JP2017028946A - Vehicle drive controller and vehicle drive control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive controller and a vehicle drive control method capable of suppressing common mode noise.SOLUTION: A vehicle drive controller 1 has a rotary electric machine 2 for vehicle including a rotor and a stator, a power converter 3 for converting a DC power into an AC power and driving the rotary electric machine 2, and a control unit 4 for controlling the power converter 3. The control unit 4 is configured to control the power converter 3, at at least one of the starting time and stopping time of the vehicle, so that the absolute value of the d-axis current Id for generating the magnetic flux in the d-axis direction of the rotor, goes above the absolute value of the q-axis current Iq for generating the magnetic flux in the q-axis direction of the rotor, out of the current being fed to the electric coil 23 in the stator.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle drive control device and a vehicle drive control method for controlling driving of a vehicle equipped with a rotating electrical machine and a power converter.

  An electric vehicle, a hybrid vehicle, and the like are equipped with a rotating electric machine for driving the vehicle and a power converter for driving the rotating electric machine. In the power converter, common mode noise is generated between the device and the ground as the switching element is switched. In order to suppress this common mode noise, the power converter described in Patent Document 1 has a noise absorbing capacitor connected to the ground.

JP 2007-12769 A

  However, if the generated common mode noise is large, it is necessary to increase the capacity of the noise absorbing capacitor, which requires an increase in size and cost. Therefore, it is required to suppress the magnitude of the generated common mode noise itself.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a vehicle drive control device and a vehicle drive control method capable of suppressing common mode noise.

One aspect of the present invention includes a rotating electrical machine for a vehicle including a rotor and a stator,
A power converter that converts the DC power into AC power to drive the rotating electrical machine;
A vehicle drive control device having a control unit for controlling the power converter,
The control unit includes a d-axis current that generates a magnetic flux in the d-axis direction of the rotor among currents flowing through the electric coils in the stator at least one of when the vehicle is started and when stopped, and the rotor A vehicle drive configured to control the power converter so that the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current, with respect to the q-axis current that generates a magnetic flux in the q-axis direction. In the control unit.

Another aspect of the present invention includes a rotating electrical machine including a rotor and a stator, and a power converter that converts DC power into AC power to drive the rotating electrical machine, and travels by the rotating electrical machine. A method for controlling driving of a vehicle, comprising:
At least one of starting and stopping of the vehicle, out of currents flowing through the electric coils in the stator, a d-axis current that generates a magnetic flux in the d-axis direction of the rotor and a q-axis direction of the rotor In the vehicle drive control method, the power converter is controlled such that the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current.

In the vehicle drive control device, the control unit controls the power converter so that the absolute value of the d-axis current is equal to or larger than the absolute value of the q-axis current at least when the vehicle is started and stopped. . Accordingly, it is possible to maintain a large current supplied to the rotating electrical machine while suppressing the torque of the rotating electrical machine to be small at least at the time of starting and stopping the vehicle. As a result, a plurality of switching timings in the power converter can be distributed. Thereby, the common mode noise resulting from switching can be reduced.
Note that the above-described effects will be described in detail in the description of the embodiments described later.

  As described above, according to the above aspect, it is possible to provide a vehicle drive control device and a vehicle drive control method that can suppress common mode noise.

The conceptual diagram of the vehicle drive control apparatus in Embodiment 1. FIG. FIG. 3 is an explanatory diagram of a rotating electrical machine in the first embodiment. FIG. 3 is an explanatory diagram of a control unit in the first embodiment. FIG. 3 is a diagram illustrating a carrier wave and a signal wave and a generation timing of a noise current in the first embodiment. The diagram showing a carrier wave and a signal wave, and generation timing of a noise current in general control. Explanatory drawing of the current control at the time of starting and a stop in general control. Explanatory drawing of the current control at the time of start and stop in Embodiment 1. FIG. Explanatory drawing of the current control at the time of starting and a stop in Embodiment 2. FIG. Explanatory drawing of the current control at the time of start and stop in Embodiment 3. FIG.

(Embodiment 1)
Embodiments of a vehicle drive control device and a vehicle drive control method will be described with reference to FIGS.
As shown in FIGS. 1 and 2, the vehicle drive control device 1 of the present embodiment includes a rotating electrical machine 2 for a vehicle that includes a rotor 21 and a stator 22, and converts the DC power into AC power to rotate the rotating electrical machine. 2, and a control unit 4 that controls the power converter 3.

