JP7044532B2 - Vehicle drive and vehicle control - Google Patents

Description

The present invention relates to a vehicle drive device and a vehicle control device, and more particularly to a vehicle drive device and a control device for merging the torques of two motors by a planetary mechanism.

A vehicle is known in which the torques of two motors are combined by a planetary mechanism to obtain a driving force. For example, Patent Document 1 describes an electric vehicle that transmits torque obtained from two motors to one vehicle drive shaft via a planetary gear mechanism, and a control device for the electric vehicle. Patent Document 1 describes a control device for an electric vehicle that controls the torque of one of the two motors so that the torque becomes a predetermined torque (torque control) and controls the rotation speed of the other motor (rotation speed control). Is described.

It is also known that there are various disturbance effects on the control of the motor that drives the vehicle. For example, Patent Document 2 describes a vehicle control device that estimates torsional torque and running resistance torque as disturbances from motor torque, output shaft rotation speed, and wheel rotation speed.

Japanese Unexamined Patent Publication No. 2007-68301 Japanese Unexamined Patent Publication No. 2006-50750

In a vehicle where the torques of two motors are merged by a planetary mechanism to obtain the output torque, the output torque is an important control amount, and the rotational motion difference (rotational angular velocity difference, etc.) of the two motors is also an important control amount. It becomes. Then, in that vehicle, there is a disturbance in the control system in which the torques of the two motors are not output according to the command value due to the delay of the control system or the fluctuation of the motor characteristics, and further, the output side of the planetary mechanism via the drive shaft or the like. There is also a disturbance (disturbance torque) that affects from (output torque side).

Therefore, if no measures are taken, the difference in rotational motion between the two motors, which is one of the important control amounts, will be affected by the disturbance torque from the output torque side in addition to the disturbance in the control system. ..

An object of the present invention is to prevent the difference in rotational motion between the two motors from being affected by the disturbance torque from the output torque side when the torques of the two motors are merged by the planetary mechanism to obtain the output torque. ..

The vehicle drive device which is a specific example of the present invention has two motors and a planetary mechanism which obtains an output torque by merging the torques of the two motors, and the planetary mechanism is from the output torque side. It is characterized by comprising a gear mechanism in which a reduction ratio is set so as to evenly exert the influence of the disturbance torque of the above two motors on the rotational motion of the two motors.

In the above specific example, the planetary mechanism merges the torques of the two motors. For example, the torque obtained from one motor and the torque obtained from the other motor are added in the planetary mechanism, and the output torque corresponding to the addition result is obtained. Further, the rotational motion in the above specific example is a motion related to the rotation of the motor, and specific examples of the rotational motion include, for example, rotational speed (rotational angular acceleration) and rotational acceleration (rotational angular acceleration).

Then, in the above specific example, the influence of the disturbance torque from the output torque side is evenly applied to the rotational motion of the two motors. Therefore, for example, if the difference in rotational motion of the two motors is taken, the influence of the disturbance torque is canceled out, and the difference in rotational motion of the two motors is less likely to be affected by the disturbance torque. Desirably, the difference in rotational motion between the two motors is not affected by the disturbance torque.

For example, the planetary mechanism may include the gear mechanism whose reduction ratio is set so that the difference in rotational motion of the two motors is not affected by the disturbance torque.

Further, for example, the reduction ratio of the gear mechanism is set so that the coefficient corresponding to the disturbance torque in the motion model for obtaining the rotational motion difference between the two motors from the torques of the two motors and the disturbance torque becomes zero. May be done.

Further, the vehicle control device which is a specific example of the present invention is a control device that controls a vehicle provided with a drive device corresponding to the above specific example, and is a command value derivation that derives torque command values of the two motors. It has a unit and a correction value derivation unit for deriving the correction torque values of the two motors, and the two motors are based on the corrected torque command value obtained by the correction based on the correction torque value for the torque command value. It is characterized by controlling the difference in rotational motion of.

For example, the correction value derivation unit derives the correction torque values of the two motors by calculation using a motion model showing the correspondence between the torques of the two motors and the rotational motion difference of the two motors. May be good.

Further, for example, the correction value derivation unit has the correspondence relationship obtained by applying the measured value of the rotational motion difference of the two motors to the motion model, and the two motors derived by the command value derivation section. The corrected torque values of the two motors may be derived by comparing the corresponding relationship obtained by applying the torque command value of the above to the motion model.

