JP5310160B2 - Vehicle drive control apparatus and method - Google Patents

Description

  The present invention relates to a technique for controlling driving force of a vehicle with a motor.

  Patent Document 1 discloses a technique for controlling the driving force of a vehicle with a motor. In Patent Document 1, a clutch is provided between a motor that generates a driving force and a driving wheel.

JP 2006-117206 A

However, when a transmission is provided between the motor and the driving wheel and the clutch between the motor and the driving wheel is released to shift the transmission, the shifting operation of the transmission, that is, the release of the clutch is performed. During this state, the driving force of the motor is not transmitted to the driving wheels. In such a case, a feeling of free running occurs.
The subject of this invention is shortening the time after releasing a clutch until it fastens.

In order to solve the above problems, the present invention provides a clutch provided between a wheel and a transmission that is in a disengaged state when the transmission starts a shift operation, and the transmission completes the shift operation. It will be in a fastening state.
Further, according to the present invention, the number of revolutions of the motor that drives the wheels via the transmission is controlled in accordance with the state of clutch engagement.
And this invention increases the carrier frequency of the drive signal of a converter, before a clutch will be in a fastening state according to completion | finish of the transmission operation of a transmission.

According to the present invention, the ripple of the converter output voltage and the converter reactor current can be suppressed by increasing the carrier frequency of the converter drive signal.
Thereby, the responsiveness of the rotational speed control of the motor can be improved.
As a result, it is possible to improve the responsiveness of the control of the rotational speed when the motor is engaged when the clutch is in the engaged state, and it is possible to shorten the time from the release of the clutch to the engagement.

It is a figure which shows the drive control apparatus for vehicles of this embodiment. It is a figure which shows the structure of the power electronics part regarding the motor drive control of the drive control apparatus for vehicles. It is a figure which shows the vehicle state according to the fastening state at the time of comprising a clutch as a dog clutch. It is a flowchart which shows the correction process of the drive signal of the power element of the converter at the time of clutch fastening control by ECU. It is a flowchart which shows the process which correct | amends the carrier frequency of the drive signal of a power element according to converter temperature. FIG. 6 is a characteristic diagram illustrating an example of a relationship between a reactor temperature and a first correction coefficient Δfcdown1. FIG. 10 is a characteristic diagram illustrating an example of a relationship between a power element temperature and a second correction coefficient Δfcdown2. It is a characteristic view which shows an example of the relationship between cooling water temperature and 3rd correction coefficient (DELTA) fcdown3.

(Constitution)
The present embodiment is a vehicle drive control device to which the present invention is applied.
FIG. 1 shows a vehicle drive control device of the present embodiment. FIG. 2 shows a configuration of a power electronics unit related to motor drive control of the vehicle drive control device. As shown in FIGS. 1 and 2, the vehicle drive control device includes an engine 1, a generator (first motor generator, M1) 2, a generator inverter 3, a motor (second motor generator, M2) 4, and a motor. Inverter 5, high voltage battery (hereinafter simply referred to as battery) 6, converter 7, clutch 8, transmission 9 and ECU (Electronic Control Unit) 20.

The engine 1 generates a driving force in accordance with the driver's accelerator operation, and rotationally drives the front wheels 31 and the generator 2 with the driving force. The ECU 20 controls such driving of the engine 1.
In the generator 2, the rotor is rotationally driven by the engine 1 and generates electric power according to the rotational speed and the magnetic flux of the field. The ECU 20 controls the drive of such a generator 2. For example, the generator 2 becomes a load on the engine 2 according to the field current Ifg adjusted by the ECU 20, and generates power according to the load torque. The magnitude of the generated power of the generator 7 is determined by the magnitudes of the rotational speed Ng and the field current Ifg.

The generator inverter 3 rectifies the output of the generator 2 and outputs a voltage having a stable output waveform. The generator inverter 3 outputs to the converter 7.
Converter 7 converts alternating current into direct current and supplies power to battery 6. Converter 7 boosts the power of battery 6 and outputs the boosted power to motor inverter 5. The ECU 20 controls such processing of the converter 7. Specifically, the ECU 20 controls the drive of the converter 7 by a drive signal (pulse signal).