  The control unit 4 is configured to control the power converter 3 so that the absolute value of the d-axis current Id is equal to or greater than the absolute value of the q-axis current Iq at least one of when the vehicle is started and when the vehicle is stopped. . The d-axis current Id is a current that generates a magnetic flux in the d-axis direction of the rotor 21 among the currents that flow through the electric coil 23 in the stator 22. The q-axis current Iq is a current that generates a magnetic flux in the q-axis direction of the rotor 21 among the currents that flow through the electric coil 23 in the stator 22.

  The vehicle drive control device 1 of this embodiment is used for driving an electric vehicle, a hybrid vehicle, or the like. That is, the rotating electrical machine 2 is a rotating electrical machine for driving a vehicle. When the vehicle drive control device 1 is applied to a hybrid vehicle, the vehicle drive control device 1 is particularly applied to a hybrid vehicle that can be started only by a rotating electric machine (motor).

  The rotating electrical machine 2 is a three-phase AC rotating electrical machine. As shown in FIG. 2, the rotor 21 of the rotating electrical machine 2 has a plurality of permanent magnets 212 embedded in a rotor core 211 made of a magnetic material. That is, the rotating electrical machine 2 is an interior permanent magnet synchronous motor (IPMSM).

  Each permanent magnet 212 has a substantially rectangular shape when viewed from the axial direction of the rotor 21, and the surface of the long side portion is a magnetic pole surface. The pair of adjacent permanent magnets 212 are arranged such that their outer peripheral magnetic pole surfaces form an obtuse angle.

  A pair of permanent magnets 212 arranged with their one ends close to each other are arranged so that the magnetic pole surfaces of the same magnetic pole (N pole, S pole) face the same side of the outer peripheral side and the inner peripheral side, respectively. It is. The pair of permanent magnets 212 (magnet pairs) is arranged in the circumferential direction of the rotor 21 as eight pairs. The plurality of magnet pairs are arranged such that the magnetic poles on the outer peripheral side are alternately N and S poles. The plurality of magnet pairs are arranged circumferentially at equal intervals. In the rotor core 21, the interval between adjacent magnet pairs is larger than the interval between the pair of permanent magnets 212 constituting the magnet pair.

  A straight line passing through the center of the rotor 21 and passing between the pair of permanent magnets 212 constituting the magnet pair is the d-axis. A straight line passing through the center of the rotor 21 and passing between adjacent magnet pairs is the q axis. In FIG. 2, the axis with the symbol d is the d axis, and the axis with the symbol q is the q axis. The d-axis is an axis that faces the direction of the magnetic flux generated by the magnet pair, and the q-axis is an axis that is electrically and magnetically orthogonal to the d-axis. Note that there are a plurality of d-axes and q-axes (each eight in this embodiment), and there are d-axes and q-axes in addition to the straight lines labeled d and q.

  The stator 22 of the rotating electrical machine 2 includes a stator core 221 made of a magnetic material, and an electric coil 23 wound while being inserted into a plurality of slots 222 formed in the stator core 221. The electric coil 23 includes a U-phase electric coil 23u, a V-phase electric coil 23v, and a W-phase electric coil 23w that are electrically independent of each other. These electric coils 23 are wound around the stator core 221 in a so-called distributed winding state. The winding method of the electric coil 23 may be so-called concentrated winding.

  As shown in FIG. 1, the power converter 3 is an inverter that converts the DC power of the DC power supply 11 into three-phase AC power and supplies it to the rotating electrical machine 2. The power converter 3 includes at least six switching elements 31. The power converter 3 has three arms configured by connecting two switching elements 31 in series. Each arm is connected between a high potential wiring 321 connected to the positive electrode of the DC power supply 11 and a low potential wiring 322 connected to the negative electrode of the DC power supply 11. The three output wirings 33 are connected between the two switching elements 31 in each arm and the rotating electrical machine 2. The switching element 31 can be configured by, for example, an IGBT (insulated gate bipolar transistor), a MOSFET (MOS field effect transistor), or the like. In addition, a flywheel diode 35 is connected in antiparallel to each switching element 31.

  Further, the smoothing capacitor 12 is connected between the DC power supply 11 and the power converter 3 so as to be suspended between the high potential wiring 321 and the low potential wiring 322. Note that a boost converter (not shown) may be provided between the DC power supply 11 and the smoothing capacitor 12.