Further, for example, the correction value derivation unit derives a correction torque value corresponding to each of the two motors by applying a condition that the output rotation speed of the planetary mechanism does not change due to the correction with respect to the torque command value. May be good.

According to the present invention, when the torques of the two motors are merged by the planetary mechanism to obtain the output torque, the difference in rotational motion of the two motors is less likely to be affected by the disturbance torque from the output torque side. For example, according to a specific example of the present invention, the influence of the disturbance torque from the output torque side is evenly applied to the rotational motion of the two motors, so that the difference between the rotational motions of the two motors is taken as the disturbance torque. The influence is canceled out, and the difference in rotational motion between the two motors becomes less susceptible to the disturbance torque.

It is a figure which shows the specific example of the drive device and the control device of a vehicle suitable for carrying out this invention. It is a figure which shows the structural example of a planetary mechanism. It is a figure which shows the variable and parameter of a motion model. It is a figure for demonstrating a specific example of processing in a correction torque value derivation part. It is a flowchart corresponding to the specific example of FIG. It is a figure which shows the specific example of the control result by the control device of the vehicle illustrated in FIG. It is a figure which shows the control result by the comparative example.

FIG. 1 is a diagram showing specific examples of a vehicle drive device and a control device suitable for carrying out the present invention. FIG. 1 illustrates a specific example of a vehicle provided with a control device 10 and a drive device 20. In the specific example shown in FIG. 1, the vehicle control device 10 includes a torque command value derivation unit 12 and a correction torque value derivation unit 14, and the vehicle drive device 20 includes a first motor 21 and a second motor 22. It is equipped with a planetary mechanism 24.

The torque command value derivation unit 12 derives the torque command value τ _M1 of the first motor 21 and the torque command value τ _M2 of the second motor 22. The torque command value derivation unit 12 derives the torque command value τ _M1 and the torque command value τ _M2 so that the output torque τ _c becomes the target value, for example. The target value of the output torque _τc is determined according to, for example, the opening degree of the accelerator operated by the driver of the vehicle.

The correction torque value derivation unit 14 derives the correction torque value Δτ _M1 of the first motor 21 and the correction torque value Δτ _M2 of the second motor 22. The correction torque value derivation unit 14 has a correction torque value Δτ _M1 and a correction torque by calculation using a motion model for obtaining the rotational motion difference between the two motors from the torques of the two motors of the first motor 21 and the second motor 22. The value Δτ _M2 is derived.

The correction torque value derivation unit 14 uses the actually measured value of the rotational motion difference in deriving the correction torque value Δτ _M1 and the correction torque value Δτ _M2 . For example, the rotation angular velocity difference (actual measurement value), which is the difference between the rotation angular velocities (actual measurement value) of the two motors obtained from the sensor S attached to the first motor 21 and the sensor S attached to the second motor 22, rotates. It is fed back to the correction torque value deriving unit 14 as the measured value of the motion difference.

Then, the control device 10 controls the first motor 21 with the corrected torque command value (τ _M1 + Δτ _M1 ) obtained by adding the corrected torque value Δτ _M1 to the torque command value τ _M1 of the first motor 21. , The second motor 22 is controlled by the corrected torque command value (τ _M2 + Δτ _M2 ) obtained by adding the corrected torque value Δτ _M2 to the torque command value τ _M2 of the second motor 22.

The control device 10 can be realized by using hardware such as a CPU and a processor. For example, the torque command value derivation unit 12 and the correction torque value derivation unit 14 are realized by an arithmetic device such as a CPU or a processor. Further, in the realization of the control device 10, a device such as a memory or an electric / electronic circuit may be used as needed.

In the specific example shown in FIG. 1, the vehicle drive device 20 includes a first motor 21, a second motor 22, and a planetary mechanism 24. The drive device 20 obtains a driving force (output torque τ _c ) by merging the power (torque) obtained from the two motors (motors) of the first motor 21 and the second motor 22 by the planetary mechanism 24.

In the specific example shown in FIG. 1, a planetary mechanism 24 having various structures (types) can be used. Therefore, a typical configuration example of the planetary mechanism 24 will be described below. The specific example of the planetary mechanism 24 shown in FIG. 1 is not limited to the typical configuration example described below.

