JP2023060565A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that can appropriately control a boost converter, regardless of presence/absence of an engine of a vehicle.SOLUTION: The vehicle control device comprises: a control unit that has a first sensor and a second sensor that respectively detect atmospheric pressure and a boost control circuit that controls a boost converter that boosts a power supply voltage of a motor that drives a vehicle; and a determining part that determines whether a failure occurs in the first sensor or not, on the basis of the atmospheric pressure detected respectively by the first sensor and the second sensor, where the boost control circuit, when the determining part determines that a failure does not occur in the first sensor, controls the boost converter in accordance with the atmospheric pressure detected by the first sensor.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

For example, the insulation resistance between phases of electric motors provided in hybrid vehicles and electric vehicles may decrease due to a decrease in atmospheric pressure. On the other hand, for example, Patent Literature 1 discloses a control device that controls the output voltage of a boost converter that boosts the battery voltage of an electric motor based on the output value of an atmospheric pressure sensor. Whether or not there is a failure in the atmospheric pressure sensor is determined based on the detected value of the intake pressure sensor that detects the intake pressure in the intake manifold of the engine.

JP 2008-199769 A

However, since the intake pressure sensor is affected by the temperature of the engine, it may not be possible to accurately detect the atmospheric pressure. For this reason, according to the technique disclosed in Patent Document 1, the accuracy of failure determination of the atmospheric pressure sensor may be insufficient, and the boost converter may not be appropriately controlled.

In addition, since the intake pressure sensor is provided only in a vehicle equipped with an engine, there is also the problem that the above control technology cannot be applied to other vehicles such as electric vehicles.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle control apparatus capable of appropriately controlling a boost converter regardless of the presence or absence of an engine in a vehicle.

A vehicle control apparatus according to the present invention includes a control unit including a first sensor and a second sensor that respectively detect atmospheric pressure, a boost control circuit that controls a boost converter that boosts a power supply voltage of a motor that drives a vehicle, and a determination unit that determines whether or not the first sensor has failed based on the atmospheric pressure detected by each of the first sensor and the second sensor, and the boost control circuit determines that the first sensor has not failed. When the determination unit makes a determination, the boost converter is controlled according to the atmospheric pressure detected by the first sensor.

Said structure WHEREIN: The said determination part may be accommodated in the inside of the said control unit.

The above configuration includes an inverter control circuit that controls an inverter that converts a DC current input from the boost converter into a three-phase AC current and outputs the current to the motor, and the inverter control circuit is provided inside the control unit. may be accommodated in

In the above configuration, the boost control circuit adjusts the power supply voltage boosted by the boost converter to the atmospheric pressure detected by the first sensor when the determining unit determines that the first sensor is not malfunctioning. It may be limited to below the upper limit value according to the requirements.

In the above configuration, the boost control circuit limits the power supply voltage boosted by the boost converter to a value equal to or less than the minimum value of the upper limit when the determining unit determines that the first sensor has failed. good too.

In the above configuration, if the difference between the atmospheric pressures detected by the first sensor and the second sensor is equal to or less than a threshold, the determination unit determines that the first sensor is not malfunctioning. good.

According to the present invention, the boost converter can be appropriately controlled regardless of whether the vehicle has an engine or not.

1 is a configuration diagram showing an example of a vehicle; FIG. It is a figure which shows an example of the relationship between the detected value of atmospheric pressure, and an upper limit voltage value. 4 is a time chart showing an example of a switching signal and reactor current when the detected value of the atmospheric pressure sensor is large; 5 is a time chart showing an example of a switching signal and reactor current when the detected value of the atmospheric pressure sensor is small; 4 is a flow chart showing an example of the operation of the converter control circuit; 4 is a flow chart showing an example of the operation of a failure determination section;

(Vehicle configuration)
FIG. 1 is a configuration diagram showing an example of a vehicle 9. As shown in FIG. The vehicle 9 is, for example, an electric vehicle, but is not limited to this, and may be a hybrid vehicle.

The vehicle 9 includes a motor 2, a drive shaft 70, a differential gear 71, an axle 72, a pair of drive wheels 73, a battery 3, smoothing capacitors 12 and 16, a voltage sensor 17, a boost converter 11, an inverter 10, a vehicle control device 15, and an accelerator. It has a sensor 80 , a brake sensor 81 and a speed sensor 82 .