  This converter 7 is, for example, a bidirectional step-up / step-down converter. As a control method, there is a method that performs voltage F / B control and F / F compensation (voltage F / B control + F / F compensation). Further, there is a voltage F / B control and F / F compensation in which a current F / B control and F / F compensation (current F / B control + F / F compensation) are added. The battery 6 is, for example, a lithium ion battery, a nickel metal hydride battery, or a lead acid battery.

As illustrated in FIG. 2, the converter 7 includes a reactor (winding) 7 a and a power element 7 b to perform conversion processing. In this case, the ECU 20 drives the power element 7b with a drive signal. The power element 7b is, for example, an IGBT, a MOSFET, or a transistor.
The motor inverter 5 drives the motor 4 with the input electric power. Specifically, the motor inverter 5 supplies electric power output from the generator 2 or the battery 6 to the motor 4 in accordance with a motor drive signal output from the ECU 20. For example, the motor inverter 5 has six switching elements (MOSFETs). In this case, the six switching elements are divided into three sets of upper and lower arm switching elements corresponding to the three phases of the armature coil of the motor 4, and each of the three sets of switching elements is controlled by switching control. Phase alternating current is supplied to the motor 4. The switching control is performed by a command from the ECU 20.

The drive shaft of the motor 4 can be connected to the rear wheel 32 via the clutch 8 and the transmission 9. As a result, the motor 4 is driven by the motor inverter 5 to generate a driving force, and the driving force drives the rear wheel 32 to rotate through the clutch 8 and the transmission 9.
Further, the rotation speed of the motor 4 is controlled according to the intermittent state of the clutch 8. Specifically, the rotational speed of the motor 4 is controlled so as to be a predetermined rotational speed when the clutch 8 is released. Further, the motor 4 is controlled to have a predetermined rotational speed even when the clutch 8 is engaged. For example, when the clutch 8 is engaged, the rotational speed is controlled according to the rotational speed of the clutch 8.

The ECU 20 controls the driving of the motor 4 as described above. The motor control method is vector control. At this time, the motor 4 is controlled by PWM control (with variable carrier), overmodulation control, or rectangular wave control.
The transmission 9 shifts the driving force (motor rotation speed) of the motor 4 and transmits the driving force to the rear wheels 32. A clutch 8 is provided between the transmission 9 and the motor 4. The clutch 8 connects and disconnects the transmission 9 and the motor 4. That is, the clutch 8 switches between a state where the driving force to the transmission 9 can be transmitted and a state where it cannot be transmitted, depending on the engaged state. The clutch 8 is, for example, a wet multi-plate clutch or a dog clutch.

  FIG. 3 shows a vehicle state corresponding to the engaged state when the clutch 8 is configured as a dog clutch. Further, the number of stages of the transmission 9 is two. As shown as the difference between FIGS. 3A and 3B, the driving force (motor rotational speed) of the motor 4 is shifted by transmitting / closing the dog clutch 8, and the driving force is transmitted to the rear wheel 32. Thereby, the vehicle output, that is, the vehicle driving force V changes.

  The ECU 20 controls the entire vehicle drive control device. Therefore, for example, as shown in FIG. 2, the ECU 20 controls a converter control unit (CONV control unit) 21 for controlling the converter 7 and a generator control for controlling the driving of the generator 2 (controlling the generated power). Unit (MG1 control unit) 22 and motor control unit (MG2 control unit) 23 for controlling driving of motor 4.

FIG. 4 shows a process for correcting the drive signal of the power element 7b of the converter 7 by the ECU 20 during clutch engagement control. In this correction process, the carrier frequency of the drive signal (pulse signal) is corrected.
As shown in FIG. 4, first, in step S1, the ECU 20 determines whether or not the clutch 8 is in an ON state (engaged state). When the clutch 8 is in the ON state, the ECU 20 proceeds to step S2. Further, when the clutch 8 is in the OFF state (released state), the ECU 20 proceeds to step S6.