FIG. 2 is a diagram showing a configuration example of the planetary mechanism 24. The planetary mechanism 24 illustrated in FIG. 2 includes a first sun gear S1 to which the first motor 21 is connected and a second sun gear S2 to which the second motor 22 is connected. More specifically, the output shaft 31 of the first motor 21 is connected to the input shaft 35 of the first sun gear S1 via the input gear pair 34, and the output shaft 32 of the second motor 22 connects the input gear pair 36. It is connected to the input shaft 37 of the second sun gear S2 via.

The transmission system from the second motor 22 to the second sun gear S2 allows the rotation of the second sun gear S2 when the vehicle moves forward, and as a specific example of the clutch element that prevents the rotation in the reverse direction, the input shaft. A one-way clutch 44 is provided on the 37.

Further, the planetary mechanism 24 exemplified in FIG. 2 includes a plurality of inner pinions (inner planetary pinions) Pi that mesh with the first sun gear S1 and a plurality of outer pinions (outer planetary pinions) Po that mesh with the second sun gear S2. .. It should be noted that each outer pinion Po and each inner pinion Pi that are in a corresponding relationship also mesh with each other. Further, the planetary mechanism 24 of the configuration example shown in FIG. 2 includes a carrier (planetary carrier) C that rotatably supports a plurality of outer pinion Pos and a plurality of inner pinion Pis.

The first sun gear S1, the second sun gear S2, and the carrier C, which are the three elements of the planetary mechanism 24 illustrated in FIG. 2, rotate around a common rotation axis. In the configuration example shown in FIG. 2, the first sun gear S1 and the second sun gear S2 serve as two input elements, and the ratio of the number of teeth Z _S1 of the first sun gear S1 to the number of teeth Z _S2 of the second sun gear (Z _S1 / Z _S2 ). ) Is the planetary gear ratio λ (λ = Z _S1 / Z _S2 ). Further, the carrier C, which is an output element, includes an output gear 38, and the output gear 38 is connected to the drive wheels 52 via the driven gear 40 and the final reducer 42.

The variables and parameters of the motion model corresponding to the drive device 20 (FIG. 1) provided with the planetary mechanism 24 exemplified in FIG. 2 are as shown in FIG. Therefore, a specific example of a mathematical model obtained from the equation of motion corresponding to the motion in the drive device 20 will be described using the variables and parameters of the motion model shown in FIG.

In the drive device 20 of FIG. 1 provided with the planetary mechanism 24 exemplified in FIG. 2, the rotational motion on the first motor 21 axis, the rotational motion on the second motor 22 axis, and the rotational motion on the carrier C axis , The equation of motion shown in the following equation holds.

Further, the rotation speed constraint condition shown in the following equation is satisfied between the rotation angular velocity of the first motor 21 and the rotation angular velocity of the second motor 22.

Then, by arranging the equation of motion of the equation 1 and the rotation number constraint condition of the equation 2 together, the determinant of the equation 3 can be obtained.

The left side of the equation 3 is a measured value (rotational angular acceleration of each motor) that can be obtained from the sensors S (FIG. 1) attached to the two motors. Further, d ₁₁ to d ₂₃ constituting the matrix D on the right side of the equation 3 are determined based on the equation of motion of the equation 1 and the parameters included in the rotation constraint condition of the equation 2 (see FIG. 3). It is a matrix element. The torque τ _M1 of the first motor 21, the torque τ _M2 of the second motor 22, and the disturbance torque τ _ds on the right side of the equation 3 are variables that cause disturbance.

The torque τ _M1 of the first motor 21 and the torque τ _M2 of the second motor 22 are disturbed in the control system in which the torques of the two motors are not output according to the command value due to, for example, a delay in the control system or a fluctuation in the motor characteristics. May be included. Further, the disturbance torque τ _ds is a disturbance that affects from the output side (output torque τ _c side) of the planetary mechanism 24 via, for example, the drive shaft of the vehicle.

As is clear from Equation 3, the number of disturbances (3) that are variables is larger than the number of measured values (2), so solve the values of 3 disturbances (variables) from Equation 3 as it is. I can't.

Therefore, in the control of the vehicle illustrated in FIG. 1, attention is paid to the difference in rotational motion of the two motors, which is an important control amount together with the output torque _τc . In Equation 3, the difference in rotational motion of the two motors (difference in rotational angular acceleration at the point where the rotational motions of the two motors meet in the planetary mechanism 24) is obtained in Equation 4.

