FR3055367A1 - DRIVE SOURCE CONTROL DEVICE AND PROGRAM THEREOF - Google Patents

Abstract

An electronic control unit (100) calculates an oscillation ratio (Nd / (Nw x R)) indicative of a displacement state of a power unit (2) based on a rotational speed (Nd) of an output shaft (10) and a rotational speed (Nw) of a driving wheel (4L, 4R) (where "R" indicates a gear ratio between an output gear and a gear final gear). The electronic control unit (100) calculates a variation of the oscillation ratio. If the oscillation ratio exceeds "1" and the variation of the oscillation ratio exceeds a threshold value (S1), the electronic control unit (100) performs a torque lowering operation of the motor. If the oscillation ratio is less than "1" and the variation of the oscillation ratio is less than a predetermined threshold value (S2), the electronic control unit (100) performs a torque rise operation of the motor.

Description

® FRENCH REPUBLIC

NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number: 3,055,367 (to be used only for reproduction orders) (© National registration number: 17 57761

COURBEVOIE © IntCI ⁸ : F 02 D 41/30 (2017.01), F 02 D 29/02

A1 PATENT APPLICATION

©) Date of filing: 18.08.17. © Applicant (s): SUZUKI MOTOR CORPORATION - © Priority: 25.08.16 JP 2016164861. JP. ®) Inventor (s): ETO YUGO. ©) Date of public availability of the request: 02.03.18 Bulletin 18/09. ©) List of documents cited in the report preliminary research: The latter was not established on the date of publication of the request. (© References to other national documents ® Holder (s): SUZUKI MOTOR CORPORATION. related: ©) Extension request (s): © Agent (s): CABINET PLASSERAUD.

(U4 / DRIVE SOURCE CONTROL DEVICE AND ITS PROGRAM.

FR 3 055 367 - A1 (67) The invention relates to an electronic control unit (100) which calculates an oscillation ratio (Nd / (Nw x R)) indicating a displacement state of a motor unit (2) on the basis of a speed of rotation (Nd) of an output shaft (10) and a speed of rotation (Nw) of a driving wheel (4L, 4R) (where “R” indicates a ratio d gear between an output gear and a final gear). The electronic control unit (100) calculates a variation in the oscillation ratio. If the oscillation ratio exceeds "1" and the variation of the oscillation ratio exceeds a threshold value (S1), the electronic control unit (100) performs a torque reduction operation of the engine. If the oscillation ratio is less than "1" and the variation of the oscillation ratio is less than a predetermined threshold value (S2), the electronic control unit (100) performs a torque raising operation of the motor.

DRIVE SOURCE CONTROL DEVICE AND SOUND

PROGRAM

The present application is based on, and claims the benefit of, the priority of the previous Japanese patent application No. 2016-164861, filed on August 25, 2016, the entire content of which is incorporated by reference into the present document.

The present invention relates to a drive source control device and a program for controlling a drive source of a motor unit supported by an elastic element in a vehicle.

In a vehicle such as an automobile, an internal combustion type engine serving as a drive source is supported by a support formed by an elastic element in order to avoid the propagation of vibration to the vehicle. The motor releases a driving force towards the drive wheels while the motor is supported by the support. While this driving force serves as a force to deform the support, a force to return the temporarily deformed support to its original state is generated. This force generates a vibration in some cases.

As a technique for suppressing a vibration generated by the driving of the internal combustion engine, patent document 1 discusses a vehicle with an engine body mounted on a chassis using a mount, an alternator that can be driven by rotation of a crankshaft, and an electronic control unit, ECU, configured to evaluate a load torque of the engine and a displacement of the support to adjust the load torque of the alternator of the alternator on the base the load torque of the motor and the displacement of the support.

Patent document 1: Japanese patent made public

Publication No. 2010-48145

In patent document 1, the displacement of the support is obtained using an equation of motion. However, due to a manufacturing error or degradation by aging, the support has an individual difference. This is why, using the equation of motion, it can be difficult to accurately check the movement of the support and to suppress a vibration generated by the motor drive.

In view of the problems mentioned above, an objective of the present invention therefore consists in suppressing a vibration generated by driving the driving source by verifying a behavior of the driving source without influencing an individual difference.

According to one aspect of the present invention, a drive source control device is provided, configured to control a drive source included in a motor unit supported by an elastic member in a vehicle, the drive source control device. a drive comprising: drive source side rotational speed detecting means for detecting a drive source side rotational speed; driven side speed detecting means for detecting a driven side rotational speed driven by the drive source; and control means for controlling a torque lowering operation and a torque raising operation of the drive source based on the rotation speed on the drive source side detected by the drive speed detecting means drive source side rotation and the drive side rotation speed detected by the drive side rotation speed detecting means.