In step S2, the ECU 20 determines whether or not a clutch release condition is satisfied. That is, the ECU 20 determines whether or not the transmission timing of the transmission 9 is reached. In the present embodiment, the ECU 20 outputs a shift command to start the shift operation of the transmission 9. For this reason, the ECU 20 determines that the shift timing is when the shift command to the transmission 9 is output.
When the clutch release condition is satisfied, that is, when the shift timing of the transmission 9 is reached, the ECU 20 proceeds to step S3. Further, when the clutch release condition is not satisfied, the ECU 20 ends the process shown in FIG. 4 (starts again from the process of step S1).

  In step S3, the ECU 20 corrects the carrier frequency of the drive signal for the power element 7b. Specifically, the ECU 20 performs correction to increase the carrier frequency of the drive signal for the power element 7b. That is, the ECU 20 makes the carrier frequency of the drive signal of the power element 7b during the shifting operation of the transmission 9 larger than when the transmission 9 is not performing the shifting operation. Alternatively, the ECU 20 makes the carrier frequency of the drive signal of the power element 7b when the clutch 8 is released larger than when the clutch 8 is engaged.

  Subsequently, in step S4, the ECU 20 determines whether or not the carrier frequency in step S3 has been corrected (correction to increase is completed). If the carrier frequency has been corrected, the ECU 20 proceeds to step S5. If not, that is, if the carrier frequency is being corrected, the ECU 20 skips step S5 and ends the process shown in FIG. 4 (starts again from the process of step S1).

In step S5, the ECU 20 starts control to turn off the clutch 8. That is, the ECU 20 starts the control for turning off the clutch 8 in response to the determination result of the establishment of the clutch release condition in step S2. Then, the ECU 20 ends the process shown in FIG. 4 (starts again from the process of step S1).
As a result of performing the processing of step S5, the ECU 20 determines that the clutch 8 is in the OFF state in step S1.

  In step S6 which proceeds after determining that the clutch 8 is in the OFF state, the ECU 20 determines whether or not the clutch engagement condition is satisfied. That is, the ECU 20 determines whether or not the speed change operation of the transmission 9 has been completed (completed). If the clutch engagement condition is satisfied, the ECU 20 proceeds to step S7. Further, when the clutch fastening condition is not satisfied, that is, when the clutch 8 is maintained in the OFF state, the ECU 20 ends the process shown in FIG. 4 (starts again from the process of step S1).

In step S7, the ECU 20 starts control to turn on the clutch 8. That is, the ECU 20 starts control to turn on the clutch 8 in response to the determination result of establishment of the clutch engagement condition in step S6. Then, the ECU 20 ends the process shown in FIG. 4 (starts again from the process of step S1).
In step S8, the ECU 20 corrects the carrier frequency of the drive signal for the power element 7b. Specifically, the ECU 20 decreases the carrier frequency of the drive signal of the power element 7b and returns it to the original frequency. Then, the ECU 20 ends the process shown in FIG. 4 (starts again from the process of step S1).

In step S9, ECU20 correct | amends the carrier frequency of the drive signal of the power element 7b according to converter temperature. Here, the ECU 20 corrects the carrier frequency (carrier frequency target value fc ^* ) that has been corrected in step S3.
FIG. 5 shows a configuration for performing the correction. As shown in FIG. 5, the ECU 20 includes a reactor temperature detection unit 41, a power element temperature detection unit 42, a cooling water temperature detection unit 43, first to third carrier frequency correction coefficient calculation units 44 to 46, first and second. Select low units 47 and 48 and a multiplication unit 49 are provided. In addition to the ECU 20, the vehicle drive control device may have these configurations.