Equation 4 is a motion model for obtaining the rotational motion difference (rotation angular acceleration difference) of the two motors from the torques τ _M1 and τ _M2 of the two motors and the disturbance torque τ _ds . If the coefficient corresponding to the disturbance torque τ _ds is zero in the equation 4, that is, if the equation 5 holds, the rotational motion difference (rotation angular acceleration difference) of the two motors is theoretically affected by the disturbance torque τ _ds . Will not receive.

Therefore, for example, the planetary mechanism 24 is designed and manufactured so as to satisfy the relationship of the number 5 equations. For example, the reduction ratio of the gear mechanism provided in the planetary mechanism 24 (the reduction ratio γ _M1 immediately after the first motor and the reduction ratio γ _M2 immediately after the second motor) is set to a value satisfying the relationship of the equation 5. As a result, the influence of the disturbance torque τ _ds from the output torque τ _c side is evenly applied to the rotational motion of the two motors, and the influence of the disturbance torque τ _ds cancels out when the difference between the rotational motions of the two motors is taken. Therefore, the difference in rotational motion (difference in rotational angle acceleration) between the two motors is less likely to be affected by the disturbance torque τ _ds . If the relationship of the equation 5 is established, theoretically, the difference in rotational motion between the two motors is not affected by the disturbance torque τ _ds .

If the rotational motion difference is not affected by the disturbance torque τ _ds , it is sufficient to estimate the disturbance of the torques τ _M1 and τ _M2 of the two motors as the disturbance factor affecting the rotational motion difference. That is, assuming that the disturbance torque τ _ds is not affected, it is sufficient to control the fluctuation of the rotational motion difference caused by the disturbance of the control system (motor-specific fluctuation, delay of the control system, etc.).

To explain a specific example, consider a motion model in which a moment of inertia corresponding to a vehicle is connected to the output torque _τc of the planetary mechanism 24 illustrated in FIG. 1 via a drive shaft. That is, consider a motion model that satisfies the equation 6 in addition to the equations 1 and 2.

In the equation number 6, k _ds is the rigidity of the drive shaft, and c _ds is the viscosity of the drive shaft. Further, γ _f is the final gear ratio (for example, the gear ratio from the output gear 38 in FIG. 2 to the drive wheel 52), θ _o is the rotation speed of the tire shaft (for example, the drive wheel 52 in FIG. 2), and J _o . Is the moment of inertia equivalent to the vehicle. When the equation 6 is applied, the vehicle inertia is not included in _Jc in the equation 1.

In the specific example shown in FIG. 1, the correction torque value derivation unit 14 is calculated using a motion model (equation 4 and 5) showing the correspondence between the torque of the two motors and the rotational motion difference of the two motors. To derive the correction torque values of the two motors.

FIG. 4 is a diagram for explaining a specific example of processing in the correction torque value derivation unit 14. A rotation angular velocity difference (actual measurement value), which is a difference between the rotation angular velocities (actual measurement value) of the two motors obtained from the sensors S (FIG. 1) attached to the two motors, is fed back to the correction torque value derivation unit 14. There is.

The correction torque value derivation unit 14 processes the rotation angular velocity difference (actual measurement value) with a low-pass filter (LPF) to remove noise, and then executes the differential operation. As a result, the rotation angular acceleration difference (actual measurement value) can be obtained.

The correction torque value derivation unit 14 applies the rotation angular acceleration difference (actual measurement value) to the motion model obtained from the equations 4 and 5. That is, by the torque estimation process corresponding to the equation 7, the torque estimated value of the first motor (torque of the first motor corresponding to the measured value) and the torque estimated value of the second motor (the second motor corresponding to the measured value) Torque) is calculated.

Further, the correction torque value derivation unit 14 applies the torque command values of the two motors derived in the torque command value derivation unit 12 to the motion model obtained from the equations 4 and 5. That is, the rotation angular acceleration difference corresponding to the torque command value of the first motor and the torque command value of the second motor is calculated by the process corresponding to the equation (8).

Then, in order to calculate the correction torque value, the equation 9 is obtained by subtracting the equation 8 from the equation 7.