The motor 2 is, for example, a synchronous motor, and has three-phase windings 20a, 20b, and 20c on its stator. The motor 2 generates torque from the three-phase alternating current input to the windings 20a, 20b, and 20c from the inverter 10, and transmits the torque to the drive wheels 73 via the drive shaft 70, the differential gear 71, and the axle 72. to drive the vehicle 9.

Inverter 10 converts a DC current input from battery 3 via boost converter 11 into a three-phase AC current, and outputs the three-phase AC current to windings 20 a , 20 b and 20 c of motor 2 . The inverter 10 includes IGBTs (Insulated Gate Bipolar Transistors) 101a-101c, 102a-102c and freewheeling diodes 103a-103c, 104a-104c. The IGBTs 101 a - 101 c and 102 a - 102 c are on/off controlled by the vehicle control device 15 . Inverter 10 may have other switching elements instead of IGBTs 101a-101c and 102a-102c.

The IGBTs 101a and 102a are upper and lower arms that are connected to the winding 20a of the motor 2, respectively. The IGBTs 101b and 102b are upper and lower arms that are connected to the winding 20b of the motor 2, respectively. The IGBTs 101c and 102c are upper and lower arms that are connected to the winding 20c of the motor 2, respectively.

The freewheeling diodes 103a-103c, 104a-104c are connected in parallel to the IGBTs 101a-101c, 102a-102c, respectively. A surge voltage generated when the IGBTs 101a to 101c and 102a to 102c are turned off flows through the free wheel diodes 103a to 103c and 104a to 104c.

The collector terminals of the IGBTs 101a-101c are connected to the positive terminal of the battery 3, and the emitter terminals of the IGBTs 101a-101c are connected to the collector terminals of the IGBTs 102a-102c, respectively. Emitter terminals of the IGBTs 102 a - 102 c are connected to the negative terminal of the battery 3 .

Switching signals S1a to S1c and S2a to S2c from the vehicle control device 15 are input to the gate terminals of the IGBTs 101a to 101c and 102a to 102c, respectively. The IGBTs 101a-101c and 102a-102c are turned on and off by switching signals S1a-S1c and S2a-S2c, respectively.

As a result, the inverter 10 generates a three-phase AC current from the DC current of the battery 3 and outputs it to the motor 2 .

Smoothing capacitor 16 is connected in parallel with inverter 10 . Smoothing capacitor 16 smoothes voltage fluctuations applied to battery 3 from inverter 10 . System voltage VH boosted by boost converter 11 is applied to smoothing capacitor 16 . Further, voltage sensor 17 detects system voltage VH and outputs the detected value to vehicle control device 15 .

Boost converter 11 is electrically connected between battery 3 and inverter 10 . Boost converter 11 boosts the voltage applied from battery 3 to inverter 10 .

Boost converter 11 includes reactor 114 , IGBTs 110 and 111 , current sensor 115 , and freewheeling diodes 112 and 113 . IGBTs 110 and 111 are connected in series. The IGBTs 110 and 111 are on/off controlled by the vehicle control device 15 . Boost converter 11 may have other switching elements instead of IGBTs 110 and 111 .

The collector terminal of the IGBT 110 is connected to the collector terminals of the IGBTs 101 a to 101 c of the inverter 10 , and the emitter terminal of the IGBT 110 is connected to the collector terminal of the IGBT 111 . The emitter terminal of the IGBT 111 is connected to the negative terminal of the battery 3 and the emitter terminals of the IGBTs 102a-102c.

One end of reactor 114 is connected to the connection point of IGBTs 110 and 111 , and the other end of reactor 114 is connected to the positive electrode terminal of battery 3 . Reactor 114 accumulates and releases energy input from battery 3 according to the switching operation of IGBTs 110 and 111 . Current sensor 115 detects current flowing through reactor 114 (hereinafter referred to as reactor current) and outputs the detected value to vehicle control device 15 .

