediately before the vehicle stops during deceleration to immediately after the vehicle stops.

In the present invention, the inverter is controlled so that the rotational angle position of the rotor is within the above-mentioned target angle range from immediately before the decelerating vehicle stops until immediately after the vehicle stops. Therefore, even if control is performed to pass current between the power storage unit and the windings via the inverter after the user subsequently gets off the vehicle, the torque generated by the rotating electric machine is equal to or less than the judgment torque. This makes it possible to reduce the vibration of the vehicle to a level that does not cause the user to feel uneasy. In other words, even if current is passed between the power storage unit and the windings via the inverter, the occurrence of an event that causes the driver to feel uneasy can be suppressed.

FIG. 1 is an overall configuration diagram of an in-vehicle system. FIG. 2 is a diagram showing a circuit configuration of an inverter, a rotating electric machine, and the like. FIG. 2 is a diagram showing the configuration of a rotor and the definition of an electrical angle. 4 is a flowchart showing the procedure of a process executed by a control device. FIG. 4 is a diagram showing the relationship between torque generated by a rotary electric machine and an electrical angle. FIG. 4 is a diagram showing an overview of a target angle range. FIG. 4 is a diagram showing an overview of a target angle range. 5 is a time chart showing an example of a transition of generated torque when voltage equalization control and temperature rise control are performed;

One embodiment of a vehicle control device according to the present invention will be described below with reference to the drawings. The control device of this embodiment is installed in an electric vehicle equipped with a rotating electric machine as a driving power source.

As shown in FIG. 1, the vehicle 10 is equipped with a rotating electric machine 20 and a transmission 30. The rotating electric machine 20 is an on-board main engine, and its rotor 22 (see FIG. 3) is capable of transmitting power to the drive wheels 11. In detail, the rotating shaft 22a of the rotor 22 is mechanically connected to the drive wheels 11 via the transmission 30. The transmission 30 is, for example, a reduction gear. The torque generated by the rotating electric machine 20 functioning as an electric motor is transmitted from the rotating shaft 22a to the drive wheels 11 via the transmission 30. This causes the drive wheels 11 to rotate.

The vehicle 10 is equipped with an electric parking brake device 40 (hereinafter, EPB device 40) and a parking switch 41. The EPB device 40 is, for example, a drum brake device, and is equipped with an EPB actuator. When electricity is applied to the EPB actuator, a wire is wound and a braking force is applied to the wheels of the vehicle 10. This restricts the rotation of the wheels. The EPB device 40 applies a braking force to the wheels when, for example, the driver parks the vehicle 10.

The parking switch 41 is a member that is operated by the driver. The operation state of the parking switch 41 is input to a control device 80 provided in the vehicle 10. Based on the operation state of the parking switch 41, the control device 80 outputs a command to apply braking force to the wheels or a command to release the braking force to the EPB device 40.

The vehicle 10 is equipped with a shift lever 42. The shift lever 42 is a shift operation member operated by the driver. In this embodiment, the operation of the shift lever 42 selects one of a parking shift range (P range) that instructs the vehicle 10 to park or stop, a reverse range (R range) that instructs the vehicle 10 to move backward, a neutral range (N range), or a drive range (D range) that instructs the vehicle 10 to move forward. The operation state of the shift lever 42 is input to the control device 80. Note that, instead of the shift lever 42, for example, a push button switch that can select each range may be used as the shift operation member.

The vehicle 10 is equipped with a parking lock device 43. When the P range is selected by operating the shift lever 42, the parking lock device 43 comes into contact with the gears that make up the transmission 30, thereby restricting the rotation of the gears. This also restricts the rotation of the rotor 22.

