Vehicle control devices

Abstract

To provide a vehicle control device that allows for easy control of vehicle speed. [Solution] In a deceleration state where the accelerator pedal A is returned from the reference operating position to its original position by a release operation, causing the front motor 11 and rear motor 12 to generate regenerative braking force, when the brake pedal B is pressed and the friction braking force generating mechanism 40 generates friction braking force, thereby causing deceleration of the vehicle 1, the controller 20 controls the operation of the front motor 11 and rear motor 12 to generate a regenerative braking force that is adjusted based on the magnitude of the friction braking force that changes in response to the pressing or releasing operation of the brake pedal B. After the brake pedal B is returned to its original position by the release operation, the controller 20 controls the operation of the front motor 11 and rear motor 12 so that the magnitude of the regenerative braking force changes according to the basic accelerator characteristics.

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] Conventionally, for example, a travel control device for an electric vehicle disclosed in Patent Document 1 (hereinafter simply referred to as "conventional device") is known. When the accelerator is turned off during travel, the conventional device performs regenerative braking at a predetermined level corresponding to the selected travel range. That is, when the D range is selected, the conventional device does not perform regenerative braking or performs weak regenerative braking, and when the 2 range, 1 range, or R range is selected, it performs regenerative braking greater than that in the D range so that a deceleration greater than that in the D range occurs sequentially. Further, when the brake pedal is depressed, the conventional device performs additional regenerative braking.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the conventional device, when controlling the vehicle speed in a state where the brake pedal is depressed for deceleration, the driver needs to depress the brake pedal again to reduce the additional regenerative braking and depress the accelerator pedal to reduce the regenerative braking. That is, in the conventional device, when controlling the vehicle speed in a decelerated state, it may require the driver to perform both operations of the brake pedal and the accelerator pedal, so-called composite operation. As a result, it may be difficult for the driver to control the vehicle speed.

[0005] The objective of the present invention is to provide a vehicle control device that can easily control vehicle speed. [Means for solving the problem]

[0006] The vehicle control device of the present invention includes a brake pedal that requests vehicle deceleration by pressing down from the original position according to a basic braking characteristic in which the relationship between the amount of brake operation from the original position and the deceleration due to the friction braking force generated by the friction braking force generation mechanism is predetermined as a deceleration gradient, and an accelerator pedal that requests vehicle acceleration by pressing down from the operating reference position and vehicle deceleration by pressing back from the operating reference position according to a basic accelerator characteristic in which the relationship between the amount of accelerator operation from a predetermined reference operating position separated from the original position and the vehicle acceleration due to the driving force generated by the electric motor is predetermined as an acceleration gradient, and the relationship between the amount of accelerator operation to the reference operating position and the deceleration due to the regenerative braking force generated by the electric motor is predetermined as a deceleration gradient, and a brake pedal and an accelerator pedal Applicable to a vehicle having a controller that controls the operation of a friction brake force generating mechanism and an electric motor based on the brake operation amount and accelerator operation amount to achieve the deceleration and acceleration of the vehicle requested by the operation, in a deceleration state in which the electric motor generates regenerative braking force as the accelerator pedal is released and returned from the reference operation position to the original position, the controller controls the operation of the friction brake force generating mechanism to generate friction brake force corresponding to the brake pedal depression operation, controls the operation of the electric motor to generate regenerative braking force adjusted according to the brake pedal release operation, and controls the operation of the electric motor so that the regenerative braking force changes according to the basic accelerator characteristics after the brake pedal is returned to the original position by the release operation. [Effects of the Invention]

[0007] According to the present invention, the controller can operate the electric motor to generate a regenerative braking force adjusted in response to the release operation of the brake pedal. As a result, the driver can control the regenerative braking force in response to the release operation of the brake pedal, and consequently, can easily control the vehicle speed by operating only the brake pedal. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram of the vehicle and vehicle control device according to this embodiment. [Figure 2] (A) and (B) are diagrams used to illustrate and compare the driver's operation of the brake pedal and accelerator pedal. [Figure 3] This is a flowchart of the control program. [Figure 4] Figures (A) to (C) relate to an embodiment and illustrate the basic braking characteristics and braking characteristics corresponding to the operation of the brake pedal. [Figure 5] Figures (A) to (C) relate to an embodiment and are diagrams illustrating the basic accelerator characteristics and accelerator characteristics corresponding to the operation of the accelerator pedal. [Figure 6] (A) and (B) are diagrams illustrating a modified example in which the amount of operation of the brake pedal and the amount of operation of the accelerator pedal are linked to each other. [Modes for carrying out the invention]

