Control device for vehicle

Abstract

To provide a control device for vehicle configured to be switchable between a manual driving mode and an automatic driving mode, capable of suppressing a decrease in passenger comfort in the automatic driving mode.SOLUTION: A control device for controlling a vehicle configured to be switchable between a manual driving mode and an automatic driving mode includes: a driving mode acquisition unit that acquires whether the current driving mode of the vehicle is the manual driving mode or the automatic driving mode; and a drive control unit that controls the deceleration torque of the vehicle. The vehicle has an engine and a motor as a power source. When predetermined conditions are satisfied including the driving mode being the automatic driving mode, the drive control unit suppresses the deceleration torque caused by motoring control that drives the engine with the motor in comparison with when the driving mode of the vehicle is the manual driving mode.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a control device for a vehicle. [Background technology]

[0002] In a vehicle having a manual driving mode and an automatic driving mode, a technique is known in which, when deceleration control is performed in the automatic driving mode, a regenerative deceleration torque of a motor is generated in addition to a brake deceleration torque (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-119341 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the manual driving mode, there is a restriction that the deceleration must be achieved according to the driving operation of the occupant, whereas in the automatic driving mode, there is no such restriction in the control of the deceleration. In Patent Document 1, a means for suppressing the deterioration of the comfort of the occupant in the automatic driving mode is not sufficiently considered, taking into consideration the difference in the restriction of the deceleration control between the manual driving mode and the automatic driving mode. [Means for solving the problem]

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to one aspect of the present disclosure, there is provided a control device for controlling a vehicle configured to be switchable between a manual driving mode and an automatic driving mode. The control device includes a driving mode acquisition unit that acquires whether a current driving mode of the vehicle is the manual driving mode or the automatic driving mode, and a drive control unit that controls a deceleration torque of the vehicle, the vehicle having an engine and a motor as a power source of the vehicle, and the drive control unit suppresses the deceleration torque by motoring control that drives the engine by the motor when a predetermined condition including the driving mode being the automatic driving mode is satisfied, compared to the case of the manual driving mode. According to this form of control device, when the driving mode is an autonomous driving mode, the deceleration torque due to motoring control is suppressed compared to when the driving mode is a manual driving mode, thereby suppressing the decrease in quietness in the autonomous driving mode and the decrease in comfort for vehicle occupants. (2) In the above embodiment, the vehicle may further include a SOC acquisition unit that acquires an SOC of a battery mounted on the vehicle and charged by regenerative power generated by regeneration of the motor, and the condition may further include that the SOC is less than a predetermined first threshold value. According to the control device of this embodiment, when the driving mode is the automatic driving mode and the SOC is less than a preset first threshold, the deceleration torque due to the motoring control is suppressed. Therefore, when the deceleration torque reduced by suppressing the motoring control is compensated for by using the regenerative resistance of the motor, it is possible to suppress the battery from being overcharged by the regenerative power. (3) In the above embodiment, when the driving mode is the manual driving mode and the SOC is less than a predetermined second threshold, the drive control unit suppresses the deceleration torque due to the motoring control compared to when the SOC is greater than or equal to the second threshold, and the first threshold may be set to a value greater than the second threshold. According to the control device of this embodiment, when the driving mode is the manual driving mode and the SOC is less than the preset second threshold, the deceleration torque due to the motoring control is suppressed compared to when the SOC is equal to or greater than the preset second threshold, and the first threshold is set to a value greater than the second threshold. Therefore, in the automatic driving mode, the motoring control can be suppressed in a wider SOC range than in the manual driving mode, so that the deterioration of quietness can be further suppressed and the deterioration of comfort for the vehicle occupants can be suppressed. (4) In the above embodiment, the vehicle may further include an acceleration / deceleration mode acquisition unit that acquires an acceleration / deceleration mode selected by an occupant of the vehicle from among a plurality of predetermined acceleration / deceleration modes, each of which defines the acceleration / deceleration of the vehicle, and the drive control unit may control the deceleration torque of the vehicle in accordance with the acceleration / deceleration defined by the acquired acceleration / deceleration mode. According to this embodiment of the control device, an acceleration / deceleration mode selected by an occupant from among a plurality of predetermined acceleration / deceleration modes is acquired, and the deceleration torque of the vehicle is controlled according to the acceleration / deceleration rate defined by the acquired acceleration / deceleration mode. Therefore, compared to a configuration in which the deceleration torque of the vehicle is controlled according to the acceleration / deceleration rate defined by one predetermined acceleration / deceleration mode, the occupant can select the acceleration / deceleration rate according to his / her preference, and deterioration of the comfort of the occupant can be further suppressed. [Brief description of the drawings]