  Reactor temperature detector 41 detects the temperature of reactor 7a. For example, the reactor temperature detection unit 41 detects the temperature directly from the reactor 7 a with a sensor or the like, or predicts and detects the temperature of the reactor 7 a from the drive signal of the converter 7 or the like. Reactor temperature detection unit 41 outputs the detected temperature of reactor 7a to first carrier frequency correction coefficient calculation unit 44.

  The power element temperature detector 42 detects the temperature of the power element 7b. For example, the power element temperature detection unit 42 detects the temperature directly from the power element 7 b with a sensor or the like, or predicts and detects the temperature of the power element 7 b from the drive signal of the converter 7 or the like. The power element temperature detection unit 42 outputs the detected temperature of the power element 7 b to the second carrier frequency correction coefficient calculation unit 45.

Cooling water temperature detector 43 detects the temperature of the cooling water in converter 7. For example, the cooling water temperature detection unit 43 detects the temperature of the cooling water using a sensor or the like. The cooling water temperature detection unit 43 outputs the detected cooling water temperature to the third carrier frequency correction coefficient calculation unit 46.
The first carrier frequency correction coefficient calculation unit 44 calculates a first correction coefficient Δfcdown1 for correcting the carrier frequency based on the temperature of the reactor 7a. The first carrier frequency correction coefficient calculation unit 44 outputs the calculated first correction coefficient Δfcdown1 to the first select low unit 47.

FIG. 6 shows an example of the relationship between the temperature of the reactor 7a and the first correction coefficient Δfcdown1. As shown in FIG. 6, the first correction coefficient Δfcdown1 becomes a value (<1) that decreases the carrier frequency when the reactor temperature becomes equal to or higher than a predetermined value. The predetermined value is a value set to determine the reactor temperature, and is an experimental value, an empirical value, or a theoretical value. Furthermore, in this example, in the region below the predetermined value, the reactor temperature decreases stepwise as the reactor temperature increases. The first correction coefficient Δfcdown1 is a value (= 1) that does not correct the carrier frequency when the reactor temperature is lower than a predetermined value.
The second carrier frequency correction coefficient calculation unit 45 calculates a second correction coefficient Δfcdown2 for correcting the carrier frequency based on the temperature of the power element 7b. The second carrier frequency correction coefficient calculation unit 45 outputs the calculated second correction coefficient Δfcdown2 to the first select low unit 47.

FIG. 7 shows an example of the relationship between the temperature of the power element 7b and the second correction coefficient Δfcdown2. As shown in FIG. 7, the second correction coefficient Δfcdown2 becomes a value (<1) that decreases the carrier frequency when the power element temperature becomes equal to or higher than a predetermined value. The predetermined value is a value set for determining the power element temperature, and is an experimental value, an empirical value, or a theoretical value. Furthermore, in this example, in the region below a predetermined value, the power element temperature decreases stepwise as the power element temperature increases. The second correction coefficient Δfcdown2 is a value (= 1) that does not correct the carrier frequency when the power element temperature is lower than a predetermined value.
The third carrier frequency correction coefficient calculation unit 46 calculates a third correction coefficient Δfcdown3 for correcting the carrier frequency based on the coolant temperature. The third carrier frequency correction coefficient calculation unit 46 outputs the calculated third correction coefficient Δfcdown3 to the second select low unit 48.

  FIG. 8 shows an example of the relationship between the coolant temperature and the third correction coefficient Δfcdown3. As shown in FIG. 8, the third correction coefficient Δfcdown3 becomes a value (<1) that decreases the carrier frequency when the cooling water temperature becomes equal to or higher than a predetermined value. The predetermined value is a value set to determine the cooling water temperature, and is an experimental value, an empirical value, or a theoretical value. Furthermore, in this example, in the region below the predetermined value, the temperature gradually decreases as the cooling water temperature increases. The third correction coefficient Δfcdown3 is a value (= 1) that does not correct the carrier frequency when the coolant temperature is lower than a predetermined value.