  The three output wirings 33 are respectively connected to the three types of electric coils 23 of the rotating electrical machine 2. That is, the output wirings 33u, 33v, and 33w are connected to the U-phase electric coil 23u, the V-phase electric coil 23v, and the W-phase electric coil 23w, respectively. Further, a current sensor 34 for detecting a current flowing through each output wiring 33u, 33v, 33w is attached to each output wiring 33u, 33v, 33w. Signals of current values Iu, Iv, and Iw measured by the current sensor 34 are configured to be sent to the control unit 4.

  The control unit 4 controls the power converter 3. That is, the control unit 4 is obtained from the torque command value T from the ECU (electronic control unit: not shown), the current values Iu, Iv, Iw obtained from the current sensor 34, and the rotation angle sensor 24 of the rotating electrical machine 2. Based on the rotation angle θ of the rotor 21, the rotating electrical machine 2 is controlled by vector control through the power converter 3.

  In the vector control, a current (hereinafter referred to as a motor current) supplied to the entire stator 22 of the rotating electrical machine 2 is divided into a d-axis current and a q-axis current, and the d-axis current and the q-axis current are made independent. It is a control method to control to. Here, the d-axis current is a current component that generates a magnetic flux in the d-axis direction with reference to the rotor 21 described above. The q-axis current is a current component that generates a magnetic flux in the q-axis direction with respect to the rotor 21 described above.

  Specifically, as shown in FIG. 3, the control unit 4 determines the magnitude of the current to be passed through the rotating electrical machine 2 and the way of flowing so as to cause the rotating electrical machine 2 to generate a predetermined torque based on the torque command value T. That is, based on the torque command value T, ideal values of the d-axis current Id0 and the q-axis current Iq0 for generating the necessary torque are determined.

  Further, the control unit 4 converts the detected current values Iu, Iv, and Iw into coordinates to convert them into d-axis current and q-axis current. That is, after the three-phase current values Iu, Iv, and Iw are converted into two phases (so-called Clark conversion), rotation coordinate conversion (so-called park conversion) is further performed using the rotation angle θ. Thereby, the actual d-axis current Id1 and q-axis current Iq1 are obtained from the detected current values Iu, Iv, and Iw.

  Next, the control unit 4 compares Id1 and Iq1 with ideal Id0 and Iq0, respectively, and performs PI control to obtain a d-axis voltage Vd and a q-axis voltage Vq. Here, the PI control is control for adjusting the magnitude of the motor current by performing proportional control and integral control based on a comparison between Id1 and Iq1 and Id0 and Iq0.

  The d-axis voltage Vd and the q-axis voltage Vq thus obtained are subjected to coordinate conversion (so-called reverse park conversion) and then subjected to space vector conversion to obtain voltage command values Vu, Vv, Vw. The voltage command values Vu, Vv, and Vw change with time so as to draw a sine wave with a phase difference of 120 ° from each other, as shown in FIG. These sine waves are referred to as signal waves Eu, Ev, Ew.

As shown in FIG. 3, the control unit 4 includes a carrier wave generation unit 41. In the carrier wave generation unit 41, a carrier wave indicated by a symbol C in FIG. 4 is generated.
Then, the control unit 4 compares the value of the carrier wave C with the values of the signal waves Eu, Ev, Ew (voltage command values Vu, Vv, Vw) at each time point. Based on the result of this comparison, on / off switching control signals Su +, Su−, Sv +, Sv−, Sw +, Sw− are appropriately transmitted to each switching element 31.

  Specifically, when the absolute value of Vu is larger than the absolute value of the value of the carrier wave C on the plus side, switching to the switching element 31 is performed so that the upper arm of the U phase in the power converter 3 is switched on. Send control signal Su +. On the minus side, when the absolute value of Vu is larger than the absolute value of the value of the carrier wave C, the switching control signal Su is sent to the switching element 31 so that the lower arm of the U phase in the power converter 3 is switched on. Send-. That is, on the plus side (upper side of L0) in FIG. 4, the U-phase upper arm switch is turned on and off, respectively, when the signal wave Eu is above and below the carrier wave C. Like that. In addition, on the minus side (lower side of L0) in FIG. 4, the U-phase lower arm switch is turned on and off, respectively, when the signal wave Eu is below and above the carrier wave C. To be.

  Similarly, by comparing Vv and Vw with the carrier wave C, the control unit 4 appropriately switches the switching control signals Sv +, Sv−, Sw +, Sw− to the switching elements 31 in the V phase arm and the W phase arm. Send. In this way, the rotating electrical machine 2 is driven and controlled by PWM (Pulse Width Modulation) control of the switching element 31.