The vehicle 10 is equipped with an inverter 50, a storage battery 60, and a monitoring unit 70. As shown in FIG. 2, the rotating electric machine 20 is a three-phase synchronous machine equipped with star-connected U-, V-, and W-phase windings 21U, 21V, and 21W. The phase windings 21U, 21V, and 21W are arranged with an electrical angle offset of 120°. In this embodiment, the rotating electric machine 20 is a permanent magnet synchronous machine equipped with a permanent magnet 23 on the rotor 22, as shown in FIG. 3.

The inverter 50 has three phases of upper arm switches QUH, QVH, QWH and lower arm switches QUL, QVL, QWL connected in series. In this embodiment, voltage-controlled semiconductor switching elements, specifically IGBTs, are used for the switches QUH, QVH, QWH, QUL, QVL, QWL. For this reason, the high-potential terminal of each switch QUH, QVH, QWH, QUL, QVL, QWL is the collector, and the low-potential terminal is the emitter. Diodes DUH, DVH, DWH, DUL, DVL, DWL are connected in inverse parallel to each switch QUH, QVH, QWH, QUL, QVL, QWL as freewheel diodes.

The first end of the U-phase winding 21U is connected to the emitter of the U-phase upper arm switch QUH and the collector of the U-phase lower arm switch QUL. The first end of the V-phase winding 21V is connected to the emitter of the V-phase upper arm switch QVH and the collector of the V-phase lower arm switch QVL. The first end of the W-phase winding 21W is connected to the emitter of the W-phase upper arm switch QWH and the collector of the W-phase lower arm switch QWL. The second ends of the U-, V-, and W-phase windings 21U, 21V, and 21W are connected to each other at the neutral point O. In this embodiment, the number of turns of each phase winding 21U, 21V, and 21W is set to be the same. As a result, the inductance of each phase winding 21U, 21V, and 21W is set to be the same, for example.

The collectors of each of the upper arm switches QUH, QVH, and QWH are connected to the positive terminal of the storage battery 60 by the positive side bus Lp. The emitters of each of the lower arm switches QUL, QVL, and QWL are connected to the negative terminal of the storage battery 60 by the negative side bus Ln.

The inverter 50 includes a capacitor 51 that connects the positive bus Lp and the negative bus Ln. The capacitor 51 may be provided outside the inverter 50.

The storage battery 60 is a battery pack including a series connection of battery cells, which are single batteries. In this embodiment, the terminal voltages (e.g., rated voltages) of the battery cells constituting the storage battery 60 are set to be the same. For example, secondary batteries such as lithium ion batteries can be used as the battery cells.

In this embodiment, among the battery cells constituting the storage battery 60, a series connection of multiple battery cells on the high potential side constitutes the first storage battery 61 (corresponding to the "first storage unit"), and a series connection of multiple battery cells on the low potential side constitutes the second storage battery 62 (corresponding to the "second storage unit"). That is, the storage battery 60 is divided into two blocks. In this embodiment, the number of battery cells constituting the first storage battery 61 is the same as the number of battery cells constituting the second storage battery 62. Therefore, the terminal voltage (e.g., rated voltage) of the first storage battery 61 is the same as the terminal voltage (e.g., rated voltage) of the second storage battery 62. In this embodiment, the rated voltage of each of the first storage battery 61 and the second storage battery 62 is 400V. Therefore, the rated voltage of the storage battery 60 is 800V. In the storage battery 60, an intermediate terminal B is connected to the negative terminal of the first storage battery 61 and the positive terminal of the second storage battery 62.

The monitoring unit 70 monitors the terminal voltage, SOC, SOH, temperature, etc. of each battery cell that constitutes the storage battery 60. The monitoring information of the monitoring unit 70 is input to the control device 80.

The vehicle 10 is equipped with a neutral point wiring 71 and a neutral point switch 72. The neutral point wiring 71 electrically connects the intermediate terminal B of the storage battery 60 to the neutral point O. The neutral point switch 72 is provided on the neutral point wiring 71. In this embodiment, a relay is used as the neutral point switch 72. When the neutral point switch 72 is turned on, the intermediate terminal B and the neutral point O are electrically connected. On the other hand, when the neutral point switch 72 is turned off, the intermediate terminal B and the neutral point O are electrically disconnected.