Figure 1 is a block diagram illustrating main parts of a vehicle according to one embodiment;

FIG. 2 is a schematic diagram illustrating an engine group and a support which supports the engine group;

Figure 3 is a schematic diagram illustrating a state where the power unit is moved;

Figure 4 is a flowchart illustrating a torque rise command and a torque decrease command in an engine executed by an ECU;

FIG. 5 is a characteristic diagram illustrating the behaviors of each part comprising the engine and a relationship between a torque lowering command and a torque raising command in the engine; and Figure 6 is a characteristic diagram illustrating an exemplary relationship between a variation in the oscillation ratio and an amount of torque change.

According to one aspect of the present invention, a drive source control device is provided, configured to control a drive source included in a motor unit supported by an elastic member in a vehicle, the drive source control device. a drive comprising: drive source side rotational speed detecting means for detecting a drive source side rotational speed; driven side rotational speed detecting means for detecting a rotational speed of a driven side driven by the drive source; and control means for controlling a torque lowering operation and a torque raising operation of the drive source based on the rotation speed on the drive source side detected by the drive speed detecting means drive source side rotation and the drive side rotation speed detected by the drive side rotation speed detection means. The drive source control device described above detects a rotation speed on the drive source side and a rotation speed on the driven side generated by a movement of the vehicle and controls torque lowering and lifting operations. drive source torque based on the detected rotational speed. This is why it is possible to suppress a vibration generated by the drive of the drive source by checking a behavior of the drive source without the influence of an individual difference.

Preferred embodiments according to the present invention are now described with reference to the accompanying drawings. In this embodiment, an example where the present invention is applied to a front engine and front drive type vehicle is described.

As illustrated in FIG. 1, a vehicle 1 according to one embodiment comprises a motor unit 2, drive shafts 3L and 3R, and drive wheels 4L and 4R.

In this embodiment, an internal combustion type engine 5 as a drive source and a transaxle 6 are integrated in the engine unit 2.

The engine 5 is a so-called transverse engine where a crankshaft 5a as its output shaft is arranged in a width direction of the vehicle 1. The engine 5 is a four-stroke engine which performs a series of four strokes comprising a stroke d intake, a compression stroke, a rebound stroke and an exhaust stroke and performs an ignition between the compression and rebound strokes. It should be noted that the engine 5 can comprise different types of engines, such as an in-line four-cylinder engine, an in-line six-cylinder engine, a V-six engine, a twin-six engine, or a six-cylinder engine flat.

The transaxle 6 is obtained by integrating the gearbox 7 and the differential gear 8. An input shaft 9 of the gearbox 7 is connected to the crankshaft 5a of the engine 5. The differential gear 8 is furthermore rotated in synchronization with a final gear 12 engaging with an output gear 11 provided in the output shaft 10 of the gearbox 7. Note that the gearbox 7 can be any among different types of gearboxes, such as an automatic gearbox, a manual gearbox, a semi-automatic gearbox, a double clutch gearbox and a continuously variable gearbox.

The drive shafts 3L and 3R are connected to the differential gear 8, and the drive wheels 4L and 4R are connected respectively to the drive shafts 3L and 3R. Indeed, the power transmitted to the differential gear 8 is transmitted to the drive wheels 4L and 4R via the drive shafts 3L and 3R.

The vehicle 1 is equipped with an output shaft rotation speed sensor 13 for detecting a rotation speed of the output shaft 10 of the gearbox 7. The vehicle 1 is further provided with speed sensors wheel 14L and 14R for detecting rotational speeds of the driving wheels 4L and 4R respectively.

According to this embodiment, as illustrated in FIGS. 2 and 3, the motor unit 2 is mounted on a chassis and is supported by this using a pendulum-type support structure which resiliently supports the motor group 2 in a state suspended.

The chassis of the vehicle 1 is provided with supports 15L and 15R as an elastic element for supporting the motor unit 2. The supports 15L and 15R are arranged at both ends of the motor unit 2 in a vehicle width direction to support the engine group 2. More specifically, the supports 15L and 15R are arranged so that a line 16 obtained by connecting the supports 15L and 15R passes through a center 17 of the engine group 2 in the width direction of the vehicle 1 while passing through an upper part of the power unit 2 in a height direction of the vehicle 1.