The first select low unit 47 selects low (selects a smaller value) from the first correction coefficient Δfcdown1 and the second correction coefficient Δfcdown2. The first select row unit 47 outputs the value obtained by the select row to the second select row unit 48.
The second select row unit 48 selects low (selects a smaller value) from the output value (first correction coefficient Δfcdown1 or second correction coefficient Δfcdown2) of the first select row unit 47 and the third correction coefficient Δfcdown3. As a result, the minimum value is selected from the first correction coefficient Δfcdown1, the second correction coefficient Δfcdown2, and the third correction coefficient Δfcdown3. The second select row unit 48 outputs the value obtained by the select row to the multiplication unit 49.

The multiplier 49 receives the carrier frequency target value fc ^*, which is the carrier frequency that has been increased in step S3. The multiplier 49 multiplies the carrier frequency target value fc ^{* by} the output value of the second select low unit 48. Thereby, the carrier frequency target value fc ^* becomes a value corrected by any of the first correction coefficient Δfcdown1, the second correction coefficient Δfcdown2, or the third correction coefficient Δfcdown3. As a result, the carrier frequency target value fc ^* of the correction value is smaller than the carrier frequency target value fc ^* before correction. At this time, the carrier frequency frequency target value fc ^* changes between the carrier up upper limit value and the carrier down lower limit value as shown in FIGS.
If any of the first correction coefficient Δfcdown1, the second correction coefficient Δfcdown2, or the third correction coefficient Δfcdown3 is 1, the carrier frequency target value fc ^* is maintained without being corrected.
In step S9, the carrier frequency (carrier frequency target value fc ^* ) is corrected according to the temperature by the above configuration and processing.

(Operation and action)
While the vehicle is running, the vehicle drive control device performs correction to increase the carrier frequency of the drive signal of the power element 7b when the clutch 8 is in the ON state and the clutch release condition is satisfied (steps S1 to S3). Then, the vehicle drive control device starts control (release control) for turning off the clutch 8 when the carrier frequency correction processing is completed (steps S4 to S5).

  Then, the vehicle drive control device sets the carrier frequency after the increase correction in accordance with the reactor 7a, the power element 7b, and the cooling water temperature after the clutch 8 is turned off, that is, after the carrier frequency is increased and corrected. Further correction (correction to decrease) is performed (step S9). That is, when any of the reactor 7a, the power element 7b, and the cooling water temperature becomes a predetermined value or more, correction is performed to decrease the carrier frequency according to the temperature at that time.

Then, the vehicle drive control device starts control (engagement control) for turning on the clutch 8 when the clutch engagement condition is satisfied, that is, when the transmission operation of the transmission 9 is finished (steps S6 and S7). ). Then, the vehicle drive control device corrects the carrier frequency of the drive signal for the power element 7b to return to the original value.
By the operation as described above, the vehicle drive control device increases the carrier frequency of the drive signal of the converter 7 before the clutch 8 is brought into the engaged state in response to the end of the shift operation of the transmission 9.

Further, the vehicle drive control device increases the carrier frequency of the drive signal of the converter 7 before releasing the clutch 8 in response to the start of the shift operation of the transmission. Specifically, the vehicle drive control device starts a shift operation based on a shift command output from the ECU 20 as the host control means, and after the shift command is output, the clutch 8 is released. The carrier frequency of the drive signal for the converter 7 is increased.
In the present embodiment, a HEV (Hybrid Electric Vehicle) system having a boosting function is realized. In this embodiment, the present invention can be applied to a 2-motor parallel type or a 2-motor series parallel type.

Further, in the present embodiment, the carrier frequency of the drive signal of the converter 7 is increased before the clutch 8 is disengaged in response to the start of the shift operation of the transmission 9, and the shift operation of the transmission 9 is completed. Thus, the carrier frequency of the drive signal of the converter 7 is increased before the clutch 8 is brought into the engaged state. That is, the carrier frequency of the drive signal of the converter 7 is increased from immediately before the clutch 8 is released to immediately after the clutch 8 is engaged.
On the other hand, the carrier frequency of the drive signal of the converter 7 can be increased only when the clutch 8 is engaged. That is, it is possible to increase only the carrier frequency of the drive signal of the converter 7 before the clutch 8 is brought into the engaged state in response to the end of the speed change operation of the transmission 9.

