Control apparatus and control method

Abstract

To avoid a collision against an obstacle without giving unpleasant feeling to an occupant.SOLUTION: A control apparatus according to an embodiment includes a controller that controls driving of a motor for traveling of a vehicle based on a required torque, which is dependent on an amount of input to an accelerator operated by a driver. Upon detecting an obstacle present in the direction of travel of the vehicle based on a sensor signal input from a sensor, the controller controls driving with a driving torque, which is determined by subtracting a load torque which becomes larger as the vehicle comes closer to the obstacle from the required torque.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The disclosed embodiments relate to a control device and a control method. [Background technology]

[0002] 2. Description of the Related Art Conventionally, a technique has been known in which, when an obstacle is detected by an ultrasonic sensor or the like in a vehicle, the driving force of a driving source such as an engine or a motor is limited to avoid collision with the obstacle.

[0003] For example, Patent Document 1 discloses a technology in which, when an obstacle is detected, the upper limit value of the torque to be output by the drive source is lowered depending on the distance between the detected obstacle and the vehicle, the closer the obstacle is to the obstacle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-043173 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the above-mentioned conventional technology merely limits the upper limit of the driving force of the driving source depending on the distance between the obstacle and the vehicle. Even if the upper limit of the driving force is limited, the vehicle may continue to approach the obstacle due to inertia, actual gradient, etc.

[0006] Therefore, when using the above-mentioned conventional technology, in order to avoid a collision, the driver must brake when they notice that the vehicle is approaching an obstacle, or emergency automatic braking must be performed. However, this braking control can cause a shock to the vehicle, resulting in so-called "jerk braking," which can be uncomfortable for the occupants.

[0007] One aspect of the embodiment has been made in consideration of the above, and aims to provide a control device and a control method that can avoid a collision with an obstacle without causing discomfort to occupants. [Means for solving the problem]

[0008] According to one aspect of the embodiment, the control device includes a controller that controls the drive of a motor for driving a vehicle based on a required torque corresponding to an input amount of an accelerator pedal operated by a driver. When the controller detects an obstacle in the traveling direction of the vehicle based on a sensor signal input from a sensor, the controller controls the drive with a drive torque obtained by subtracting a load torque, which increases as the vehicle approaches the obstacle, from the required torque. [Effects of the Invention]

[0009] According to one aspect of the embodiment, the load torque increases as the vehicle approaches an obstacle, and the motor is controlled to reduce the drive torque. Furthermore, since the drive torque is a value obtained by subtracting the load torque from the required torque, when the required torque is smaller than the load torque, the drive torque is generated as a repulsive torque, which moves the vehicle away from the obstacle. This allows the vehicle to smoothly avoid a collision with the obstacle without performing brake control. In other words, according to one aspect of the embodiment, the vehicle can avoid a collision with the obstacle without causing discomfort to the occupants. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram illustrating an outline of a vehicle control method according to an embodiment. [Figure 2] FIG. 2 is an explanatory diagram of a virtual load according to the embodiment. [Figure 3] FIG. 3 is a block diagram illustrating an example of the configuration of the vehicle control device according to the embodiment. [Figure 4] FIG. 4 is a flowchart showing a processing procedure executed by the vehicle control device according to the embodiment. [Figure 5]FIG. 5 is an explanatory diagram of a specific example of setting a first virtual load according to the embodiment. [Figure 6] FIG. 6 is an explanatory diagram of a specific example of setting a second virtual load according to the embodiment. [Figure 7] FIG. 7 is an explanatory diagram of a specific example when a third virtual load is set according to the embodiment. [Figure 8] FIG. 8 is an explanatory diagram of a specific example when setting a fourth virtual load according to the embodiment. [Figure 9] FIG. 9 is an explanatory diagram of a specific example when setting a fifth virtual load according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a control device and a control method disclosed herein will be described in detail below with reference to the accompanying drawings. However, the present invention is not limited to the following embodiments.

[0012] In the following description, the vehicle according to the embodiment is assumed to be a vehicle V (see FIG. 1) equipped with a motor 100 (see FIG. 1) that is a traction motor as a drive source. In the following description, the control device according to the embodiment is assumed to be a vehicle control device 10 (see FIG. 1) that is mounted on the vehicle V and performs drive control of the motor 100. In the following description, the control method according to the embodiment is assumed to be a vehicle control method executed by a controller 12 (see FIG. 3) provided in the vehicle control device 10.