Switching signals S1u and S2u are input from the vehicle control device 15 to the gate terminals of the IGBTs 110 and 111, respectively. The IGBTs 110 and 111 are turned on and off by switching signals S1u and S2u, respectively. As a result, the boost converter 11 boosts the power supply voltage applied from the battery 3 .

A battery 3 is a power source for the motor 2 and is, for example, a lithium ion battery. Battery 3 applies a power supply voltage to boost converter 11 . The power supply voltage boosted by the boost converter 11 corresponds to the system voltage VH.

Smoothing capacitor 12 is connected in parallel with battery 3 . Smoothing capacitor 12 is connected to a power supply line between battery 3 and boost converter 11 . Smoothing capacitor 12 smoothes voltage fluctuations applied to battery 3 from boost converter 11 .

The accelerator sensor 80 detects the opening degree of an accelerator pedal (not shown) and outputs the detected value to the vehicle control device 15 . The brake sensor 81 detects the degree of opening of a brake pedal (not shown) and outputs the detected value to the vehicle control device 15 . The speed sensor 82 detects the speed of the vehicle 9 and outputs the detected value to the vehicle control device 15 .

The vehicle control device 15 has a torque command section 150 and an ECU (Electronic Control Unit) 156 . The ECU 156 accommodates, for example, an inverter control circuit 151, a converter control circuit 152, an atmospheric pressure sensor 153, a determination atmospheric pressure sensor 154, and a failure determination circuit 155. For example, the ECU 156 is realized by providing an electronic circuit board on which the inverter control circuit 151, the converter control circuit 152, the atmospheric pressure sensor 153, the judgment atmospheric pressure sensor 154, and the failure judgment circuit 155 are mounted in the case. Note that the ECU 156 is an example of a control unit.

The atmospheric pressure sensor 153 and the judgment atmospheric pressure sensor 154 are circuits that detect the atmospheric pressure with a pressure-sensitive element, convert the detection result into an electric signal, and output the electric signal. The atmospheric pressure sensor 153 outputs the detected atmospheric pressure value P to the converter control circuit 152 and the failure determination circuit 155 . Also, the determination atmospheric pressure sensor 154 outputs the detected value Po of the atmospheric pressure to the failure determination circuit 155 .

The torque command unit 150, the inverter control circuit 151, the converter control circuit 152, and the failure determination circuit 155 are each implemented by a processor such as a CPU (Central Processing Unit), a memory, or a digital circuit such as an FPGA (Field Programmable Gate Array). However, the circuit configuration is not limited.

Torque command unit 150 acquires detection values of accelerator sensor 80 , brake sensor 81 , and speed sensor 82 . Torque command unit 150 calculates a torque command value required for motor 2 from each detected value and outputs it to inverter control circuit 151 and converter control circuit 152 . At this time, torque command unit 150 calculates a torque command value by referring to map data based on each detected value, for example.

Inverter control circuit 151 controls inverter 10 . For example, the inverter control circuit 151 generates switching signals S1a to S1c and S2a to S2c having a duty ratio corresponding to the torque command value. Inverter control circuit 151 outputs switching signals S1a-S1c and S2a-S2c to IGBTs 101a-101c and 102a-102c, respectively. As a result, inverter 10 converts the DC current input from boost converter 11 into a three-phase AC current.

Converter control circuit 152 is an example of a boost control circuit and controls boost converter 11 . For example, converter control circuit 152 calculates target voltage VHo of system voltage VH according to the torque command value, and sets the target value of the reactor current so that the difference between system voltage VH and target voltage VHo approaches zero. Converter control circuit 152 generates switching signals S1u and S2u having a duty ratio that makes the reactor current approach a target value, and outputs them to IGBTs 110 and 111, respectively. Note that when the boost converter 11 boosts the power supply voltage, the converter control circuit 152 ON/OFF-controls only the IGBT 111 .

As a result, boost converter 11 boosts the power supply voltage applied from battery 3 to target voltage VHo. Therefore, a battery 3 with a rated voltage lower than the rated voltage of the motor 2 can be used.

However, the insulation resistance between the windings 20a-20c of the motor 2 may decrease due to the decrease in atmospheric pressure. Therefore, converter control circuit 152 obtains detected value P of the atmospheric pressure from atmospheric pressure sensor 153 and limits system voltage VH below upper limit voltage value VLM according to detected value P. FIG. This suppresses dielectric breakdown between the windings 20a to 20c. Note that the upper limit voltage value VLM is an example of an upper limit value according to the atmospheric pressure.