  In the present embodiment, the motor 4 realizes a motor that drives wheels. The motor inverter 5 realizes an inverter that drives the motor. The converter 7 realizes a converter that boosts input power and supplies the boosted power to the inverter. Moreover, ECU20 (converter control part 21) implement | achieves the converter control means which drives the said converter with a drive signal. Moreover, the transmission 9 implement | achieves the transmission provided between the said motor and the said wheel. The clutch 8 is provided between the motor and the transmission, and realizes a clutch for fastening and releasing between the motor and the transmission.

  In the present embodiment, the clutch is in a disengaged state when the transmission starts a shifting operation, and is in an engaged state when the transmission finishes the shifting operation. The number of revolutions of the motor is controlled according to the on / off state of the clutch. Further, the converter control means increases the carrier frequency of the drive signal of the converter before the clutch is engaged according to the end of the shift operation of the transmission.

  In the present embodiment, input electric power is supplied to an inverter via a converter, and a motor is driven by the inverter to drive a wheel. A transmission is provided between the motor and the wheel. In addition, in the vehicle drive control method in which a clutch is provided between the motor and the transmission, and the motor and the transmission are fastened and released by the clutch, the clutch changes the speed of the clutch. When starting the operation, it is in the released state, and when the transmission finishes the speed change operation, it is in the engaged state, and the motor is controlled to the number of revolutions according to the engagement of the clutch, and the motor according to the engagement of the clutch A vehicle drive control method for increasing the carrier frequency of a drive signal for driving the converter before starting the rotation control of the motor is realized.

(Effect of embodiment)
(1) In the vehicle drive control device, the clutch provided between the wheel and the transmission is disengaged when the transmission starts a shifting operation, and is engaged when the transmission finishes the shifting operation. become.
Further, in the vehicle drive control device, the motor that drives the wheels via the transmission controls the number of rotations according to the engaged / disengaged state of the clutch.
The vehicle drive control device increases the carrier frequency of the drive signal of the converter that boosts the input power and supplies it to the inverter before the clutch is engaged according to the end of the shift operation of the transmission. . That is, the vehicle drive control device increases the carrier frequency of the converter drive signal when the transmission is performing a speed change operation than when the transmission is not performing a speed change operation (normal time).

Thereby, the drive control apparatus for vehicles can suppress the ripple of the output voltage of a converter, and the reactor current of a converter by increasing the carrier frequency of the drive signal of a converter.
As a result, the vehicle drive control device can improve the responsiveness of the rotational speed control of the motor during the shift of the transmission, that is, during the release of the clutch.

  For example, this improvement in the responsiveness of the rotational speed control of the motor suppresses ripples in the output voltage of the converter, and one of the causes of motor torque fluctuation is improved by stabilizing the inverter voltage. It can be said that the settling time is reduced. Moreover, it can be said that the stability of converter control is improved, the control gain can be increased, the converter response is improved, and the power can be transferred between the motor and the battery at the time of rotation speed control.

As a result, the responsiveness of the motor rotation speed control according to the engaged / disengaged state of the clutch can be improved. When the clutch is engaged, the motor rotation speed can be reduced to the required rotation speed (target The number of revolutions), and the time from when the clutch is released to when the clutch is engaged can be shortened.
Further, since the carrier frequency of the drive signal of the converter is increased only during the speed change operation of the transmission, that is, for a short time from the release of the clutch to the engagement, the temperature rise due to the increase in heat generation due to the increase in the carrier frequency Can be minimized.
As a result, there is no need to increase the cooling capacity or increase the size of the converter (reactor, power element).