[0013] Fig. 1 is a diagram illustrating an outline of a vehicle control method according to an embodiment. Fig. 2 is a diagram illustrating a virtual load VL according to the embodiment. In this embodiment, an example is given in which a vehicle V moves backward at a low speed due to a parking operation or the like (see arrow a0 in Fig. 1). It is assumed that a wall W exists behind the vehicle V as an obstacle.

[0014] 1, a vehicle V includes an obstacle sensor 3, a vehicle control device 10, and a motor 100. The obstacle sensor 3, the vehicle control device 10, and the motor 100 are connected to each other so as to be able to communicate with each other via an in-vehicle network N such as a CAN (Controller Area Network).

[0015] The obstacle sensor 3 is a sensor for detecting obstacles present around the vehicle V, and is, for example, a clearance sonar. Note that the obstacle sensor 3 is not limited to a clearance sonar, and may be, for example, a LIDAR (Light Detection And Ranging) sensor, a camera, or the like. In this embodiment, the obstacle sensor 3 is assumed to be a clearance sonar.

[0016] The controller 12 of the vehicle control device 10 controls the driving of the motor 100 based on the required torque corresponding to the accelerator input amount due to the accelerator operation by the driver. The vehicle control device 10 also detects an obstacle (here, a wall W) present in the traveling direction of the vehicle V based on a sensor signal input from the obstacle sensor 3.

[0017] In the vehicle control method according to the embodiment, when the controller 12 detects an obstacle (step S1), it sets a virtual load VL at a position closer to the vehicle V than the detected obstacle (step S2). In other words, the controller 12 sets the virtual load VL between the detected obstacle and the vehicle V.

[0018] The virtual load VL is a virtual load, and is set so that the load torque increases as the vehicle approaches the obstacle (step S2-1). As will be described later using FIGS. 5 to 7, the virtual load VL is set as a load that resembles a virtual obstacle, for example, an uphill slope that gradually becomes steeper toward the obstacle. This allows the vehicle V to behave as if there is an uphill slope that gradually becomes steeper even on flat ground. Note that FIG. 1 illustrates an example in which the virtual load VL is a virtual load that corresponds to this uphill slope that gradually becomes steeper.

[0019] As shown in the left diagram of Fig. 2, for example, when the gradient of an uphill slope is constant, the load torque is constant. On the other hand, as shown in the right diagram, when the gradient of an uphill slope gradually becomes steeper, the steeper the gradient, the greater the load torque. In this embodiment, as shown in the right diagram, the virtual load VL is set so that the load torque increases as the vehicle approaches the obstacle.

[0020] Returning to the description of Fig. 1, in the vehicle control method according to the embodiment, the controller 12 controls the driving of the motor 100 with a driving torque obtained by subtracting the load torque indicated by the virtual load VL from the required torque according to the accelerator input amount (step S3).

[0021] Specifically, the controller 12 calculates the distance from the vehicle V to the obstacle based on the sensor signal from the obstacle sensor 3. The controller 12 also calculates a load torque corresponding to the calculated distance based on the virtual load VL set in step S2. The controller 12 then controls the driving of the motor 100 with a driving torque that is a torque value obtained by subtracting the calculated load torque from the required torque.

[0022] Since the virtual load VL is set to increase as the vehicle V approaches the obstacle, the drive torque decreases as the vehicle V approaches the obstacle. This allows the output of the motor 100 to be reduced as the vehicle V approaches the obstacle, thereby decelerating the vehicle V.

[0023] Furthermore, since the drive torque is a torque value obtained by subtracting the load torque of the virtual load VL from the required torque, if the required torque is smaller than this load torque, the drive torque is calculated as a negative value. In other words, in this case, the drive torque is generated as a repulsive torque, and the controller 12 controls the motor 100 to drive the vehicle V forward using this drive torque. In other words, the controller 12 pushes the vehicle V, which was moving backward toward an obstacle, back forward, thereby avoiding a collision with the obstacle.

[0024] As a result, the vehicle control method according to the embodiment can smoothly avoid a collision with an obstacle without performing brake control. That is, the vehicle control method according to the embodiment can avoid a collision with an obstacle without causing discomfort to the occupants.