The second storage battery 62 can be connected to a charger 100 provided outside the vehicle 10. The charger 100 supports quick charging (e.g., 400V quick charging). The positive electrode side of the charger 100 can be connected to the intermediate terminal B, and the negative electrode side of the second storage battery 62 can be connected to the negative electrode side of the charger 100. The charger 100 converts a three-phase AC voltage supplied from a three-phase system power supply 110 into a DC voltage and supplies it to the second storage battery 62. This charges the second storage battery 62. Note that the power supply source for the charger 100 is not limited to the three-phase system power supply 110, but may be a single-phase system power supply. Also, the charger is not limited to an AC charger, but may be a DC charger (e.g., a DC quick charger).

The vehicle 10 is equipped with a current sensor 73. The current sensor 73 detects the current flowing through the neutral point wiring 71. The detection value of the current sensor 73 is input to the control device 80.

The vehicle 10 is equipped with an angle sensor 81. The angle sensor 81 is, for example, a resolver. The angle sensor 81 detects the rotation angle (electrical angle) of the rotor 22. The detection value of the angle sensor 81 is input to the control device 80.

The vehicle 10 is equipped with a brake sensor 82. The brake sensor 82 detects the amount of operation (brake stroke) of the driver's brake operating member (brake pedal). The detection value of the brake sensor 82 is input to the control device 80.

The control device 80 is mainly composed of a microcomputer 80a, which includes a CPU. The functions provided by the microcomputer 80a can be provided by software recorded in a physical memory device and a computer that executes the software, by software alone, by hardware alone, or by a combination of these. For example, when the microcomputer 80a is provided by an electronic circuit that is hardware, it can be provided by a digital circuit including a large number of logic circuits, or by an analog circuit. For example, the microcomputer 80a executes a program stored in a non-transitory tangible storage medium as a storage unit that the microcomputer 80a has. The program includes, for example, programs for voltage equalization control, temperature rise control, and the control shown in FIG. 4, which will be described later. When the program is executed, a method corresponding to the program is executed. The storage unit is, for example, a non-volatile memory. The program stored in the storage unit can be updated, for example, via a network such as the Internet.

The control device 80 controls the EPB device 40. More specifically, the control device 80 determines whether a command to apply braking force to the wheels or a command to release the braking force has been issued based on the operation state of the parking switch 41. If the control device 80 determines that a command to apply braking force has been issued, it controls the EPB device 40 to apply braking force to the wheels. On the other hand, if the control device 80 determines that a command to release the braking force has been issued, it controls the EPB device 40 to stop applying braking force to the wheels.

When the control device 80 determines that the current shift position is D range or R range based on the operating state of the shift lever 42, it controls the transmission 30 so that power is transmitted between the rotating shaft 22a and the drive wheels 11 via the transmission 30. On the other hand, when the control device 80 determines that the current shift position is N range, it controls the transmission 30 so that the power transmission path between the rotating shaft 22a and the drive wheels 11 is interrupted.

When the control device 80 determines that the current shift position is D range, R range, or N range, it controls the parking lock device 43 so that the rotation of the gears that make up the transmission 30 is not restricted. On the other hand, when the control device 80 determines that the current shift position is P range, it controls the parking lock device 43 so that the rotation of the gears that make up the transmission 30 is restricted. This also restricts the rotation of the rotor 22.

Incidentally, the inverter 50 and the EPB device 40 are actually controlled by separate control devices. However, since it is not essential that they are controlled by separate control devices, in this embodiment, the control devices are collectively shown as a single control device 80.