The correction torque value derivation unit 14 derives the correction torque value Δτ _M1 corresponding to the first motor 21 and the correction torque value Δτ _M2 corresponding to the second motor 22 by, for example, the equation 9. However, since the equation 9 has one relational expression for two unknown correction torque values, it is possible to uniquely determine each of the correction torque value Δτ _M1 and the correction torque value Δτ _M2 from only the equation 9. Can not.

Therefore, the correction torque value derivation unit 14 derives the correction torque value Δτ _M1 and the correction torque value Δτ _M2 by the distribution determination process to which the constraint conditions described below are applied. For example, among the correction torque values satisfying the equation 9, a correction torque value satisfying the condition that the output rotation speed (output rotation acceleration) of the planetary mechanism 24 does not change depending on the correction torque value is selected. If the output rotation speed (output rotation acceleration) does not change depending on the corrected torque value, the corrected torque value does not, for example, deteriorate the ride quality of the vehicle. The output rotation speed (output rotation acceleration) and the torque satisfy the relationship shown in the equation tens.

In the equation tens, it is the torque τ _M1 of the first motor 21 and the torque τ _M2 of the second motor 22 that are affected by the correction torque value. Therefore, in the equation tens, the term corresponding to the disturbance torque τ _ds is omitted, and the term of the correction torque value is rewritten to the correction torque value to obtain the equation -11.

Then, when the constraint condition that the output rotation speed (output rotation acceleration) does not change depending on the correction torque value is applied to the equation 11, the equation 12 is obtained.

Further, by arranging the equations 9 and 12 together, the equation 13 can be obtained. Since the equation 13 is two simultaneous equations in which the two correction torque values are unknown, each of the two torque correction values can be uniquely determined.

In this way, the correction torque value derivation unit 14 derives the correction torque value Δτ _M1 of the first motor 21 and the correction torque value Δτ _M2 of the second motor 22 by the distribution determination process corresponding to the equations 10 to 13.

FIG. 5 is a flowchart corresponding to a specific example (FIG. 4) of processing in the correction torque value derivation unit 14. Prior to the processing by the correction torque value derivation unit 14, the planetary mechanism 24 is designed and manufactured so as to satisfy the relationship of the equation 5 (S0).

First, the rotation angular velocity difference (measured value), which is the difference between the rotation angular velocities (measured value) of the two motors obtained from the sensors S (FIG. 1) attached to the two motors, is measured (S1), and the correction torque value is derived. It is fed back to the part 14.

The correction torque value derivation unit 14 applies the rotation angular velocity difference (measured value) to the low-pass filter (LPF) to remove noise, and then executes the differential operation (S2, S3). As a result, the rotation angular acceleration difference (actual measurement value) can be obtained.

Further, the correction torque value derivation unit 14 uses the torque estimation process corresponding to the equation 7 to obtain the torque estimation value of the first motor (torque of the first motor corresponding to the measured value) and the torque estimation value of the second motor (the torque estimation value of the second motor). The torque of the second motor corresponding to the measured value) is calculated (S4).

Then, the correction torque value derivation unit 14 derives the correction torque value Δτ _M1 of the first motor 21 and the correction torque value Δτ _M2 of the second motor 22 by the distribution determination process corresponding to the equations 10 to 13. S5).

FIG. 6 is a diagram showing a specific example of the control result by the vehicle control device 10 exemplified in FIG. FIG. 6 shows, as specific examples of the control results for the planetary mechanism 24 satisfying the relationship of the equation 5, the rotational angular acceleration difference between the two motors, the disturbance torque, the motor torque of the two motors, and the rotation of the two motors. A waveform showing the change over time with respect to speed is shown.

In the specific example shown in FIG. 6, the disturbance torque is generated immediately after 1 second of the time, and the motor rotation speed is affected by the disturbance torque. In the specific example of FIG. 6, since the planetary mechanism 24 is designed to satisfy the relationship of the equation 5, the influence of the disturbance torque evenly affects the rotation speed of the first motor 21 and the rotation speed of the second motor. There is. In the specific example shown in FIG. 6, the waveform of the rotation speed of the first motor 21 (solid line) and the waveform of the rotation speed of the second motor 22 (broken line) overlap.

Therefore, when the difference in rotational speed between the two motors is taken, the influence of the disturbance torque is canceled out, and the difference in rotational motion of the two motors is less likely to be affected by the disturbance torque. If the waveform of the rotational speed of the first motor 21 (solid line) and the waveform of the rotational speed of the second motor 22 (broken line) completely overlap, the difference in rotational motion of the two motors is not affected by the disturbance torque.