[0025] If the required torque is constant, the vehicle V moving forward due to the repulsive torque will stop at a position where the required torque and the virtual load VL match. This is because the drive torque at this time is (required torque - load torque) = 0. Therefore, according to the vehicle control method of the embodiment, it is possible to avoid a collision with an obstacle and to smoothly stop the vehicle V without performing brake control. In other words, according to the vehicle control method of the embodiment, it is possible to avoid a collision with an obstacle and to stop the vehicle V without causing discomfort to the occupants.

[0026] In addition, fluctuations in the actual load torque due to factors such as the gradient of the road surface also affect the stopping position. For example, if the required torque is constant, if there is a downward gradient backward (towards the obstacle), the load torque will decrease, so the stopping position will be a position slightly closer to the obstacle, which is the equilibrium position. On the other hand, if there is an upward gradient backward (towards the obstacle), the load torque will increase, so the stopping position will be a position slightly further away from the obstacle, which is the equilibrium position.

[0027] Specific examples of the virtual load VL in the vehicle control method according to this embodiment and the behavior of the vehicle V in accordance with each specific example will be described later with reference to FIGS. 5 to 7 and the like.

[0028] A configuration example of the vehicle control device 10 to which the vehicle control method according to the embodiment is applied will be described in more detail below. Fig. 3 is a block diagram showing a configuration example of the vehicle control device 10 according to the embodiment. Note that Fig. 3 shows only components necessary for explaining the features of this embodiment, and general components are omitted.

[0029] In other words, the components shown in Figure 3 are conceptual functional components and do not necessarily have to be physically configured as shown. For example, the specific form of distribution and integration of each block is not limited to that shown in the figure, and all or part of them can be functionally or physically distributed and integrated in any unit depending on various loads, usage conditions, etc.

[0030] In addition, in the description using FIG. 3, the description of components that have already been described may be simplified or omitted.

[0031] 3, a vehicle control device 10 according to the embodiment is mounted on a vehicle V. The vehicle control device 10 is connected to an obstacle sensor 3, a brake 5, an accelerator 7, and a motor 100 via a motor controller (such as an inverter) (not shown) via the above-mentioned in-vehicle network N or the like.

[0032] The vehicle control device 10 includes a storage unit 11 and a controller 12. The storage unit 11 is realized by a storage device such as a read-only memory (ROM), a random access memory (RAM), a flash memory, a disk device, etc. In the example of Fig. 3, the storage unit 11 stores virtual load setting information 11a and destination point information 11b.

[0033] The virtual load setting information 11a is information relating to the setting of the virtual load VL. The virtual load setting information 11a holds the relationship between the distance to an obstacle and the load torque at the virtual load VL as, for example, a map or a formula.

[0034] The virtual load setting information 11a is derived in advance based on simulation results, experimental results, and the like during the development of the vehicle control device 10, and is stored in the storage unit 11. The virtual load setting information 11a sets a torque required when climbing an uphill slope, for example, so that the vehicle V can behave as if it were on a pseudo-uphill slope even on flat ground.

[0035] The arrival point information 11b is information including a maximum arrival point indicating the position where the vehicle V is closest to the obstacle. The maximum arrival point is updated by the controller 12 as the vehicle V approaches the obstacle.

[0036] The controller 12 corresponds to a so-called processor. The controller 12 is realized by a CPU (Central Processing Unit), an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), etc. The controller 12 executes a program according to an embodiment (not shown) stored in the storage unit 11, using RAM as a work area. The controller 12 can also be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).

[0037] The controller 12 executes information processing according to the processing procedure shown in Fig. 4. Fig. 4 is a flowchart showing the processing procedure executed by the vehicle control device 10 according to the embodiment.

[0038] When a start button or the like (not shown) is turned on and the vehicle system of the vehicle V is started up, the controller 12 reads the virtual load setting information 11a from the storage unit 11 (step S101).

[0039] Then, the controller 12 determines whether the brake 5 is OFF based on the signal input from the brake 5 (step S102). If the brake 5 is OFF (step S102, Yes), the controller 12 obtains a required torque corresponding to the input amount of the accelerator 7 based on the signal input from the accelerator 7 (step S103).

[0040] Furthermore, the controller 12 determines whether or not there is an obstacle in the traveling direction of the vehicle V based on the sensor signal from the obstacle sensor 3 (step S104). If there is an obstacle (step S104, Yes), the controller 12 calculates the distance to the obstacle based on the sensor signal from the obstacle sensor 3 (step S105). Furthermore, the controller 12 updates the maximum arrival point in the arrival point information 11b based on the distance calculated in step S105 (step S106).