The control device 80 performs switching control of each switch constituting the inverter 50 to feedback control the control amount of the rotating electric machine 20 to the command value. In this embodiment, the control amount is torque. In each phase, the upper arm switch and the lower arm switch are alternately turned on. The control device 80 performs powering drive control. Powering drive control is switching control of the inverter 50 for converting the DC power output from the storage battery 60 into AC power and supplying it to the windings. When this control is performed, the rotating electric machine 20 functions as an electric motor and generates powering torque. The control device 80 also performs regenerative drive control. Regenerative drive control is switching control of the inverter 50 for converting the AC power generated by the rotating electric machine 20 into DC power and supplying it to the storage battery 60. When this control is performed, the rotating electric machine 20 functions as a generator and generates regenerative torque.

The control device 80 turns the neutral point switch 72 on or off and is capable of communicating with the monitoring unit 70.

The control device 80 performs temperature rise control and voltage equalization control with the neutral point switch 72 turned on. The temperature rise control is switching control of the inverter 50 for passing AC current between the first storage battery 61 and the second storage battery 62 via the neutral point wiring 71. This control raises the temperature of the storage battery 60. The voltage equalization control is switching control of the inverter 50 for passing DC current from one of the first storage battery 61 and the second storage battery 62 to the other via the neutral point wiring 71. This control supplies energy from one of the first storage battery 61 and the second storage battery 62 to the other, and equalizes the voltages of the first storage battery 61 and the second storage battery 62.

The control device 80 calculates a neutral point command current for temperature rise control or voltage equalization control. The control device 80 controls the current detected by the current sensor 73 to the neutral point command current. The control device 80 can also perform temperature rise control and voltage equalization control simultaneously. When the control device 80 does not perform temperature rise control or voltage equalization control but controls the control amount of the rotating electric machine 20, it turns off the neutral point switch 72. Among the processes performed by the control device 80, the processes corresponding to temperature rise control and voltage equalization control correspond to the "switch control unit".

The driver stops the vehicle 10, for example, in a specified parking space, and gets out of the vehicle 10. The driver may then connect the charger 100 to the storage battery 60 mounted on the parked vehicle 10 to charge it. In this case, the control device 80 controls charging from the charger 100 to the second storage battery 62, while supplying power from the second storage battery 62 to the first storage battery 61 through voltage equalization control. This allows the first storage battery 61 to be charged along with the second storage battery 62. At this time, the control device 80 can also perform temperature rise control.

When voltage equalization control or temperature rise control is performed, a current flows between the first storage battery 61 and the second storage battery 62 via the respective phase windings 21U, 21V, 21W, the inverter 50, and the neutral point wiring 71. As a result, torque may be generated in the rotating electric machine 20. In detail, when a current flows through the respective phase windings 21U, 21V, 21W due to the voltage equalization control or the temperature rise control, at least a q-axis current corresponding to the electrical angle flows. This generates torque in the rotor 22. The torque generated in the rotor 22 is transmitted to the drive wheels 11 via the transmission 30, and the drive wheels 11 try to rotate. As a result, the vehicle 10 vibrates, which may cause the driver to feel uneasy.

To address these problems, the control device 80 performs the process shown in FIG. 4 before the driver gets off the parked vehicle 10. In this process, in step S10, a position adjustment process is performed to control the inverter 50 so that the electrical angle θe detected by the angle sensor 81 falls within the target angle range Rtgt during the period until the decelerating vehicle 10 stops, or immediately after the vehicle 10 stops. The target angle range Rtgt is an electrical angle range in which the generated torque of the rotating electric machine 20 is equal to or less than the judgment torque Tqc when at least one of the voltage equalization control and the temperature increase control is performed when the rotor 22 is not rotating. The judgment torque Tqc is set to a torque that does not cause the drive wheels 11 to start rotating. In more detail, the judgment torque Tqc is set to the upper limit of the range assumed as the torque that does not cause the drive wheels 11 to start rotating. The judgment torque Tqc may be adapted, for example, by experiment or calculation.