[0009] Hereinafter, a vehicle control device, which is one embodiment of the present invention, will be described in detail with reference to the drawings. In addition to the embodiments described below, the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[0010] Vehicle 1 to which the vehicle control device of this embodiment is applied includes, as shown in Figure 1, a front motor 11 that drives the left front wheel 50FL and the right front wheel 50FR, and a rear motor 12 that drives the left rear wheel 50RL and the right rear wheel 50RR. Hereinafter, the left front wheel 50FL and the right front wheel 50FR may be collectively referred to as "front wheel 50F," and the left rear wheel 50RL and the right rear wheel 50RR may be collectively referred to as "rear wheel 50R." Furthermore, when there is no need to distinguish between the front wheel 50F and the rear wheel 50R, they may simply be referred to as "wheel 50." Although vehicle 1 is a general front-wheel steering vehicle with the front wheel 50F as the steering wheel, the steering mechanism is not shown or explained.

[0011] In vehicle 1, the rotation of the output shaft of the front motor 11 is transmitted to the left and right front axles 14L and 14R via the differential gear 13 (including a reduction gear). As a result, the left front wheel 50FL and the right front wheel 50FR are rotationally driven in vehicle 1. Also in vehicle 1, the rotation of the output shaft of the rear motor 12 is transmitted to the left and right rear axles 16L and 16R via the differential gear 15 (including a reduction gear). As a result, the left rear wheel 50RL and the right rear wheel 50RR are rotationally driven in vehicle 1. In other words, vehicle 1 in this embodiment is a four-wheel drive electric vehicle.

[0012] The front motor 11 and the rear motor 12 are configured to be independently driven in the forward rotation direction and the reverse rotation direction of the vehicle 1 by the power supply control of the inverter 17. Furthermore, in the vehicle 1 of this embodiment, the inverter 17 also has the function of storing regenerative energy by converting the alternating current generated by the front motor 11 and the rear motor 12 into direct current and charging the battery 19 via the DC / DC converter 18.

[0013] As a result, in the vehicle 1 of this embodiment, the front motor 11 and the rear motor 12 generate braking torque and apply regenerative braking force Bk to the front wheels 50F and the rear wheels 50R. In other words, in this embodiment, the front motor 11 and the rear motor 12 function as motor-generators.

[0014] The front motor 11 and rear motor 12 are controlled by a drive ECU 21 that constitutes the controller 20. The drive ECU 21 is an electronic control unit (ECU) that primarily consists of a microcomputer. The microcomputer includes a CPU and memory devices such as ROM and RAM, and the CPU implements various functions by executing programs (instructions) stored in the ROM.

[0015] The drive ECU 21 receives a detection signal from the accelerator sensor 31, which is one of the sensor group 30 that detects the amount of accelerator operation Oa by the driver on the accelerator pedal A, i.e., the amount of depression, the accelerator opening, or the accelerator pedal position, and inputs a request for acceleration (driving force) or deceleration (regenerative braking force Bk) corresponding to the amount of accelerator operation Oa. Here, the accelerator pedal A mounted on the vehicle 1 is a well-known acceleration / deceleration pedal (a so-called one-pedal system). For this reason, as will be described in detail later, the accelerator sensor 31 detects the amount of accelerator operation Oa by the driver in the direction of depression (acceleration request direction) of the accelerator pedal A from a predetermined reference operating position Pas, and the amount of accelerator operation Oa by the driver in the direction of release (deceleration request direction) of the accelerator pedal A from the reference operating position Pas.

[0016] The drive ECU 21 controls the front motor 11 and rear motor 12 to transmit the driving force calculated to correspond to the requested acceleration to the front wheel 50F and rear wheel 50R. The drive ECU 21 also controls the rear motor 12 to transmit the regenerative braking force Bk calculated to correspond to the requested deceleration to the front wheel 50F and rear wheel 50R. For example, the drive ECU 21 receives a detection signal output from the control sensor 32 for the front motor 11 and controls the operation of the inverter 17 to control the power supply to the front motor 11. Similarly, the drive ECU 21 receives a detection signal output from the control sensor 33 for the rear motor 12 and controls the operation of the inverter 17 to control the power supply to the rear motor 12. The drive ECU 21 is also connected to an acceleration sensor 36 that detects the acceleration of the vehicle 1 and deceleration, which is negative acceleration (acceleration when decelerating).