A torsion bar 18 is arranged under the center 17 to support the motor unit 2 from the rear side of the vehicle 1. Because a force for rotating the motor unit 2 is generated relative to the drive shafts 3L and 3R , a movement of the motor unit 2 is suppressed by the torsion bar 18.

With the pendulum type support structure, supports 15L and 15R are modeled as coil springs as shown in Figure 3.

As for example illustrated in FIG. 3, if the vehicle 1 has to accelerate, the power unit 2 increases the driving force. If the driving force increases thanks to the motor unit 2, the motor unit 2 is moved backwards with respect to the drive shafts 3L and 3R while deforming the supports 15L and 15R. If the power unit 2 is moved in this way, it is difficult to fully transmit the driving force to the drive wheels 4L and 4R before this movement is brought to converge. The supports 15L and 15R perform enough strokes, and the chassis begins to receive a force opposing the driving force by virtue of the elastic reaction force, so that the power unit 2 can fully transmit the driving force to the 4L and 4R driving wheels.

It should be noted that, in FIG. 3, the solid line indicates a state where the motor unit 2 is moved backwards, and the dashed line indicates a state where the motor unit 2 is not moved ( which is referred to below as an original condition). Furthermore, although not shown in FIG. 3, the motor unit 2 can also be moved forward in an opposite manner.

In this way, in the pendulum-type support structure, the power unit 2 brings out the driving force for the attention of the driving wheels 4L and 4R while it is supported by the supports 15L and 15R. While this driving force serves as a force to deform the supports 15L and 15R, a force to return the temporarily deformed supports 15L and 15R to their original state is also exerted, so that the power unit 2 vibrates. The oscillation of the power unit 2 becomes a low frequency vibration of 2 to 5 Hz which can be detected by crew members. This is why it is necessary to suppress a vibration by suppressing an oscillation of the power unit 2.

A control of the motor 5 to suppress an oscillation of the motor group 2 is now described.

The vehicle 1 is provided with an electronic control unit (ECU) 100 serving as a drive source control device according to the present invention. The ECU 100 has an input unit 101, a control unit 102 and an output unit 103. The ECU 100 described above is implemented as a computer device with for example a central processing unit (CPU), random access memory (RAM), read only memory (ROM), and the like.

The input unit 101 receives a rotation speed Nd of the output shaft 10 detected by the output shaft rotation speed sensor 13 and rotational speeds of the driving wheels 4L and 4R detected respectively by the sensors wheel rotation speed 14L and 14R.

Although described in more detail below, the control unit 102 performs a torque reduction control and a torque rise control of the motor 5 based on the rotation speed Nd of the output shaft 10 received by the input unit 101 and the rotational speed Nw of the drive wheels obtained from the rotational speeds of the drive wheels 4L and 4R received by the input unit 101. The rotational speed Nw of the drive wheel for example is fixed as an average of the rotational speeds of the drive wheels 4L and 4R detected respectively by the right and left wheel speed sensors 14L and 14R.

Under the control of the control unit 102, the output unit 103 outputs a torque lowering instruction signal and a torque increase instruction signal from the motor 5.

The torque lowering operation and the torque raising operation of the engine 5 can be performed by adjusting an ignition setting of the spark plug 19. The torque lowering operation is performed by delaying the ignition setting, and the torque raising operation is performed by accelerating the ignition setting. The amount of torque decrease or the amount of torque increase can be controlled according to a delayed setting or an accelerated setting.

The torque lowering operation and the torque raising operation of the motor 5 can be performed by adjusting an opening level of a throttle valve 20. The torque lowering operation is performed by reducing an amount of intake air, and the torque raising operation is performed by increasing the amount of intake air. The amount of torque lowering or the amount of torque raising can also be controlled based on a variation in the amount of intake air.

The torque lowering operation and the torque raising operation of the engine 5 can be performed by adjusting a fuel injection amount of the injector 21. The torque lowering operation is performed by reducing the amount fuel injection, and the torque raising operation is performed by increasing the amount of fuel injection. The amount of torque lowering or the amount of torque boosting can also be controlled based on a variation in the amount of fuel injection.