When a current flows in the winding from the inverter 50 side to the neutral point O side, the torque of the rotating electric machine 20 is generated on the positive side in response to the electrical angle, as shown by the solid line in FIG. 5. In this case, a first electrical angle range in which the torque on the positive side is relatively small and a second electrical angle range in which the torque on the positive side tends to be larger than the first electrical angle range are alternately present. Note that when a current flows in the winding from the neutral point O side to the inverter 50 side, the torque of the rotating electric machine 20 is generated on the negative side in response to the electrical angle, as shown by the dashed line in FIG. 5.

When the electrical angle increases and exceeds 0°, 60°, 120°, 180°, 240°, or 300°, the first electrical angle range transitions to the second electrical angle range. When the electrical angle becomes 0°, 60°, 120°, 180°, 240°, or 300°, the torque becomes minimum (0). Therefore, as shown in FIG. 6, the generated torque becomes equal to or less than the judgment torque Tqc, and a predetermined range based on each of 0°, 60°, 120°, 180°, 240°, and 300° is set as the target angle range Rtgt.

When the electrical angle increases and exceeds 30°, 90°, 150°, 210°, 270°, or 330°, the range transitions from the second electrical angle range to the first electrical angle range. When the electrical angle becomes 30°, 90°, 150°, 210°, 270°, or 330°, the torque becomes minimum (0). Therefore, as shown in FIG. 7, the generated torque becomes equal to or less than the judgment torque Tqc, and a predetermined range based on each of 30°, 90°, 150°, 210°, 270°, and 330° is set as the target angle range Rtgt.

When the electrical angle θe is brought into the target angle range Rtgt by the position adjustment process, as shown in FIG. 8, the torque when voltage equalization control or temperature increase control is performed after the driver gets off the vehicle can be made equal to or less than the judgment torque Tqc. As a result, the vibration of the vehicle 10 can be reduced to a level that does not cause anxiety to the driver, and the occurrence of events that cause anxiety to the driver can be suppressed. Note that the comparative example shown in FIG. 8 shows a case where the position adjustment process is not performed and the electrical angle θe falls outside the target angle range Rtgt.

The position adjustment process in step S10 can be performed, for example, as follows (A) or (B).

(A) When it is determined that the driver is braking based on the detection value of the brake sensor 82 and the traveling speed Vs of the vehicle 10 is equal to or lower than the speed threshold, regenerative drive control is performed on the decelerating vehicle 10 to bring the electrical angle θe within the target angle range Rtgt before the vehicle 10 stops. Here, the speed threshold is set to a value that can determine that the traveling speed is extremely low, for example, 5 km/h or 2 km/h. In addition, the traveling speed Vs may be calculated based on the detection value of the angle sensor 81, for example.

(B) Immediately after it is determined that the traveling speed Vs has reached 0 and the vehicle 10 has stopped, the inverter 50 is controlled to bring the electrical angle θe within the target angle range Rtgt.

After the vehicle 10 has stopped, in step S11, it is determined whether or not a command to apply a braking force has been issued to the EPB device 40 by operating the parking switch 41 before the driver gets out of the vehicle.

If the determination in step S11 is positive, the process proceeds to step S12, where it is determined whether the electrical angle θe is outside the target angle range Rtgt. This process is performed in case the position adjustment process in step S10 fails. The process in step S12 corresponds to the "position determination unit."

If it is determined in step S12 that the electrical angle θe is within the target angle range Rtgt, the process proceeds to step S13, where braking force is applied to the wheels by controlling the EPB device 40.

On the other hand, if it is determined in step S12 that the electrical angle θe is outside the target angle range Rtgt, the process proceeds to step S14, where a retry process is performed to control the inverter 50 so that the electrical angle θe is within the target angle range Rtgt and the rotation of the rotor 22 is stopped. Then, the process proceeds to step S13.