[0007] [Figure 1] 1 is an explanatory diagram showing a schematic configuration of a drive system including a control device according to a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing a schematic configuration of a control device according to the first embodiment. [Diagram 3] 4 is a flowchart showing a processing procedure in the control device of the first embodiment. [Figure 4] FIG. 11 is an explanatory diagram showing a schematic configuration of a vehicle equipped with a control device according to a second embodiment. [Diagram 5] FIG. 11 is a block diagram showing a schematic configuration of a control device according to a second embodiment. [Figure 6]10 is a flowchart showing a procedure of a process executed in a control device of a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] A. First embodiment: A-1. System configuration: FIG. 1 is an explanatory diagram showing a schematic configuration of a drive system 100 including a control device 40 of the first embodiment. The drive system 100 is mounted on a vehicle 200 and transmits power for driving the vehicle 200. The drive system 100 includes a front unit 10, a rear unit 20, a battery 30, a control device 40, a pair of front wheels 50f, and a pair of rear wheels 50r. The drive system 100 includes an engine and a motor as described below, and the vehicle 200 runs using at least one of the engine and the motor as a driving force source. The vehicle 200 also has a "manual drive mode" in which the vehicle runs according to the driver's driving operation, and an "automatic drive mode" in which the vehicle runs by being automatically controlled by the control device 40 regardless of the driver's driving operation. In this embodiment, the manual drive mode and the automatic drive mode are switched by the driver operating a drive mode switch 63 mounted on the vehicle 200.

[0009] The front unit 10 has an engine 11, a first clutch 12, a first motor 13, a second clutch 14, a transmission 15, a first inverter 16, and an electric oil pump 17.

[0010] The engine 11 is a first power source of the vehicle 200. The engine 11 receives fuel from a fuel supply system (not shown) and operates as an internal combustion engine to generate driving torque for traveling the vehicle 200. The driving torque output from the engine 11 is transmitted to a pair of front wheels 50f via a first clutch 12, a first motor 13, a second clutch 14, and a transmission 15.

[0011] The first motor 13 is a second power source of the vehicle 200. The first motor 13 receives power from the first inverter 16 and rotates to generate a driving torque for traveling the vehicle 200. The driving torque output from the first motor 13 is transmitted to the pair of front wheels 50f via the second clutch 14 and the transmission 15. The first motor 13 can also generate regenerative power for charging the battery 30 by regenerating energy when the vehicle 200 decelerates. The first motor 13 can also start the engine 11 and control the rotation speed of the engine 11.

[0012] The first clutch 12 is provided in a drive transmission path between the engine 11 and the first motor 13. The first clutch 12 can switch the drive transmission path between a disconnected state and a connected state by switching between an engaged state and a released state. The first clutch 12 is, for example, a dry-type multi-plate hydraulic friction engagement device, and is configured with a plurality of friction plates stacked on top of each other. The operation of the first clutch 12 is controlled by an electric oil pump 17. The electric oil pump 17 is rotated using electric power supplied from a battery 30, thereby applying hydraulic pressure to the first clutch 12 to operate the first clutch 12.