It should be noted that, as a method for controlling the torque lowering operation and the torque raising operation of the motor 5, for example, any of the above-mentioned methods, any other than those described above, or a combination of several methods instead of a single method can also be used instead. The engine torque reduction operation can for example be carried out by reducing the fuel injection from the injector. The torque lowering operation and the engine torque raising operation can furthermore also be performed by controlling the torque using a motor / generator. The torque lowering operation is performed by generating power using the output power of the engine as a generator to decrease the engine torque transmitted to the drive wheel. The torque raising operation is performed by assisting the rotation of the motor by using the output power of the motor as a motor to increase the torque transmitted to the drive wheel. Note that the generator and the engine can be of a separate type instead of an integrated type.

We will now describe in more detail a treatment of the ECU 100 below.

The control unit 102 calculates an oscillation ratio representing a state of displacement of the motor group 2 on the basis of a ratio between the speed of rotation Nd of the output shaft 10 and the speed of rotation Nw of the driving wheels .

Specifically, assuming that a gear ratio between the power unit 2 and the differential gear 8, i.e., a gear ratio between the output gear 11 and the final gear 12 in this mode of embodiment, is indicated by "R", the control unit 102 calculates the oscillation ratio as "Nd / (Nw x R)". It should be noted that, if the speed of rotation Nw of the drive wheel becomes zero, the oscillation ratio is calculated as being "1".

If the speed of rotation Nw of the driving wheel is not zero and the oscillation ratio becomes “1”, this means that the displacement of the power unit 2 caused by the driving force of the power unit 2 is brought to converge. In addition, if the oscillation ratio is greater than "1", this means that the power unit 2 is moved opposite (backward in FIG. 3 in a typical movement) to the direction of movement of the vehicle 1 by the driving force of the motor unit 2. Furthermore, if the oscillation ratio is less than "1", this means that the motor unit 2 is moved in the direction of movement of the vehicle 1 while the driving force of the engine group 2 is reduced.

The control unit 102 calculates a variation of the oscillation ratio Arapporto scillation.

Specifically, the control unit 102 calculates a difference between an oscillation ratio at any setting "t" and an oscillation ratio at a previous setting "(t-1)" as a variation of the oscillation ratio Arapporl oscillation as expressed in the following formula (1).

Oscillation report = oscillation ratio (t) - oscillation_ ratio (t-1) = {Nd (t) - Nd (t-1)} / {(Nw (t) - Nw (t-1)) x R} .... (1)

FIG. 4 is a flow diagram illustrating the torque lowering operation and the torque raising operation of the engine 5 carried out by the ECU 100. FIG. 5 is a characteristic diagram illustrating a relationship between behaviors of each part including motor 5 and torque lowering and torque raising controls for motor 5.

The process of the flow diagram of FIG. 4 is carried out repeatedly, for example at regular intervals during the operation of the engine 5 (from start to stop of the engine 5).

In step S1, the control unit 102 calculates the oscillation ratio "Nd / (Nw x R)". The ECU 100 can at least store the oscillation ratio calculated in step SI in the current loop and the oscillation ratio calculated in step SI in the previous loop.

In step S2, the control unit 102 calculates a difference between the oscillation ratio calculated in step SI in the current loop and the oscillation ratio calculated in step SI in the previous loop as variation of the oscillation ratio Arapportoscillation as expressed in formula (1).

In step S3, the control unit 102 determines whether or not the oscillation ratio calculated in step S1 exceeds "1", and whether or not the variation in the oscillation ratio " Arapportoscillation »calculated in step S2 exceeds a predetermined threshold value SI (Sl> 0). Namely, it is determined whether or not the oscillation ratio has a value indicating that the power unit 2 is moved in an opposite manner to the direction of movement of the vehicle 1, and whether or not a value absolute of the variation "Oscillation report" is greater than a predetermined value | S11. As a result, if the determination of control unit 102 is YES, the process progresses to step S5. Otherwise, if the determination of control unit 102 is NO, the process progresses to step S4.

In step S4, the control unit 102 determines whether or not the oscillation ratio calculated in step S1 is less than "1", and whether or not the variation "Oscillation ratio" calculated in step S2 is less than a predetermined threshold value S2 (S2 <0). Indeed, it is determined whether or not the oscillation ratio has a value indicating that the power unit 2 is moved in the direction of movement of the vehicle 1, and whether or not an absolute value of the variation " Arapportoscillation "is greater than a value | S2 | predetermined. As a result, if the determination of control unit 102 is YES, the process progresses to step S6. Otherwise, if the determination of the control unit 102 is NO, this process ends.

In step S5, the control unit 102 controls the output unit 103 so that a torque lowering instruction signal from the motor 5 is issued to perform the torque lowering operation of the motor 5. The torque lowering instruction signal is an instruction signal also including the amount of torque lowering. The amount of torque reduction is determined based on the magnitude of the "Oscillation feedback" variation calculated in step S2.