(2) The vehicle drive control device increases the carrier frequency of the converter drive signal before the clutch is released in response to the start of the shift operation of the transmission.
Thereby, in addition to the responsiveness of the motor rotational speed control when the clutch is engaged after the shift operation is completed, the responsiveness of the motor rotational speed control when the clutch is released at the start of the shift operation can be improved.
As a result, even when the clutch is released, the number of rotations of the motor can be set to the required number of rotations (target rotation number) required at the time of release in a short time, and the time from when the clutch is released to when it is engaged. Can be shortened.

(3) The transmission starts a speed change operation based on a speed change command output by the host control means. The vehicle drive control device increases the carrier frequency of the converter drive signal after the shift command is output by the host control means and before the clutch is released.
Thereby, it is possible to suppress the temperature of the converter from rising due to an increase in the amount of heat generated by the increase in the carrier frequency by limiting the increase start time of the carrier frequency.

(4) The vehicle drive control device decreases the carrier frequency of the converter drive signal when the converter temperature exceeds a threshold value (predetermined value) after increasing the carrier frequency of the converter drive signal. Make corrections.
Thereby, it can suppress that the temperature of a converter raises by the increase in the emitted-heat amount by the increase in a carrier frequency.
As a result, it is possible to avoid damage to the converter components due to a temperature rise caused by an increase in heat generation due to an increase in carrier frequency.

(5) The vehicle drive control device corrects the carrier frequency of the converter drive signal so that the converter drive signal carrier frequency when the converter temperature falls below a threshold value (predetermined value). Correction to increase
Thereby, it is possible to appropriately increase the carrier frequency of the drive signal of the converter while suppressing an increase in the temperature of the converter.

  4 Motor, 5 Motor inverter, 7 Converter, 8 Clutch, 9 Transmission, 20 ECU

Claims (6)

A motor that drives the wheels;
An inverter for driving the motor;
A converter that boosts input power and supplies the boosted power to the inverter;
Converter control means for driving the converter with a drive signal;
A transmission provided between the motor and the wheel;
A clutch provided between the motor and the transmission, for fastening and releasing between the motor and the transmission, and
The clutch is in a disengaged state when the transmission starts a shifting operation, and is engaged when the transmission finishes the shifting operation,
The motor is controlled in the number of revolutions according to the clutch engagement,
The converter control means increases the carrier frequency of the converter drive signal before the clutch is engaged according to the end of the shift operation of the transmission.   2. The vehicle according to claim 1, wherein the converter control means increases a carrier frequency of a drive signal of the converter before the clutch is released in response to the start of a shift operation of the transmission. Drive control device. The transmission starts a shift operation based on a shift command output by the host control means,
The vehicle according to claim 2, wherein the converter control means increases the carrier frequency of the drive signal of the converter after the shift command is output by the host control means and before the clutch is released. Drive control device. Converter temperature detection means for detecting the temperature of the converter;
The converter control means increases the carrier frequency of the drive signal of the converter, and then decreases the carrier frequency of the drive signal of the converter when the temperature detected by the converter temperature detection means exceeds a threshold value. The vehicle drive control device according to claim 1, wherein correction is performed.   The converter control means corrects the carrier frequency of the drive signal of the converter to be reduced, so that when the temperature detected by the converter temperature detection means becomes less than a threshold value, the carrier frequency of the drive signal of the converter The vehicle drive control device according to claim 4, wherein correction is performed to increase the value. The input electric power is supplied to an inverter through a converter, and a motor is driven by the inverter to drive a wheel. A transmission is provided between the motor and the wheel, and the motor and the speed change are provided. In a vehicle drive control method, wherein a clutch is provided between the motor and the clutch and the transmission is fastened and released by the clutch.
The clutch is put into a disengaged state when the transmission starts a shift operation, and is put into an engaged state when the transmission finishes the gear shift operation, and the motor is controlled to the number of rotations according to the intermittent state of the clutch. ,
A vehicle drive control method, wherein a carrier frequency of a drive signal for driving the converter is increased before the start of rotation control of the motor in response to the engagement / disengagement of the clutch.

Images