[0013] The second clutch 14 is a so-called "starting clutch" and is provided in a drive transmission path between the first motor 13 and the transmission 15. The second clutch 14 can switch the drive transmission path between a disconnected state and a connected state by switching between an engaged state and a released state. The second clutch 14 is, for example, a wet-type multi-plate hydraulic friction engagement device and is configured with a plurality of friction plates stacked on top of each other. The operation of the second clutch 14 is controlled by the electric oil pump 17 in the same manner as the first clutch 12. The first clutch 12 and the second clutch 14 may be controlled by different hydraulic control systems.

[0014] The first inverter 16 uses power supplied from the battery 30 in response to a control signal from the control device 40 to supply power (three-phase AC current) to the first motor 13, thereby driving the first motor 13. This allows the first inverter 16 to rotate the output shaft of the first motor 13 in a rotation direction and at a rotation speed according to the control signal from the control device 40.

[0015] The rear unit 20 has a second motor 21 and a second inverter 22. The second motor 21 is a third power source of the vehicle 200. The second motor 21 is supplied with electric power from the second inverter 22 and rotates to generate a driving torque for traveling the vehicle 200. The driving torque output from the second motor 21 is transmitted to the pair of rear wheels 50r. In addition, the second motor 21 can generate regenerative power for charging the battery 30 by regenerating energy when the vehicle 200 decelerates.

[0016] The second inverter 22 drives the second motor 21 by using the power supplied from the battery 30 to supply electric power (three-phase AC current) to the second motor 21 in response to a control signal from the control device 40. This allows the second inverter 22 to rotate the output shaft of the second motor 21 in a rotation direction and at a rotation speed according to the control signal from the control device 40. Note that the drive system 100 does not need to have the rear unit 20, and in such a configuration, the rear wheels 50r may be configured to rotate in a driven manner relative to the front wheels 50f driven by the front unit 10.

[0017] The battery 30 can supply power to the first motor 13 and the second motor 21 via the first inverter 16 and the second inverter 22. The battery 30 can also be charged with regenerative power supplied from the first motor 13 and the second motor 21 via the first inverter 16 and the second inverter 22. As the battery 30, for example, a lithium ion secondary battery, a nickel-metal hydride secondary battery, or the like is used.

[0018] The control device 40 acquires information from various sensors mounted on the vehicle 200. In this embodiment, the control device 40 acquires the accelerator opening from an accelerator pedal sensor 61 and the brake pedal depression force from a brake pedal sensor 62. The control device 40 also acquires from a driving mode switch 63 whether the current driving mode of the vehicle 200 is the above-mentioned manual driving mode or the automatic driving mode. The control device 40 also acquires the rotation speed of the first motor 13 from a first rotation speed sensor 65 installed in the first motor 13 and the rotation speed of the second motor 21 from a second rotation speed sensor 67 installed in the second motor 21. The control device 40 also acquires the SOC (State Of Charge) of the battery 30 from a battery sensor 66 installed in the battery 30.

[0019] The control device 40 controls each part of the drive system 100 described above using information acquired from various sensors. More specifically, the control device 40 executes engine torque control of the engine 11, drive control of the first motor 13 via control of the first inverter 16, control of the second motor 21 via control of the second inverter 22, and control of the switching operation of the first clutch 12 and the second clutch 14 via control of the electric oil pump 17 so as to realize acceleration or deceleration according to the acquired accelerator opening and brake pedal force in the manual drive mode, and to realize a predetermined acceleration or deceleration in the automatic drive mode. In addition, the control device 40 executes shift control of the transmission 15 so as to obtain a gear ratio corresponding to a shift position acquired from a shift lever (not shown). In addition, the control device 40 executes charge / discharge control of the battery 30 according to the acquired SOC of the battery 30. The control device 40 may be configured to execute various controls related to the drive control of the vehicle 200, not limited to the above controls.