  Since the control is as described above, switching of the switching element 31 (that is, on / off switching) is performed at the intersections of the signal waves Eu, Ev, Ew and the carrier wave C shown in FIG. Therefore, common mode noise (hereinafter, also referred to as noise as appropriate) accompanying switching occurs at the timing when the signal waves Eu, Ev, Ew and the carrier wave C intersect. This noise flows as noise currents iv, iv, and iw in the three types of electric coils 23u, 23v, and 23w of the rotating electrical machine 2, respectively, but when the timings overlap, they can be superimposed and become a large spike-like noise.

  As shown in FIG. 4, when the voltage command values Vu, Vv, Vw are large to some extent and the amplitudes of the signal waves Eu, Ev, Ew are large to some extent, that is, when the modulation rate of the power converter 3 is large to some extent, the U-phase arm , Noise associated with switching of each of the V-phase arm and the W-phase arm is temporally dispersed.

  However, when the vehicle is started and stopped, the rotational speed of the rotating electrical machine 2 is low, the induced voltage is small, and the torque command value T is reduced. This is to prevent sudden start and stop of the vehicle. At this time, when normal control is performed, the modulation rate becomes small as shown in FIG. Then, the timing at which the signal waves Eu, Ev, Ew and the carrier wave C intersect becomes extremely close between the U phase, the V phase, and the W phase, and the noise currents iv, iv, iw may overlap. As a result, a large spike-like noise current may flow. Due to this large noise current, large electromagnetic noise is radiated as radio noise, which may affect other devices.

  In the vehicle drive control device 1 of the present embodiment, the modulation rate of the power converter 3 does not decrease even if the torque command value T is reduced at the start and stop of the vehicle so that such a situation does not occur. Perform such control. That is, control is performed so that the signal waves Eu, Ev, Ew become waveforms having a large amplitude as shown in FIG. 4 instead of FIG. This will be described below.

  First, the torque of the rotating electrical machine 2 is the sum of the magnet torque and the reluctance torque. The magnet torque is proportional to the product of the magnetic flux generated by the permanent magnet 212 (magnet pair) in the rotor 21 and the q-axis current Iq flowing through the electric coil 23 in the stator 22. Further, the reluctance torque is proportional to the product of the d-axis current Id and the q-axis current Iq flowing through the electric coil 23 in the stator 22. The motor current supplied to the entire rotating electrical machine 2 is proportional to the square root of the square sum of the d-axis current Id and the q-axis current Iq. The magnitudes of the voltage command values Vu, Vv, and Vw are larger as the motor current is larger.

  Therefore, the q-axis current Iq of the motor current greatly contributes to the torque of the rotating electrical machine 2 rather than the d-axis current Id. That is, by increasing the absolute value of the d-axis current Id while keeping the absolute value of the q-axis current Iq small, it is possible to increase the motor current while keeping the torque small. Even if the torque command value T received by the control unit 4 from the ECU decreases, the motor current can be set to a relatively large value. Therefore, the voltage command values Vu, Vv, and Vw can be set large by increasing the absolute value of the d-axis current Id while keeping the absolute value of the q-axis current Iq small, and the modulation rate of the power converter 3 can be increased. Can be kept large.

  As a result, as shown in FIG. 4, the intersections of the carrier wave C and the signal waves Eu, Ev, Ew can be dispersed, and the noise current can be prevented from overlapping.

  As described above, the q-axis current Iq contributes more to the torque of the rotating electrical machine 2 than the d-axis current Id. Therefore, in general control, as shown in FIG. As | Id | <| Iq |, the q-axis current Iq is increased while suppressing the d-axis current Id. In FIG. 6, T0 to T7 represent torque command values that change over time when the vehicle is started, and the torque gradually increases from T0 to T7. In the graph of FIG. 6, the coordinates of each plot of T0 to T7 indicate the value of the d-axis current Id and the value of the q-axis current Iq with respect to each torque command value. That is, the horizontal axis coordinate of each plot indicates the value of the d-axis current Id, and the vertical axis coordinate indicates the value of the q-axis current Iq.

  As can be seen from the figure, in the case of general control, vector control is performed so that the q-axis current Iq is larger than the d-axis current Id. That is, in the vector control, it is a general control to determine the above-mentioned Id0 and Iq0 so that | Id0 | <| Iq0 |. In FIG. 6, T0 is a state where the torque command value is zero and before the start of energization of the rotating electrical machine 2.