[0041] Furthermore, the controller 12 sets a virtual load VL based on the virtual load setting information 11a read in step S101, and calculates a load torque based on the set virtual load VL and the distance calculated in step S105 (step S107). Note that setting the virtual load VL here refers to applying the read virtual load setting information 11a to a position closer to the vehicle V than the detected obstacle, for example.

[0042] Then, the controller 12 calculates the drive torque by subtracting the load torque calculated in step S107 from the required torque acquired in step S103 (step S108).

[0043] On the other hand, if there is no obstacle in step S104 (step S104, No), the controller 12 sets the required torque acquired in step S103 as the drive torque (step S109). Also, if the brake 5 is not OFF (i.e., ON) in step S102 (step S102, No), the controller 12 sets the drive torque to 0 (step S110).

[0044] Then, the controller 12 controls the driving of the motor 100 with the driving torque calculated in step S108, step S109, or step S110 (step S111).

[0045] Next, the controller 12 determines whether the vehicle system is to be shut down (step S112). If the system is to be shut down (step S112, Yes), the controller 12 ends the process. If the system is not to be shut down (step S112, No), the controller 12 repeats the process from step S102.

[0046] Next, specific examples of the virtual load VL according to the embodiment will be described with reference to Fig. 5 to Fig. 9. Fig. 5 is an explanatory diagram of a first virtual load VL-1 according to the embodiment. Fig. 6 is an explanatory diagram of a second virtual load VL-2 according to the embodiment.

[0047] Fig. 7 is an explanatory diagram of a third virtual load VL-3 according to the embodiment, Fig. 8 is an explanatory diagram of a fourth virtual load VL-4 according to the embodiment, and Fig. 9 is an explanatory diagram of a fifth virtual load VL-5 according to the embodiment.

[0048] As shown in FIG. 5, the first virtual load VL-1 is a virtual load equivalent to an uphill slope that starts at a distance D1 toward the obstacle and gradually becomes steeper as the load approaches the obstacle.

[0049] In this embodiment, when the first virtual load VL-1 is set, if the required torque is constant, when the vehicle V approaches the obstacle (behavior B41), the output of the motor 100 due to the drive torque decreases from a position at a distance D1 from the obstacle (behavior B42). In other words, the vehicle V decelerates.

[0050] Then, when the decelerated vehicle V reaches a position at a distance D2 where the vehicle V is closer to the obstacle than the distance D1 and the required torque and the load torque are equal, the drive torque becomes negative in the direction toward the obstacle from the position at the distance D2, and a repulsive torque is generated (behavior B43). In other words, the vehicle V returns in a direction away from the obstacle.

[0051] If the required torque remains constant, the vehicle V will stop at a position at distance D2 where the required torque and the load torque are equal (behavior B44). On the other hand, as shown in Fig. 5, if the driver releases the accelerator 7 from a position at distance D2, the required torque will become 0 (behavior B45), the drive torque will become a negative value, and the vehicle V will be pushed back to a position at distance D1 (behavior B46), where it will stop. In both behaviors B44 and B46, the vehicle V stops without brake control, which can prevent discomfort to the occupants.

[0052] 5 shows an example in which the load torque gradient θ is constant, but the load torque gradient θ may be gradually increased as the vehicle approaches the obstacle. In this case, the load also gradually increases in the same way as when the load torque gradient θ is constant, so that the vehicle V can be stopped more smoothly according to the distance to the obstacle.

[0053] Furthermore, when the gradient θ of the load torque gradually increases, steps with a gradient greater than the gradient θ may be set to the load torque as the gradient θ changes. As shown in Fig. 6, the second virtual load VL-2 is a virtual load in which steps are set in the gradient of the load torque corresponding to positions at regular distances of 90 cm, 60 cm, and 30 cm from the obstacle, and the gradient θ of the load torque increases toward the obstacle each time one of these steps is crossed (i.e., gradient θ1<θ2<θ3).