[0020] FIG. 2 is a block diagram showing a schematic configuration of the control device 40 of the first embodiment. As shown in FIG. 2, the control device 40 is configured as an ECU (Electronic Control Unit) having a CPU 41 and a memory 42. The CPU 41 executes a control program stored in advance in the memory 42 to function as a driving mode acquisition unit 411, a SOC acquisition unit 412, and a drive control unit 413. The control device 40 also includes functional units that execute control of each unit of the drive system 100 described above. However, in FIG. 2, functional units related to the execution of processes described below are illustrated, and other functional units are omitted. Also, each functional unit may be realized in a plurality of different ECUs.

[0021] The driving mode acquisition unit 411 acquires the current driving mode selected by the occupant from the driving mode switch 63. The SOC acquisition unit 412 acquires the SOC of the battery 30 from the battery sensor 66. The drive control unit 413 controls the driving torque and deceleration torque of the vehicle 200 according to the current driving mode and SOC. More specifically, the drive control unit 413 realizes a desired deceleration torque by combining the deceleration torque by the motoring control, the deceleration torque by the regenerative resistance generated by the regeneration of the first motor 13 and the second motor 21, and the deceleration torque by a friction braking device (not shown) such as a hydraulic brake, according to the current driving mode and SOC. "Motoring control" means control in which the engine 11 is driven by the first motor 13 and a deceleration torque is generated by the driving resistance of the engine 11. In this embodiment, the drive control unit 413 prohibits the motoring control when a predetermined condition is satisfied. Specific processing by each functional unit will be described later.

[0022] A-2. Processing in the control device 40: 3 is a flowchart showing the procedure of processing in the control device 40 of the first embodiment. The control device 40 repeatedly executes this processing while the control device 40 is in an operating state.

[0023] In step S110, the driving mode acquisition unit 411 acquires the current driving mode from the driving mode switch 63, and determines whether the driving mode is the automatic driving mode.

[0024] If it is determined that the vehicle is in the automatic driving mode (step S110: Yes), in step S120, the SOC acquisition unit 412 acquires the SOC from the battery sensor 66 and determines whether the SOC is less than a first threshold value set in advance. If it is determined that the SOC is less than the first threshold value (step S120: Yes), in step S130, the drive control unit 413 prohibits deceleration by motoring control in the deceleration control. In this embodiment, in a situation where the SOC is less than the first threshold value and there is little risk of the battery 30 being overcharged, the drive control unit 413 prohibits deceleration by motoring control and decelerates the vehicle by the regenerative resistance and the friction braking device of the first motor 13 and the second motor 21. Therefore, compared to a configuration in which the motoring control is not prohibited, it is possible to suppress the deterioration of quietness in the automatic driving mode. In addition, since the operation of the engine 11 is suppressed, it is possible to suppress the deterioration of the fuel efficiency of the vehicle 200. In addition, when the battery 30 is close to a fully charged state, motoring control is suppressed and the deceleration torque is compensated for by the regenerative resistance of the motor, thereby increasing regenerative power and preventing the battery 30 from being overcharged.

[0025] If it is determined that the SOC is not less than the first threshold (step S120: No), in other words, if the SOC is equal to or greater than the first threshold, or after step S130, the SOC acquisition unit 412 executes step S140, which will be described later.

[0026] If it is determined that the driving mode is not the automatic driving mode (step S110: No), in other words, if the driving mode is the manual driving mode, in step S122, the SOC acquisition unit 412 acquires the SOC from the battery sensor 66 and determines whether the SOC is less than a second threshold value set in advance. If it is determined that the SOC is less than the second threshold value (step S122: Yes), in step S130, the drive control unit 413 prohibits deceleration by motoring control in the deceleration control. In this embodiment, the second threshold value is set as a value smaller than the above-mentioned first threshold value. That is, in the automatic driving mode, the motoring control is prohibited in a wider SOC region than in the manual driving mode. Therefore, in the automatic driving mode, the deterioration of quietness can be suppressed more than in the manual driving mode. In addition, since the motoring control is prohibited in the automatic driving mode, the operation of the engine 11 can be suppressed more than in the manual driving mode, and the deterioration of the fuel efficiency of the vehicle 200 can be suppressed.