In this manner, in this embodiment, a retry process is performed from when it is determined in step S11 that an instruction to apply a braking force has been issued to the EPB device 40 until the EPB device 40 starts applying a braking force to the wheels in step S13. In the series of actions of the driver from operating the parking switch 41 to getting off the vehicle, even if the retry process causes the rotor 22 to rotate and generates minor vibrations, the driver is unlikely to feel uneasy. Furthermore, even if minor vibrations are generated by the retry process, the driver is likely to recognize that the vibrations were generated due to the operation of the parking switch 41, so in that sense, the driver is unlikely to feel uneasy.

When a braking force is applied by the EPB device 40, the rotor 22 cannot rotate. Therefore, a retry process is performed before the EPB device 40 applies a braking force.

If the result of step S11 is negative, the process proceeds to step S15, where it is determined whether the shift position has been switched to P range by the driver's operation of the shift lever 42.

If the determination in step S15 is positive, the process proceeds to step S12. If the determination in step S12 is that the electrical angle θe is within the target angle range Rtgt, the process proceeds to step S13, where the parking lock device 43 is controlled so that the rotation of the gears that make up the transmission 30 is restricted.

On the other hand, if it is determined in step S12 that the electrical angle θe is outside the target angle range Rtgt, the process proceeds to step S14, where a retry process is performed. Then, the process proceeds to step S13.

Thus, in this embodiment, a retry process is performed from when it is determined in step S15 that the range has been switched to P range until the rotation of the gears that make up the transmission 30 is restricted by the parking lock device 43 in step S13. When the rotation of the gears is restricted, the gears rotate, albeit slightly, causing slight vibrations. In the series of actions of the driver from operating the shift lever 42 to getting off the vehicle, even if the rotor 22 rotates and causes slight vibrations due to the retry process, the driver is unlikely to feel uneasy. Furthermore, even if slight vibrations occur due to the retry process, the driver is likely to recognize that the vibrations are caused by the control of the parking lock device 43, so in that sense, the driver is unlikely to feel uneasy.

When the rotation of the gears that make up the transmission 30 is restricted by the parking lock device 43, the rotor 22 cannot rotate. For this reason, a retry process is performed before the rotation of the gears is restricted by the parking lock device 43.

In this way, even if the position adjustment process cannot bring the electrical angle θe within the target angle range Rtgt, the retry process can bring the electrical angle θe within the target angle range Rtgt.

<Other embodiments>
The above embodiment may be modified as follows.

- The retry process may be performed, for example, after the vehicle 10 has stopped and before it is determined that the driver has exited the vehicle. Here, whether or not the driver has exited the vehicle may be determined based on, for example, the detection value of a sensor that detects whether the door of the vehicle 10 is open or closed, or the detection value of a seat sensor that detects that the driver is seated in the driver's seat of the vehicle 10.

- The judgment torque Tqc may be set to 0.

- Of the processes shown in FIG. 4, the position adjustment process of step S10 does not have to be performed.

- The neutral point switch 72 is not limited to a relay. For example, a pair of N-channel MOSFETs with their sources connected to each other or an IGBT may be used as the neutral point switch 72.

- The neutral point switch 72 is not required. In this case, the intermediate terminal B and the neutral point O are always electrically connected.

- The neutral point wiring 71 may not be required. In this case, while the vehicle 10 is stopped, a current may be passed between the storage battery 60 and the winding via the inverter 50 in order to warm up the storage battery 60. As a result, vibrations may occur in the vehicle 10, so it is effective to apply the position adjustment process and the retry process.

- In steps S10, S12, and S14 of FIG. 4, the mechanical angle of the rotor 22 may be used instead of the electrical angle θe. In this case, the target angle range corresponds to the mechanical angle.

The parking lock device 43 is not limited to a device that restricts the rotation of the gears that make up the transmission 30, but may also restrict the rotation of the rotor 22, for example, by contacting the rotating shaft 22a of the rotor 22 and restricting the rotation of the rotating shaft 22a.

- The rotating motor and inverter may be of other than three phase, such as five or seven phase.