On the other hand, the control of this embodiment is shown in FIG. In this control, for the torque command values T1 to T4 at the time of starting, | Id |> | Iq |. That is, in the vector control, the above-described Id0 and Iq0 are determined so that | Id0 |> | Iq0 |.
The “starting time” is when starting from a state where the vehicle is stopped, and means a predetermined time from when the vehicle starts to move. And this time is not particularly limited, but it is about 3 seconds, for example. In addition, “at the time of stop” to be described later refers to a time when the vehicle stops from a traveling state, and refers to a predetermined time until the vehicle stops. Also, this time is not particularly limited, but is, for example, about 3 seconds.

  As described above, the control unit 4 includes the power converter 3 so that the start-time q-axis current suppression period is such that the absolute value of the d-axis current Id is equal to or greater than the absolute value of the q-axis current Iq. Is configured to control. That is, when the torque command value is from T1 to T4, at least the start-up q-axis current suppression period is set.

  However, for the torque command value after the torque command value T5, | Id | <| Iq |. That is, the control unit 4 sets the power converter 3 so as to provide a d-axis current suppression period in which the absolute value of the q-axis current Iq is larger than the absolute value of the d-axis current Id after the start-up q-axis current suppression period. It is configured to control.

  Thereby, power efficiency can be improved. That is, if the torque command value increases to some extent, the motor current also increases, and the modulation factor of the power converter 3 becomes sufficiently large. Therefore, even if it does not dare to set | Id |> | Iq |, the modulation rate can be secured and noise will not overlap. Therefore, at a stage where the torque command value has increased to some extent, the power consumption can be suppressed by setting the d-axis current suppression period as | Id | <| Iq |. That is, by increasing the ratio of the q-axis current Iq that easily contributes to the torque, it is possible to operate with high power efficiency.

  The control unit 4 controls the d-axis current Id and the q-axis current Iq so that | Id |> | Iq | even when the vehicle is stopped. That is, the torque command value T is gradually reduced so that the torque of the rotating electrical machine 2 gradually decreases even when the vehicle is stopped. That is, for example, in FIGS. 6 and 7, the torque command value is gradually decreased from T7 to T0 through T6, T5, T4, T3, T2, and T1. Also in this case, as shown in FIG. 6, in general control, the d-axis current Id and the q-axis current Iq are controlled in a state where | Id | <| Iq |. However, in the vehicle drive control device 1 of the present embodiment, even when the vehicle is stopped, the d-axis current Id and the q-axis current Iq are set so as to satisfy | Id |> | Iq | as shown in FIG. I have control.

Thus, the control unit 4 includes the power converter 3 so that even when the vehicle is stopped, the stop-time q-axis current suppression period is such that the absolute value of the d-axis current Id is equal to or greater than the absolute value of the q-axis current Iq. Is configured to control.
Further, the control unit 4 sets the d-axis current suppression period in which the absolute value of the q-axis current Iq is larger than the absolute value of the d-axis current Id before the stop-time q-axis current suppression period. Is configured to control. That is, the control by the vehicle drive control device 1 of this embodiment is switched in the order of the starting q-axis current suppression period, the d-axis current suppression period, and the stopping q-axis current suppression period from the start to the stop of the vehicle. It will be.

As described above, in the vehicle drive control device 1, the control unit 4 controls the power converter 2 so that | Id | ≧ | Iq | when starting and stopping the vehicle. Thereby, the electric current supplied to the rotary electric machine 3 can be maintained large while suppressing the torque of the rotary electric machine 3 at the time of starting and stopping of the vehicle. As a result, a plurality of switching timings in the power converter 2 can be distributed. Thereby, the common mode noise resulting from switching can be reduced.
Along with this, the capacitor that absorbs the common mode noise can be made smaller or eliminated in some cases. As a result, the vehicle drive control device can be reduced in size and cost.

  As described above, according to the present embodiment, it is possible to provide a vehicle drive control device and a vehicle drive control method that can suppress common mode noise.

(Embodiment 2)
As shown in FIG. 8, the present embodiment is an example in which the method of changing the values of the d-axis current Id and the q-axis current Iq in the start-time q-axis current suppression period and the stop-time q-axis current suppression period is changed. .
Of the reference numerals used in the second and subsequent embodiments, the same reference numerals as those used in the above-described embodiments represent the same components as those in the above-described embodiments unless otherwise indicated.