[0027] If it is determined that the SOC is not less than the second threshold (step S122: No), in other words, if the SOC is equal to or greater than the second threshold, or after step S130, the SOC acquisition unit 412 executes step S140, which will be described later.

[0028] In step S140, the SOC acquisition unit 412 acquires the SOC from the battery sensor 66 and determines whether the SOC is greater than a preset third threshold. The third threshold is set as a value greater than the above-mentioned first threshold and second threshold. If it is determined that the SOC is greater than the third threshold (step S140: Yes), in step S150, the drive control unit 413 permits the motoring control. That is, in a situation in which the SOC is greater than the second threshold and there is a risk of the battery 30 being overcharged, the drive control unit 413 can generate at least a part of the deceleration torque for achieving a desired deceleration by the motoring control. In this way, the use of the regenerative resistance by the first motor 13 and the second motor 21 can be suppressed compared to when the motoring control is prohibited, so that the regenerative power by the regeneration of the first motor 13 and the second motor 21 can be suppressed, and the battery 30 can be suppressed from being overcharged.

[0029] If it is determined that the SOC is not greater than the third threshold (step S140: No), in other words, if the SOC is equal to or less than the third threshold, or after step S150, the operation mode acquisition unit 411 executes the above-mentioned step S110 again.

[0030] According to the control device 40 of the first embodiment described above, when the driving mode is the autonomous driving mode, motoring control is prohibited, so that the decrease in quietness in the autonomous driving mode can be suppressed compared to the manual driving mode, and the decrease in comfort for the occupants of the vehicle 200 can be suppressed.

[0031] In addition, when the driving mode is the automatic driving mode and the SOC is less than a preset first threshold, the motoring control is prohibited. Therefore, when the deceleration torque reduced by prohibiting the motoring control is compensated for by using the regenerative resistance of the motor, the battery 30 can be prevented from being overcharged by the regenerative power.

[0032] Furthermore, when the driving mode is the manual driving mode and the SOC is less than a preset second threshold, the deceleration torque due to the motoring control is suppressed compared to when the SOC is equal to or greater than the preset second threshold, and the first threshold is set to a value greater than the second threshold. Therefore, in the automatic driving mode, the motoring control can be suppressed in a wider SOC range than in the manual driving mode, so that the deterioration of quietness can be further suppressed, and the deterioration of comfort for the occupants of the vehicle 200 can be suppressed.

[0033] B. Second embodiment: FIG. 4 is an explanatory diagram showing a schematic configuration of a vehicle 200A equipped with a control device 40A of the second embodiment. FIG. 5 is a block diagram showing a schematic configuration of the control device 40A of the second embodiment. FIG. 6 is a flowchart showing a procedure of processing executed in the control device 40A of the second embodiment. The vehicle 200A of the second embodiment is different from the vehicle 200 of the first embodiment in that it further includes an acceleration / deceleration mode switch 64 as shown in FIG. 4. Also, the control device 40 of the second embodiment is different from the control device 40 of the first embodiment in that it further includes an acceleration / deceleration mode acquisition unit 414 as shown in FIG. 5 and executes the processing shown in FIG. 6 in addition to the processing shown in FIG. 3. Note that other configurations of the control device 40A and the vehicle 200A of the second embodiment are similar to those of the control device 40 and the vehicle 200 of the first embodiment, so the same configurations are given the same reference numerals and detailed description thereof will be omitted.

[0034] The acceleration / deceleration mode acquisition unit 414 shown in FIG. 5 acquires an acceleration / deceleration mode selected by an occupant of the vehicle 200 from a plurality of predetermined acceleration / deceleration modes, each of which defines the acceleration / deceleration of the vehicle 200, from the acceleration / deceleration mode switch 64 shown in FIG. 4.