FIG. 2 is a diagram showing an example of the relationship between the detected atmospheric pressure value P (Pa) and the upper limit voltage value VLM (V). Converter control circuit 152 determines upper limit voltage value VLM according to detected atmospheric pressure value P according to the relationship shown in FIG. The upper limit voltage value VLM decreases stepwise in the order of predetermined values VA, VB, and VC as the detected value P of the atmospheric pressure decreases, that is, as the altitude value of the traveling position of the vehicle 9 increases.

Converter control circuit 152 sets upper limit voltage value VLM to the maximum predetermined value VA, for example, when detected value P is equal to or greater than threshold value P1, and sets upper limit voltage value VLM to the upper limit voltage value when detected value P is equal to or greater than threshold value P2 and is less than threshold value P1. VLM is set to the second largest predetermined value VB. Further, when detected value P is less than threshold value P2, converter control circuit 152 sets upper limit voltage value VLM to the minimum predetermined value VC. The predetermined values VA, VB, and VC are determined in advance according to the dielectric strength of the motor 2 and the driving performance of the vehicle 9, for example.

Thus, the upper limit voltage value VLM decreases as the atmospheric pressure decreases. Therefore, for example, as vehicle 9 approaches the top of a mountain, system voltage VH is suppressed so as not to exceed the dielectric breakdown voltage of motor 2, and dielectric breakdown between windings 20a to 20c is suppressed. Although converter control circuit 152 changes upper limit voltage value VLM stepwise as described above, it is not limited to this. You can change it.

FIG. 3 is a time chart showing an example of the switching signal S2u and the reactor current when the detected value P of the atmospheric pressure sensor 153 is large. FIG. 4 is a time chart showing an example of the switching signal S2u and the reactor current when the detected value P of the atmospheric pressure sensor 153 is small. The upper limit voltage value VLM in the case of FIG. 3 is, for example, the predetermined value VA, and the upper limit voltage value VLM in the case of FIG. 4 is, for example, the V predetermined value VC.

The duty ratio of the switching signal S2u when the detection value P is large is greater than the duty ratio of the switching signal S2u when the detection value P is small. The reactor current starts increasing at time Ton when the switching signal S2u is turned on, and starts decreasing at time Toff when the switching signal S2u is turned off. Therefore, the maximum value of the reactor current when the detected value P is large is larger than the maximum value of the reactor current when the detected value P is small.

Therefore, converter control circuit 152 can limit system voltage VH to be equal to or lower than upper limit voltage value VLM by controlling the duty ratio of switching signal S2u according to detection value P of atmospheric pressure sensor 153 .

Referring to FIG. 1 again, the determining atmospheric pressure sensor 154 detects the atmospheric pressure in the same way as the atmospheric pressure sensor 153 does. The determination atmospheric pressure sensor 154 is used to determine whether the atmospheric pressure sensor 153 has failed. The atmospheric pressure sensor 153 is an example of a first sensor, and the determination atmospheric pressure sensor 154 is an example of a second sensor.

The failure determination circuit 155 is an example of a determination unit, and determines whether or not the atmospheric pressure sensor 153 has failed based on the atmospheric pressures detected by the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 . That is, the failure determination circuit 155 performs failure diagnosis of the atmospheric pressure sensor 153 . This ensures the reliability of the detected value P of the atmospheric pressure sensor.

For example, when the difference between the atmospheric pressures detected by the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 is equal to or less than a threshold value, the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is not malfunctioning. At this time, the failure determination circuit 155 acquires the detection values P and Po of the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154, calculates the difference between them, and compares it with the threshold value. Therefore, the failure determination circuit 155 can determine with high accuracy whether the atmospheric pressure sensor 153 has failed using the same atmospheric pressure sensor 153 and determination atmospheric pressure sensor 154 . Failure determination circuit 155 notifies converter control circuit 152 of the determination result.