[0054] When this second virtual load VL-2 is set, in this embodiment, the vehicle V will stop if the required torque does not exceed the load torque step (behavior B51). On the other hand, if the driver strongly depresses the accelerator 7, the vehicle V can overcome the step. However, because of the relationship of slopes θ1<θ2<θ3, a larger required torque is required each time a step is overcome. In other words, the rate of increase in the load torque between 60 cm and 30 cm is higher than the rate of increase between 90 cm and 60 cm. Therefore, even after the 60 cm step is overcome, the driver will not be able to approach the obstacle unless he / she depresses the accelerator 7 more strongly between 60 cm and 30 cm than between 90 cm and 60 cm. Similarly, even after the 30 cm step is overcome, the driver will not be able to approach the obstacle unless he / she depresses the accelerator 7 more strongly between 30 cm and 0 cm than between 60 cm and 30 cm.

[0055] When going over a step in the load torque, the driver feels as if the vehicle V, which was about to stop, can move forward for a moment, but the closer the vehicle gets to the obstacle, the more difficult it feels to get close to the obstacle. In other words, when the second virtual load VL-2 is set, the driver can feel the distance to the obstacle from the behavior of the vehicle V.

[0056] 6 shows an example in which the load torque gradient has a relationship of θ1<θ2<θ3, but the gradient may be a relationship of θ1=θ2=θ3. This is because the difference in the load torque allows the driver to feel the distance to the obstacle from the behavior of the vehicle V.

[0057] Next, as shown in FIG. 7, the third virtual load VL-3 is a virtual load similar to the second virtual load VL-2, but differs from the second virtual load VL-2 in that the load torque is variable depending on the position reached by the vehicle V.

[0058] 5, it has already been mentioned that when the driver releases the accelerator 7, the vehicle V is pushed back by a repulsive torque in accordance with the virtual load VL (see behavior B46), but it is also possible to prevent the vehicle V from being pushed back in this way. The third virtual load VL-3 realizes this.

[0059] That is, as shown in Fig. 7, after the vehicle V approaches an obstacle (behavior B61), if the driver stops operating the accelerator 7, the load torque of the portion of the obstacle that the vehicle V has reached may be set to zero (step S61). In other words, the controller 12 reduces the load torque of the virtual load VL by the distance that the vehicle V has reached from the obstacle. The distance that the vehicle V has reached is the range from the maximum reach of the vehicle V when the driver stops operating the accelerator 7 to a position where the load torque indicates a value of zero or more. In the example of Fig. 7, this range corresponds to a range from a position 45 cm to a position 90 cm from the obstacle.

[0060] In this way, by setting the load torque at the point where the vehicle V has reached to 0, when the driver releases the accelerator 7, the driving torque becomes a negative value, generating a repulsive torque that would otherwise push the vehicle V back.

[0061] 5 to 7, each virtual load VL is set so that the load torque is greater than the current required torque at a position where the vehicle V does not come into contact with an obstacle. This generates a repulsive torque in front of the obstacle, allowing the vehicle V to stop reliably.

[0062] Next, as shown in Fig. 8, a fourth virtual load VL-4 is a virtual load equivalent to a car stop. When this fourth virtual load VL-4 is set, in this embodiment, if the required torque Tr1 is constant and equal to or less than the load torque, when the vehicle V approaches an obstacle (behavior B71), the output of the motor 100 due to the drive torque decreases from a position at a distance D3 from the obstacle.

[0063] Then, when the vehicle V reaches a position at a distance D4 where it is closer to the obstacle than the distance D3 and the required torque Tr1 and the load torque are equal, the drive torque becomes negative in the direction approaching the obstacle from the position at the distance D4, and a repulsive torque is generated.

[0064] If the required torque Tr1 continues to be constant, the vehicle V will stop at a position at a distance D4 (see behavior B72). Therefore, even if there is a virtual load equivalent to a curbside stop, if the required torque Tr1 is constant and equal to or less than the load torque, the vehicle V can be stopped smoothly while avoiding a collision with an obstacle without performing brake control.

[0065] However, as shown in Fig. 8, in the case of a fourth virtual load VL-4 equivalent to a car stop, if a required torque Tr2 exceeding the load torque is input, the vehicle V will go over the car stop. Also, if the required torque Tr2 is slightly lower than the load torque, the vehicle V may go over the car stop due to the required torque Tr2, inertia, the actual gradient, etc.

[0066] In order to reliably prevent the vehicle V from going over the bollard, a fifth virtual load VL-5 may be set, which corresponds to a virtual load in which bollards are stacked so that the height increases as the bollards get closer to the obstacle, as shown in Figure 9.