[0035] 6, the driving mode acquisition unit 411 acquires the current driving mode from the driving mode switch 63 and determines whether the driving mode is the automatic driving mode. If it is determined that the driving mode is not the automatic driving mode (step S210: No), in other words, if the driving mode is the manual driving mode, the driving mode acquisition unit 411 executes step S210 again.

[0036] If it is determined that the mode is autonomous driving mode (step S210: Yes), in step S220, the acceleration / deceleration mode acquisition unit 414 acquires the current acceleration / deceleration mode from the acceleration / deceleration mode switch 64, and determines whether the acceleration / deceleration mode is mode 1, mode 2, or mode 3.

[0037] If it is determined in step S220 that the acceleration / deceleration mode is mode 1, in step S232, drive control unit 413 controls vehicle 200A to achieve acceleration side rate A [N·m / sec] and deceleration side rate D [N·m / sec] preset as mode 1. "Acceleration side rate" means the time rate of change of drive torque when vehicle 200 accelerates. "Deceleration side rate" means the time rate of change of deceleration torque when vehicle 200 decelerates.

[0038] If it is determined in step S220 that the acceleration / deceleration mode is mode 2, in step S234, drive control unit 413 controls vehicle 200A to have acceleration side rate B [N·m / sec] and deceleration side rate E [N·m / sec], which are acceleration / deceleration rates preset as mode 1.

[0039] If it is determined in step S220 that the acceleration / deceleration mode is mode 3, in step S236, drive control unit 413 controls vehicle 200A to have an acceleration side rate C [N·m / sec] and a deceleration side rate F [N·m / sec], which are acceleration / deceleration rates preset as mode 1.

[0040] In the present embodiment, in each of the above acceleration / deceleration modes, C < B < A and F < E < D. That is, the acceleration / deceleration rate in Mode 1 is the largest, and the acceleration / deceleration rate in Mode 3 is the smallest. Since the drive control unit 413 controls the vehicle 200 according to the acceleration / deceleration rate defined by the acceleration / deceleration mode selected by the occupant among the plurality of acceleration / deceleration modes, the occupant can select the acceleration / deceleration rate according to his / her preference, and the decrease in the comfort of the occupant can be further suppressed.

[0041] According to the control device 40A of the second embodiment described above, among a plurality of predetermined acceleration / deceleration modes, the acceleration / deceleration mode selected by the occupant is acquired, and the deceleration torque of the vehicle 200A is controlled according to the acceleration / deceleration rate defined by the acquired acceleration / deceleration mode. Therefore, compared with the form of controlling the deceleration torque of the vehicle according to the acceleration / deceleration rate defined by one predetermined acceleration / deceleration mode, the occupant can select the acceleration / deceleration rate according to his / her preference, and the decrease in the comfort of the occupant can be further suppressed.

[0042] C. Other Embodiments: (C1) In the above embodiment, the drive control unit 413 prohibits motoring control when in the autonomous driving mode, but the present disclosure is not limited to this. The drive control unit 413 may not prohibit motoring control and may suppress the deceleration torque by motoring control as compared with the manual driving mode. More specifically, the drive control unit 413 may control the first motor 13 so that the rotational speed of the engine 11 in the motoring control executed in the autonomous driving mode is lower than the rotational speed of the engine 11 in the motoring control executed in the manual driving mode. According to such a form, compared with a configuration that does not suppress motoring control, the decrease in quietness in the autonomous driving mode can be suppressed, and the decrease in the comfort of the occupant can be suppressed. In addition, since the operation of the engine 11 is suppressed, the decrease in fuel consumption can be suppressed.

[0043] (C2) In the above embodiment, the drive control unit 413 prohibits motoring control when the current driving mode is the automatic driving mode and the SOC is less than the first threshold value, but the present disclosure is not limited to this. The drive control unit 413 may always prohibit motoring control in the automatic driving mode regardless of the SOC. According to this embodiment, since it is not necessary to execute steps S120, S140, and S150 shown in FIG. 3, it is possible to prevent the processing in the control device 40 from becoming complicated. In addition, since the SOC is not acquired and a determination is not performed, it is not necessary to include the SOC acquisition unit 412, and it is possible to prevent the configuration of the control device 40 from becoming complicated.