In step S6, the control unit 102 controls the output unit 103 so that a torque increase instruction signal from the motor 5 is issued to perform the torque increase operation of the motor 5. The torque rise instruction signal is an instruction signal also including the amount of torque rise. The amount of torque increase can be determined based on the value of the "Oscillation input" variation calculated in step S2.

Figure 6 illustrates an illustrative relationship between the variation "Oscillation Arapport" and the amounts of torque reduction and torque rise (a torque variation). As illustrated in FIG. 6, if the variation "Arapport oscillation" exceeds the threshold value SI, an absolute value of the variation "Arapport oscillation" is high, and the amount of torque reduction is adjusted to increase. If the variation "Oscillation arapport" is less than the threshold value S2 (when the absolute value of the variation "Oscillation arapport" is greater than a predetermined value), the amount of torque increase is adjusted to increase when the absolute value of the variation "Arapport oscillation" increases, it should be noted that, although the characteristics of torque reduction and torque rise are symmetrical in FIG. 6 for example, the characteristics of torque reduction and elevation of couple may have a different relationship. The maximum amounts of torque reduction and torque rise are preferably set to less than 10% (more preferably, approximately 5%) of the torque that can be produced by the motor 5 without influencing a displacement of the vehicle 1.

In Figure 5, the abscissa indicates time. On the ordinate, the accelerator opening level, the rotation speeds (the solid line indicates the rotation speed Nd of the output shaft 10, and the dotted line indicates the rotation speed Nw of the wheel drive), the oscillation ratio, the variation of the oscillation ratio Arapport oscillation, and the torque lowering / torque raising operation of the motor are plotted in order from the top.

As illustrated in FIG. 5, during acceleration where the accelerator opening level increases and where the speed of rotation Nd of the output shaft 10 and the speed of rotation Nw of the drive wheel increases continuously, the oscillation ratio firstly becomes greater than "1", rises to its peak, and then decreases (period T1). In this period T1, the power unit 2 which has been set to its original state is moved opposite to the direction of movement of the vehicle 1 and then returns to its original state.

Then, the oscillation ratio becomes less than "1", drops to its minimum and then increases (period T2). In this period T2, the engine unit 2 placed in its original state is moved in the direction of movement of the vehicle 1 and then returns to its original state.

During acceleration where the rotational speed Nd of the output shaft 10 and the rotational speed Nw of the drive wheel increase continuously, this cycle is repeated while its magnitude is attenuated.

Referring to the flowchart in Figure 4, the variation "Arapportosci dation" exceeds the threshold value SI in the interval tl of the period Tl, so that the torque lowering operation is performed. In addition, the variation "Oscillation report" becomes less than the threshold value S2 in the interval t2 of the period T2, so that the torque elevation operation is performed.

While the variation "Arapport oscillation" is greater than or equal to zero during the period T1, the engine group 2 is moved opposite to the direction of movement of the vehicle 1, and this movement serves to promote walking. Here, it is possible to suppress the oscillation of the power unit 2 by performing the torque lowering operation. In the meantime, while the “Arapportoscillation” variation is less than zero during the period T1, the engine group 2 is moved opposite to the direction of movement of the vehicle E The engine group 2 must however return to its state of origin from there. Here, if the torque lowering operation is carried out, the return of the motor unit 2 to its original state is suppressed in reverse, and it is difficult to obtain a desired acceleration speed because of the unnecessary torque reduction operation. This is why the torque lowering operation is not carried out.

Similarly, while the “Arapportoscillation” variation is less than or equal to zero during the period T2, the motor unit 2 is moved in the direction of movement of the vehicle 1, and this movement serves to promote walking. Here, if the torque raising operation is carried out, it is possible to suppress the oscillation of the motor unit 2. In the meantime, while the variation “Arapportoscillation” exceeds zero during the period T2, the motor unit 2 is moved in the direction of travel of the vehicle 1. However, the power unit 2 must return to its original state from there. Here, if the torque elevation operation is carried out, the return of the power unit 2 to its original state is suppressed in reverse. This is why the torque raising operation is not carried out.

In this way, the torque lowering and torque raising commands of the motor 5 are carried out by checking the state of oscillation of the motor group 2 on the basis of the speed of rotation Nd of the output shaft 10 and of the speed of rotation Nw of the driving wheel obtained from the speeds of rotation of the driving wheels 4L and 4R. In this way, the rotational speeds are detected from a movement of the vehicle 1, and the torque lowering and torque elevation controls of the motor 5 are performed on the basis of the detected rotational speeds. This is why it is possible to suppress a vibration generated by driving the motor 5 by checking a behavior of the motor 5 without the influence of an individual difference.