On the other hand, FIG. 7 is a diagram showing a control result according to a comparative example. FIG. 7 shows, as specific examples of the control results for the planetary mechanism 24 that does not satisfy the relationship of the equation 5, the rotation angular acceleration difference of the two motors, the disturbance torque, the motor torques of the two motors, and the motor torques of the two motors. A waveform showing the time change with respect to the rotation speed is shown.

In the comparative example shown in FIG. 7, the same disturbance torque as in the specific example of FIG. 6 is generated. That is, even in the comparative example shown in FIG. 7, the disturbance torque is generated immediately after 1 second of the time, and the motor rotation speed is affected by the disturbance torque. Unlike the specific example of FIG. 6, in the comparative example of FIG. 7, since the planetary mechanism 24 does not satisfy the relationship of the equation 5, the influence of the disturbance torque affects the rotation speed of the first motor 21 and the rotation speed of the second motor. The waveform of the rotation speed of the first motor 21 (solid line) and the waveform of the rotation speed of the second motor 22 (broken line) are not uniform. As a result, in the comparative example shown in FIG. 7, the influence of the disturbance torque is not canceled out, and the difference in rotational motion of the two motors is affected by the disturbance torque.

On the other hand, in the specific example shown in FIG. 6, that is, according to the control device 10 and the drive device 20 exemplified in FIG. 1, the influence of the disturbance torque is equal to the rotation speed of the first motor 21 and the rotation speed of the second motor. Therefore, the difference in rotational motion between the two motors is not easily affected by the disturbance torque. Therefore, for example, assuming that the rotational motion difference between the two motors is not affected by the disturbance torque, if the fluctuation of the rotational motion difference due to the disturbance of the control system (motor specific fluctuation, delay of the control system, etc.) is controlled. It will be good.

Although the preferred embodiments of the present invention have been described above, the above-described embodiments are merely examples in all respects, and do not limit the scope of the present invention. The present invention includes various modified forms without departing from its essence.

10 control device, 12 torque command value derivation unit, 14 correction torque value derivation unit, 20 drive device, 21 first motor, 22 second motor, 24 planetary mechanism.

Claims (7)

Two motors and
A planetary mechanism that obtains output torque by merging the torques of the two motors,
Have,
The planetary mechanism includes a gear mechanism in which a reduction ratio is set so that the influence of the disturbance torque from the output torque side is evenly exerted on the rotational motion of the two motors.
A vehicle drive that is characterized by that. In the vehicle drive device according to claim 1,
The planetary mechanism includes the gear mechanism whose reduction ratio is set so that the difference in rotational motion of the two motors is not affected by the disturbance torque.
A vehicle drive that is characterized by that. In the vehicle drive device according to claim 1 or 2.
The reduction ratio of the gear mechanism is set so that the coefficient corresponding to the disturbance torque in the motion model for obtaining the rotational motion difference between the two motors from the torques of the two motors and the disturbance torque becomes zero.
A vehicle drive that is characterized by that. A control device for controlling a vehicle provided with the drive device according to any one of claims 1 to 3.
A command value derivation unit that derives the torque command values of the two motors, and a command value derivation unit.
A correction value derivation unit that derives the correction torque values of the two motors,
Have,
The difference in rotational motion of the two motors is controlled by the corrected torque command value obtained by the correction based on the correction torque value with respect to the torque command value.
A vehicle control device characterized by that. In the vehicle control device according to claim 4.
The correction value derivation unit derives the correction torque values of the two motors by calculation using a motion model showing the correspondence between the torques of the two motors and the rotational motion difference of the two motors.
A vehicle control device characterized by that. In the vehicle control device according to claim 5.
The correction value derivation unit has the correspondence relationship obtained by applying the measured value of the rotational motion difference of the two motors to the motion model, and the torque command value of the two motors derived by the command value derivation section. Is compared with the correspondence obtained by applying to the motion model, thereby deriving the correction torque values of the two motors.
A vehicle control device characterized by that. In the vehicle control device according to any one of claims 4 to 6.
The correction value derivation unit derives a correction torque value corresponding to each of the two motors by applying a condition that the output rotation speed of the planetary mechanism does not change due to the correction with respect to the torque command value.
A vehicle control device characterized by that.

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