Converter control circuit 152 changes the setting of upper limit voltage value VLM of system voltage VH in accordance with the determination result of atmospheric pressure sensor 153 . When failure determination circuit 155 determines that atmospheric pressure sensor 153 is not malfunctioning, converter control circuit 152 controls boost converter 11 according to the atmospheric pressure detected by atmospheric pressure sensor 153 . Specifically, converter control circuit 152 controls system voltage VH to be equal to or lower than upper limit voltage value VLM according to detection value P of atmospheric pressure sensor 153 as described above. Therefore, converter control circuit 152 can suppress system voltage VH according to changes in atmospheric pressure so that system voltage VH does not exceed the withstand voltage of motor 2 while maintaining the driving performance of vehicle 9 .

Further, when failure determination circuit 155 determines that atmospheric pressure sensor 153 has failed, converter control circuit 152 limits system voltage VH to a predetermined minimum value VC of upper limit voltage value VLM or less. Therefore, converter control circuit 152 can suppress system voltage VH to or below the lowest predetermined value VC among predetermined values VA, VB, and VC that are upper limit voltage value VLM according to detected value P of atmospheric pressure. Therefore, the voltage applied to the motor 2 can be minimized regardless of the atmospheric pressure. As a result, system voltage VH can be suppressed so that it does not exceed the withstand voltage of motor 2 even when atmospheric pressure sensor 153 is out of order and the atmospheric pressure cannot be detected.

The atmospheric pressure sensor 153 and the judging atmospheric pressure sensor 154 are housed in a common ECU 156 . Therefore, the atmospheric pressure sensor 153 and the atmospheric pressure sensor 154 are installed in the ECU 156 under a temperature environment close to each other, compared to the case where the determination atmospheric pressure sensor 154 is provided in the intake manifold of the engine. That is, the difference in ambient temperature between the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 is smaller than when the determination atmospheric pressure sensor 154 is arranged outside the ECU 156 .

Therefore, since the influence of the ambient temperature on the detected values P, Po of the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 is approximately the same, the deviation of the detected values P, Po due to the ambient temperature is reduced. Therefore, the failure determination circuit 155 can determine whether or not the atmospheric pressure sensor 153 has failed based on the detection values P and Po with high accuracy. Further, the failure determination circuit 155 can determine whether or not the atmospheric pressure sensor 153 has failed without using the detection value of the intake pressure sensor that detects the intake pressure in the intake manifold of the engine.

Therefore, converter control circuit 152 can appropriately control boost converter 11 regardless of whether vehicle 9 has an engine or not.

The ECU 156 also accommodates a failure determination circuit 155 . Therefore, the length of the electrical wiring between the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 and the failure determination circuit 155 is shorter than when the failure determination circuit 155 is arranged outside the ECU 156 .

The ECU 156 also accommodates the inverter control circuit 151 . Therefore, inverter control circuit 151 can be configured as a common circuit with converter control circuit 152 .

In this example, the ECU 156 also accommodates the atmospheric pressure sensor 153, the determination atmospheric pressure sensor 154, the converter control circuit 152, the inverter control circuit 151, and the failure determination circuit 155, but is not limited to this. For example, at least one of the inverter control circuit 151 and the failure determination circuit 155 may be provided outside the ECU 156 .

(Operation of converter control circuit)
FIG. 5 is a flow chart showing an example of the operation of converter control circuit 152 . This operation is performed periodically, for example. First, converter control circuit 152 determines whether atmospheric pressure sensor 153 is normal based on the determination result notified from failure determination circuit 155 (step St1).

If the atmospheric pressure sensor 153 is not out of order (normal) (No in step St1), the converter control circuit 152 acquires the atmospheric pressure detection value P from the atmospheric pressure sensor 153 (step St2). Next, converter control circuit 152 determines upper limit voltage value VLM from predetermined values VA, VB, and VC according to detected value P of atmospheric pressure as described above (step St3). Therefore, system voltage VH is limited according to the atmospheric pressure, and dielectric breakdown between windings 20a-20c is suppressed.

If the atmospheric pressure sensor 153 is out of order (Yes in step St1), the upper limit voltage value VLM is set to the minimum predetermined value VC (step St4). Therefore, system voltage VH is limited to a minimum regardless of atmospheric pressure, and dielectric breakdown between windings 20a to 20c is suppressed.