With reference to the oscillation ratio obtained on the basis of the ratio between the speed of rotation Nd of the output shaft 10 and the speed of rotation Nw of the drive wheel and the variation of the oscillation ratio, it is possible to controlling the torque lowering and torque raising operations of the motor 5 so that an oscillation is stabilized by classifying a component of increase in rotational speed caused by acceleration and an oscillation component. As a result, it is not necessary to limit a condition to authorize the command to stabilize an oscillation at, for example, immediately after depressing the accelerator pedal or immediately after recovering from a cut-off state. fuel supply, or the like.

While various embodiments of the present invention have been described, it will be appreciated that the invention is not limited to such embodiments and that different changes or modifications are possible without departing from the scope and spirit of the invention. present invention.

In the embodiments described above, the output shaft rotation speed sensor 13 serves as a rotation speed detection unit on the drive source side of the present invention, and the rotation speed of the shaft gearbox output 10 is detected as rotational speed on the drive source side. In addition, the wheel speed sensors 14L and 14R serve as a drive side speed detection unit of the present invention, and the speed of the drive wheel is detected as the drive side speed. The present invention is not limited to this, however. Instead, an upstream side in the torque transmission path can be attached as the drive source side, and a downstream side can be attached as a driven side.

In the embodiments described above, the motor 5 and the transaxle 6 are integrated in the motor unit 2. However, any configuration can be used for the motor unit without limitation insofar as it has a source of 'training.

In the embodiments described above, the vehicle has an internal combustion type engine 5 as a drive source as an example. The present invention can however also apply for example to a vehicle having a rotary electric machine as a drive source.

The present invention can also be implemented by providing a software program capable of realizing the functionalities of the present invention for a system or apparatus via a network or by means of different storage media and by allowing a computer of the system or apparatus to read and execute the software program.

According to the present invention, it is possible to suppress a vibration generated by driving the drive source by verifying a behavior of the drive source without an influence of an individual difference.

Of course, the invention is not limited to the exemplary embodiments described and shown above, from which other modes and other embodiments can be provided, without going beyond the ambit of the invention.

Claims (7)

1. Drive source control device configured to control a drive source (5) included in a motor unit (2) supported by an elastic element in a vehicle (1), the drive source control device including: drive source side rotational speed detecting means for detecting a drive source side rotational speed; driven side rotational speed detecting means for detecting a rotational speed of the driven side driven by the drive source; and control means for controlling a torque lowering operation and a torque raising operation of the drive source based on the drive source side rotational speed detected by the drive speed detecting means drive source side rotation and the drive side rotation speed detected by the drive side rotation speed detecting means. 2. A drive source control device according to claim 1, wherein the control means controls the torque lowering operation and the torque raising operation of the drive source ( 5) on the basis of an oscillation ratio obtained from a ratio between the speed of rotation on the drive source side and the speed of rotation on the driven side and a variation of the oscillation ratio. 3. A drive source control device according to claim 2, in which the operation of lowering the torque of the drive source (5) is carried out when the oscillation ratio has a value indicating that the power unit (2) is moved opposite to a direction of movement of the vehicle (1), and that an absolute value of a variation of the oscillation ratio is greater than a predetermined value. 4. A drive source control device according to claim 2 or 3, wherein the operation of raising the torque of the drive source (5) is carried out when the oscillation ratio has a value indicating that the motor unit (2) is moved in a direction of movement of the vehicle (1) and that an absolute value of a variation of the oscillation ratio is greater than a predetermined value. The drive source control device according to any of claims 2 to 4, wherein the control means (102) determines an amount of torque reduction and an amount of torque increase from the source. as a function of a level of variation of the oscillation ratio. 10 6. A drive source control device according to any one of claims 1 to 5, wherein the motor unit (2) is supported by a pendulum type support structure. 7. Program for controlling a training source included in a group Motor (2) supported by an elastic element in a vehicle (1), the program causing a computer to execute a process for controlling a torque lowering operation and a torque raising operation from the source drive (5) on the basis of a drive source side speed detected by a source side drive speed detecting means 20 and a rotational speed on a driven side driven by the drive source, the rotational speed on the driven side being detected by a rotational speed detecting means on the driven side. 1/3