- The upper and lower arm switches that make up the inverter are not limited to IGBTs, but may be, for example, N-channel MOSFETs.

-Instead of the storage battery 60, for example, an electric double layer capacitor may be used.

- Position adjustment processing and retry processing may be applied to vehicles equipped with an autonomous driving function that allows parking and stopping without the user operating the vehicle.

10...vehicle, 11...drive wheels, 20...rotating electric machine, 50...inverter, 60...storage battery, 80...control device.

Claims (13)

an inverter (50) having upper and lower arm switches (QUH, QVH, QWH, QUL, QVL, QWL) connected in parallel to a series connection of a first storage unit (61) and a second storage unit (62), and electrically connected to windings (21U, 21V, 21W) of a rotating electric machine (20);
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A vehicle control device (80) applied to a vehicle (10) including:
the winding has a first end connected to the upper and lower arm switches and a second end opposite to the first end,
a switch control unit that performs switching control of the upper and lower arm switches so that a current flows between the first power storage unit and the second power storage unit through wiring (71) that electrically connects a negative electrode side of the first power storage unit and a positive electrode side of the second power storage unit to the second end, the inverter, and the winding;
a processing unit that performs a position adjustment process to control the inverter so that the rotational angle position of the rotor is within the target angle range from just before the vehicle stops during deceleration to just after the vehicle stops, when a target angle range is defined as a range of rotational angle positions of the rotor where the generated torque of the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings by the switching control. an inverter (50) having upper and lower arm switches (QUH, QVH, QWH, QUL, QVL, QWL) connected in parallel to a series connection of a first storage unit (61) and a second storage unit (62), and electrically connected to windings (21U, 21V, 21W) of a rotating electric machine (20);
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A vehicle control device (80) applied to a vehicle (10) including:
a neutral point wiring (71) electrically connecting a negative electrode side of the first power storage unit and a positive electrode side of the second power storage unit to a neutral point (O) of the winding ; a switch control unit performing switching control of the upper and lower arm switches so that a current flows between the first power storage unit and the second power storage unit through the inverter and the winding;
a processing unit that executes a position adjustment process to control the inverter so that the rotational angle position of the rotor is within the target angle range from just before the vehicle stops during deceleration to just after the vehicle stops, when a target angle range is defined as a range of rotational angle positions of the rotor where the generated torque of the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings by the switching control. an inverter (50) that is powered by a power storage unit (60) and is electrically connected to windings (21U to 21W) of a rotating electric machine (20) ;
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A vehicle control device (80) applied to a vehicle (10) including:
A processing unit is provided,
a range of rotational angle positions of the rotor where the torque generated by the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings is defined as a target angle range;
the processing unit performs a position adjustment process for performing regenerative drive control so that a rotational angle position of the rotor is within the target angle range during a period from immediately before the decelerating vehicle stops until the vehicle stops ,
The vehicle control device , wherein the regenerative drive control is switching control of the inverter for converting AC power generated by the rotating electric machine into DC power and supplying the DC power to the power storage unit . a position determination unit that determines whether or not a rotational angle position of the rotor is within the target angle range while the vehicle is stopped after the position adjustment process is performed,
4. The vehicle control device according to claim 1 , wherein, when it is determined that the rotational angle position of the rotor is not within the target angle range, the processing unit performs a retry process of controlling the inverter so as to bring the rotational angle position of the rotor within the target angle range and stop rotation of the rotor. The vehicle control device according to claim 4 , wherein the processing unit performs the retry process after the position adjustment process is performed, until it is determined that the driver of the vehicle has dismounted. The vehicle includes an electric parking brake device (40) that applies a braking force to wheels of the vehicle based on an operation by a driver,
6. The vehicle control device according to claim 5 , wherein the processing unit performs the retry process when it is determined that an operation instruction for the electric parking brake device has been issued by an operation of the driver after the position adjustment process is executed. the vehicle is configured such that power can be transmitted from a rotation shaft of the rotor to the drive wheels at least while the vehicle is stopped,