Next, converter control circuit 152 calculates target voltage VHo of system voltage VH based on the torque command value input from torque command unit 150 (step St5). At this time, converter control circuit 152 calculates target voltage VHo by referring to map data, for example, based on the torque command value.

Next, converter control circuit 152 compares target voltage VHo with upper limit voltage value VLM (step St6). When VHo>VLM is established as a result of the comparison (Yes in step St6), converter control circuit 152 changes target voltage VHo to upper limit voltage value VLM (step St7). If VHo≦VLM is established as a result of the comparison (No in step St6), converter control circuit 152 does not change target voltage VHo.

Next, converter control circuit 152 acquires the detected value of system voltage VH from voltage sensor 17 (step St8). Next, converter control circuit 152 sets target value ILo of reactor current such that the difference between system voltage VH and target voltage VHo approaches 0 (step St9). Next, converter control circuit 152 generates switching signals S1u and S2u having a duty ratio that causes reactor current IL to approach target value ILo (step St10), for example, by referring to map data. output (step St11).

Converter control circuit 152 operates in this manner.

(Operation of failure determination section)
FIG. 6 is a flow chart showing an example of the operation of the failure judgment circuit 155. As shown in FIG. This operation is performed periodically, for example.

First, the failure determination circuit 155 acquires the detected value P of the atmospheric pressure from the atmospheric pressure sensor 153 (step St21). Next, the failure determination circuit 155 acquires the detected value Po of the atmospheric pressure from the determination atmospheric pressure sensor 154 (step St22).

Next, the fault determination circuit 155 compares the absolute value of the difference between the detection values P and Po (|P−Po|) with the threshold value TH (step St23). When |P−Po|≦TH is established as a result of the comparison (Yes in step St23), the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is normal (not out of order) (step St24). Further, when |P−Po|>TH is established as a result of the comparison (No in step St23), the fault determination circuit 155 determines that the atmospheric pressure sensor 153 is faulty (step St25).

In this manner, the failure determination circuit 155 performs failure diagnosis of the atmospheric pressure sensor 153 . Since the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 are housed in the ECU 156, they can detect the atmospheric pressure under temperature environments close to each other. Therefore, the failure determination circuit 155 can diagnose the failure of the atmospheric pressure sensor 153 with high accuracy.

The embodiments described above are examples of preferred implementations of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the spirit of the present invention.

2 Motor 3 Battery 9 Vehicle 10 Inverter 11 Boost Converter 15 Vehicle Control Device 151 Inverter Control Circuit 152 Converter Control Circuit (Boost Control Circuit)
153 atmospheric pressure sensor (first atmospheric pressure sensor)
154 determination atmospheric pressure sensor (second atmospheric pressure sensor)
155 failure determination circuit (determination unit)

Claims (6)

a control unit comprising a first sensor and a second sensor that respectively detect atmospheric pressure; and a boost control circuit that controls a boost converter that boosts the power supply voltage of a motor that drives the vehicle;
a determination unit that determines whether the first sensor has failed based on the atmospheric pressure detected by each of the first sensor and the second sensor;
The boost control circuit controls the boost converter according to the atmospheric pressure detected by the first sensor when the determining unit determines that the first sensor is not malfunctioning.
Vehicle controller. The determination unit is housed inside the control unit,
The vehicle control device according to claim 1. an inverter control circuit for controlling an inverter that converts the DC current input from the boost converter into a three-phase AC current and outputs the same to the motor;
The inverter control circuit is housed inside the control unit,
The vehicle control device according to claim 1 or 2. When the determination unit determines that the first sensor is not malfunctioning, the boost control circuit reduces the power supply voltage boosted by the boost converter to an upper limit value or less corresponding to the atmospheric pressure detected by the first sensor. limit to
A vehicle control device according to any one of claims 1 to 3. The boost control circuit limits the power supply voltage boosted by the boost converter to a minimum value of the upper limit value or less when the determining unit determines that the first sensor is malfunctioning.
The vehicle control device according to claim 4. The determination unit determines that the first sensor is not malfunctioning when the difference between the atmospheric pressures detected by the first sensor and the second sensor is equal to or less than a threshold.
A vehicle control device according to any one of claims 1 to 5.

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