In the present embodiment, the d-axis current Id is increased to the positive side at the time of start and stop. That is, in the first embodiment, the d-axis current Id is increased to the minus side as shown in FIG. 7, but in this embodiment, the d-axis current Id is increased to the plus side as shown in FIG. It is getting bigger. Others are the same as in the first embodiment, including the point that | Id |> | Iq |
Also in this embodiment, the same effect as Embodiment 1 can be obtained.

(Embodiment 3)
As shown in FIG. 9, the present embodiment is an embodiment in which the absolute value of the d-axis current is made equal to the absolute value of the q-axis current Iq in the start-up q-axis current suppression period and the stop-time q-axis current suppression period. .
That is, | Id | = | Iq | is established in the start q-axis current suppression period or the stop q-axis current suppression period. Others are the same as in the first embodiment.

In the case of this embodiment, since the ratio of the d-axis current in the motor current at the time of start and stop is smaller than that in the first and second embodiments, the modulation rate of the power converter 3 is relatively small. However, compared with general control (FIG. 6), the modulation rate can be increased and common mode noise can be reduced.
In addition, the same effects as those of the first embodiment are obtained.

  The present invention is not limited to the above embodiments, and can be applied to various embodiments without departing from the scope of the invention. For example, a control that satisfies | Id | ≧ | Iq | may be performed only at the time of starting or only at the time of stopping. In particular, since common mode noise tends to occur when the vehicle is started, it can be said that it is effective to perform control so that | Id | ≧ | Iq |

DESCRIPTION OF SYMBOLS 1 Vehicle drive control apparatus 2 Rotating electric machine 21 Rotor 212 Permanent magnet 3 Power converter 4 Control part

Claims (10)

A rotating electrical machine (2) for a vehicle comprising a rotor (21) and a stator (22);
A power converter (3) for converting DC power into AC power and driving the rotating electrical machine;
A vehicle drive control device (1) having a control unit (4) for controlling the power converter,
The control unit is configured to generate a d-axis current (Id) that generates a magnetic flux in the d-axis direction of the rotor among currents flowing through the electric coil (23) in the stator at least one of when the vehicle is started and when the vehicle is stopped. And the q-axis current (Iq) for generating a magnetic flux in the q-axis direction of the rotor, the power converter is controlled so that the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current. A vehicle drive control device configured to:   The control unit controls the power converter so that at least the absolute value of the d-axis current is greater than or equal to the absolute value of the q-axis current at the start of the vehicle, the control unit has a start-up q-axis current suppression period. The vehicle drive control device according to claim 1, wherein the vehicle drive control device is configured to do so.   The control unit controls the power converter so as to provide a d-axis current suppression period in which the absolute value of the q-axis current is larger than the absolute value of the d-axis current after the start-up q-axis current suppression period. The vehicle drive control device according to claim 2, wherein the vehicle drive control device is configured to do so.   The control unit controls the power converter so as to have a stop-time q-axis current suppression period in which the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current at least when the vehicle is stopped. The vehicle drive control device according to claim 1, wherein the vehicle drive control device is configured to do so.   The controller controls the power converter so as to provide a d-axis current suppression period in which the absolute value of the q-axis current is larger than the absolute value of the d-axis current before the stop-time q-axis current suppression period. The vehicle drive control device according to claim 4, wherein the vehicle drive control device is configured to control. A method of controlling a drive of a vehicle that is driven by the rotating electrical machine, including a rotating electrical machine having a rotor and a stator, and a power converter that converts the DC power into AC power and drives the rotating electrical machine. There,
At least one of starting and stopping of the vehicle, out of currents flowing through the electric coils in the stator, a d-axis current that generates a magnetic flux in the d-axis direction of the rotor and a q-axis direction of the rotor A vehicle drive control method for controlling the power converter such that the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current with respect to the q-axis current that generates magnetic flux.   The power converter is controlled so that at least when starting the vehicle, the start-time q-axis current suppression period is such that the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current. The vehicle drive control method described in 1.   The power converter is controlled so as to provide a d-axis current suppression period in which an absolute value of the q-axis current is larger than an absolute value of the d-axis current after the start-up q-axis current suppression period. The vehicle drive control method described in 1.   The power converter is controlled so that at least the d-axis current has a stop-time q-axis current suppression period in which the absolute value of the d-axis current is equal to or greater than the absolute value of the q-axis current when the vehicle is stopped. The vehicle drive control method described in 1.   The power converter is controlled so as to provide a d-axis current suppression period in which an absolute value of the q-axis current is larger than an absolute value of the d-axis current before the stop-time q-axis current suppression period. 10. The vehicle drive control method according to 9.

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