[0067] In the example of FIG. 9, even if the required torque Tr2 shown in FIG. 8 is input as the current required torque, the vehicle V can be stopped at a position at a distance D5.

[0068] As described above, the vehicle control device 10 (corresponding to an example of a "control device") according to the embodiment includes the controller 12 that controls the drive of the motor 100 for driving the vehicle based on the required torque corresponding to the input amount of the accelerator operated by the driver. When the controller 12 detects an obstacle present in the traveling direction of the vehicle V based on a sensor signal input from the obstacle sensor 3 (corresponding to an example of a "sensor"), the controller 12 controls the drive with a drive torque obtained by subtracting from the required torque a load torque that increases as the vehicle V approaches the obstacle.

[0069] Therefore, according to the vehicle control device 10 of the embodiment, the load torque increases as the vehicle approaches the obstacle, and the motor 100 is controlled to reduce the drive torque. Furthermore, since the drive torque is a value obtained by subtracting the load torque from the required torque, when the required torque is smaller than the load torque, the drive torque is generated as a repulsive torque, which moves the vehicle V away from the obstacle. This makes it possible to smoothly avoid a collision with an obstacle without performing brake control. In other words, according to the vehicle control device 10 of the embodiment, it is possible to avoid a collision with an obstacle without causing discomfort to the occupants.

[0070] In the above-described embodiment, the obstacle sensor 3 is a clearance sonar, but as described above, it may be a sensor other than the clearance sonar, such as a LIDAR or a camera. Also, the controller 12 may detect an obstacle by combining these various sensors.

[0071] In addition, in the above-described embodiment, an example has been given in which the obstacle is a stationary object such as a wall W, but the obstacle may be a moving object. When the obstacle is a moving object approaching the vehicle V, braking control such as emergency automatic braking may be performed in combination.

[0072] Further advantages and modifications will readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents. [Explanation of symbols]

[0073] 3 Obstacle Sensor 5. Brakes 7. Axel 10 Vehicle control device 11 Storage section 11a Virtual Load Setting Information 11b Achievement point information 12 Controllers 100 motor V vehicle VL Virtual load

Claims

1. a controller that controls the drive of a motor for driving the vehicle based on a required torque corresponding to an input amount of an accelerator operated by a driver; The controller When an obstacle present in the traveling direction of the vehicle is detected based on a sensor signal input from a sensor, the vehicle is driven and controlled with a drive torque obtained by subtracting a load torque, which increases as the vehicle approaches the obstacle, from the required torque. Control device.

2. The controller a virtual load is provided at a position closer to the vehicle than the obstacle; The load torque is Set according to the virtual load. The control device according to claim 1 .

3. The controller Detecting a distance from the obstacle to the vehicle based on the sensor signal; subtracting the load torque of the virtual load corresponding to the distance to the vehicle from the required torque; The control device according to claim 2 .

4. The controller setting the virtual load so that the load torque is greater than the current required torque at a position where the vehicle does not come into contact with the obstacle; The control device according to claim 3 .

5. The controller a load torque generated according to a distance to a virtual obstacle assumed to be present closer to the vehicle than the obstacle is set as the virtual load; The control device according to claim 4.

6. The virtual obstacle is an uphill slope whose gradient becomes steeper as the obstacle approaches the uphill slope. The control device according to claim 5 .

7. The controller The load torque is set so that the gradient of the load torque gradually increases in the virtual load corresponding to the uphill slope. The control device according to claim 6.

8. The controller a step having a gradient greater than a gradient of the load torque of the virtual load corresponding to the uphill slope is set in accordance with a distance to the obstacle; The control device according to claim 6.

9. The controller When the vehicle moves away from the obstacle due to the drive control, the load torque of the virtual load is reduced by an amount corresponding to a distance that the vehicle has traveled from the obstacle. The control device according to claim 3 .

10. A control method executed by a control device that controls the drive of a motor for driving a vehicle based on a required torque corresponding to an input amount of an accelerator operated by a driver, comprising: When an obstacle present in the traveling direction of the vehicle is detected based on a sensor signal input from a sensor, the vehicle is driven and controlled with a drive torque obtained by subtracting a load torque, which increases as the vehicle approaches the obstacle, from the required torque. Control method.

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