[0044] (C3) In the above embodiment, when the current driving mode is the manual driving mode, the SOC acquisition unit 412 executes step S122, but the present disclosure is not limited to this. When the current driving mode is the manual driving mode, step S122 may not be executed, and the driving mode acquisition unit 411 may repeatedly execute step S110 until the driving mode becomes the automatic driving mode. That is, in the manual driving mode, the drive control unit 413 may not prohibit the motoring control. Even with this embodiment, it is possible to suppress the deterioration of quietness in the automatic driving mode compared to the manual driving mode, and to suppress the deterioration of comfort for the occupants of the vehicle 200.

[0045] (C4) In the above embodiment, the vehicle 200 is driven by the engine 11 and the first motor 13 as a power source, but the present disclosure is not limited to this. The vehicle 200 may be driven by only the first motor 13 as a power source, and the engine 11 may not function as a power source for the vehicle 200, but may be used only for generating electricity. This configuration also provides the same effects as the above embodiment.

[0046] The present disclosure is not limited to the above-mentioned embodiment, and can be realized in various configurations without departing from the spirit of the present disclosure. For example, the technical features in the embodiments corresponding to the technical features in each aspect described in the Summary of the Invention column can be appropriately replaced or combined to solve some or all of the above-mentioned problems or to achieve some or all of the above-mentioned effects. Furthermore, if the technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]

[0047] 10...front unit, 11...engine, 12...first clutch, 13...first motor, 14...second clutch, 15...transmission, 16...first inverter, 17...electric oil pump, 20...rear unit, 21...second motor, 22...second inverter, 30...battery, 40, 40A...control device, 41...CPU, 42...memory, 50f...front wheel, 50r...rear wheel, 61...accelerator pedal sensor, 62...brake pedal sensor, 63...driving mode switch, 64...acceleration / deceleration mode switch, 65...first rotational speed sensor, 66...battery sensor, 67...second rotational speed sensor, 100...driving system, 200, 200A...vehicle, 411...driving mode acquisition unit, 412...SOC acquisition unit, 413...driving control unit, 414...acceleration / deceleration mode acquisition unit

Claims

1. A control device for controlling a vehicle configured to be switchable between a manual driving mode and an automatic driving mode, a driving mode acquisition unit that acquires whether a current driving mode of the vehicle is the manual driving mode or the automatic driving mode; A drive control unit that controls a deceleration torque of the vehicle; Equipped with the vehicle has an engine and a motor as a power source of the vehicle; When predetermined conditions including the operation mode being the automatic operation mode are satisfied, the drive control unit suppresses deceleration torque due to motoring control for driving the engine by the motor, compared to when the operation mode is the manual operation mode. Control device.

2. The control device according to claim 1 , An SOC acquisition unit is mounted on the vehicle and acquires an SOC of a battery that is charged by regenerative power generated by regeneration of the motor. The condition further includes that the SOC is less than a predetermined first threshold value. Control device.

3. The control device according to claim 2, When the operation mode is the manual operation mode and the SOC is less than a predetermined second threshold, the drive control unit suppresses the deceleration torque due to the motoring control compared to when the SOC is equal to or greater than the second threshold, The first threshold value is set to a value greater than the second threshold value. Control device.

4. The control device according to any one of claims 1 to 3, An acceleration / deceleration mode acquisition unit that acquires an acceleration / deceleration mode selected by an occupant of the vehicle from a plurality of predetermined acceleration / deceleration modes each defining an acceleration / deceleration of the vehicle, The drive control unit controls a deceleration torque of the vehicle in accordance with an acceleration / deceleration rate defined by the acquired acceleration / deceleration mode. Control device.

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