7. The vehicle control device according to claim 6 , wherein the processing unit performs the retry process from when it is determined that an operation command for the electric parking brake device has been issued until when the electric parking brake device applies a braking force to the wheels. The vehicle includes a shift operation member (42) operated by a driver,
The processing unit performs the retry process when it determines that the operation state of the shift operation member has been set to a parking shift that instructs parking or stopping of the vehicle after the position adjustment process is executed. The control device for a vehicle according to any one of claims 5 to 7 . The vehicle includes a lock device (43) that restricts rotation of the rotor when the operation state of the shift operation member is set to the parking shift,
the vehicle is configured such that power can be transmitted from a rotation shaft of the rotor to the drive wheels at least while the vehicle is stopped,
The vehicle control device according to claim 8 , wherein the processing unit performs the retry process from when it is determined that the operation state of the shift operation member has been set to the parking shift until when the lock device restricts rotation of the rotor. The vehicle control device according to any one of claims 1 to 9 , wherein the determination torque is a torque that does not cause the drive wheels to start rotating. an inverter (50) having upper and lower arm switches (QUH, QVH, QWH, QUL, QVL, QWL) connected in parallel to a series connection of a first storage unit (61) and a second storage unit (62), and electrically connected to windings (21U, 21V, 21W) of a rotating electric machine (20);
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A computer (80a);
A program to be applied to a vehicle (10) comprising:
the winding has a first end connected to the upper and lower arm switches and a second end opposite to the first end,
The computer includes :
a process of performing switching control of the upper and lower arm switches so that a current flows between the first power storage unit and the second power storage unit through wiring (71) electrically connecting a negative electrode side of the first power storage unit and a positive electrode side of the second power storage unit to the second end, the inverter, and the winding;
a position adjustment process that controls the inverter so that the rotational angle position of the rotor is within the target angle range from just before the vehicle stops during deceleration to just after the vehicle stops, when a target angle range is defined as a range of rotational angle positions of the rotor where the generated torque of the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings by the switching control. an inverter (50) having upper and lower arm switches (QUH, QVH, QWH, QUL, QVL, QWL) connected in parallel to a series connection of a first storage unit (61) and a second storage unit (62), and electrically connected to windings (21U, 21V, 21W) of a rotating electric machine (20);
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A computer (80a);
A program to be applied to a vehicle (10) comprising:
The computer includes:
a process of performing switching control of the upper and lower arm switches so that a current flows between the first power storage unit and the second power storage unit through a neutral point wiring (71) electrically connecting a negative electrode side of the first power storage unit and a positive electrode side of the second power storage unit to a neutral point (O) of the winding, the inverter, and the winding;
a position adjustment process that controls the inverter so that the rotational angle position of the rotor is within the target angle range from just before the vehicle stops during deceleration to just after the vehicle stops, when a target angle range is defined as a range of rotational angle positions of the rotor where the generated torque of the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings by the switching control. an inverter (50) that is powered by a power storage unit (60) and is electrically connected to windings (21U to 21W) of a rotating electric machine (20);
a drive wheel (11) that rotates by power transmitted from a rotating shaft (22a) of a rotor (22) that constitutes the rotating electric machine;
A computer (80a);
A program to be applied to a vehicle (10) comprising:
a range of rotational angle positions of the rotor where the torque generated by the rotating electric machine is equal to or less than a judgment torque (Tqc) when current is applied to the windings is defined as a target angle range;
causing the computer to execute a position adjustment process for performing regenerative drive control so that a rotational angle position of the rotor is within the target angle range during a period from immediately before the decelerating vehicle stops until the vehicle stops;
The regenerative drive control is switching control of the inverter for converting AC power generated by the rotating electric machine into DC power and supplying the DC power to the power storage unit.

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