[0017] Vehicle 1 is equipped with a brake ECU 22 which constitutes the controller 20. Vehicle 1 is also equipped with friction brake force generating mechanisms 40FL, 40FR, 40RL, and 40RR (hereinafter sometimes simply referred to as "friction brake force generating mechanism 40") provided on the left front wheel 50FL, the right front wheel 50FR, the left rear wheel 50RL, and the right rear wheel 50RR, and a brake actuator 41 which is electrically connected to the brake ECU 22. The drive ECU 21 and brake ECU 22 which form the controller 20, the front motor 11 and rear motor 12 which are electric motors, and the friction brake force generating mechanism 40 (including the brake actuator 41) constitute a vehicle control device.

[0018] The frictional braking force generation mechanism 40 includes brake disks 40dFL, 40dFR, 40dRL, 40dRR (hereinafter sometimes simply referred to as "brake disk 40d") fixed to the wheels 50, and brake calipers 40cFL, 40cFR, 40cRL, 40cRR (hereinafter sometimes simply referred to as "brake caliper 40c") fixed to the vehicle body (not shown). And the frictional braking force generation mechanism 40 operates a wheel cylinder (not shown) built in the brake caliper 40c by the hydraulic pressure of the hydraulic oil supplied from the brake actuator 41. Thereby, the frictional braking force generation mechanism 40 presses brake pads 40pFL, 40pFR, 40pRL, 40pRR as friction materials against the brake disk 40d to apply a frictional braking force Bf.

[0019] The brake actuator 41 is provided between a master cylinder (not shown) that pressurizes hydraulic oil according to the brake operation amount Ob (treading force) on the brake pedal B by the driver and the frictional braking force generation mechanism 40, and is an actuator that controls the hydraulic pressure of the hydraulic oil supplied to the wheel cylinders built in the respective brake calipers 40c. Here, the brake actuator 41 can apply a frictional braking force Bf to the wheels 50 by independently controlling the hydraulic pressure of the wheel cylinders for the front wheel 50F side and the rear wheel 50R side, for example. Incidentally, the brake actuator 41 can also apply a frictional braking force Bf to the wheels 50 by independently controlling the hydraulic pressure of the wheel cylinders for each of the four wheels.

[0020] The operation of the brake actuator 41 is controlled by a brake ECU 22 connected electrically. The brake ECU 22 is an electronic control unit having a microcomputer as a main part. The brake ECU 22 is connected to be able to communicate with the drive ECU 21 mutually via a CAN (Controller Area Network) not shown.

[0021] The brake ECU 22 is connected to a hydraulic sensor (not shown), various control valves, and a pump provided in the brake actuator 41. Further, the brake ECU 22 is connected to a brake sensor 34 that detects the brake operation amount, i.e., the stroke amount, angle, pressure, etc. of the brake pedal B by the driver among the sensor group 30, four wheel speed sensors 35 that respectively detect the wheel speeds of the four wheels, and an acceleration sensor 36.

[0022] The brake ECU 22 calculates the frictional braking force Bf generated by the frictional braking force generation mechanism 40 so as to achieve the deceleration of the vehicle 1 required by the brake operation amount Ob of the brake pedal B by the driver. Then, the brake ECU 22 controls the operation of the brake actuator 41 based on the calculated frictional braking force Bf. As a result, the hydraulic pressure controlled by the brake actuator 41 is supplied to the frictional braking force generation mechanism 40, and the frictional braking force Bf is generated on the wheel 50. Further, the brake ECU 22 calculates the vehicle speed based on the wheel speeds of the four wheels detected by the wheel speed sensors 35, and transmits the vehicle speed information representing the calculated vehicle speed to a plurality of in-vehicle ECUs including the drive ECU 21 via the CAN.

[0023] Here, in driving situations involving acceleration and deceleration of vehicle 1, such as city driving, as shown in Figure 2(A), the driver may want to decelerate from a constant speed state, adjust the speed, and then return to a constant speed state. In this case, when the vehicle speed is constant, as shown by the thick short dashed line in Figure 2(A), the driver maintains a constant accelerator operation amount Oa by pressing the accelerator pedal A from the reference operating position Pas. In the deceleration state, in "Section A", the driver depresses the accelerator pedal A from the reference operating position Pas and returns the accelerator operation amount Oa to "0", that is, returns the accelerator pedal A to its original position Poa. As a result, in vehicle 1, the drive ECU 21 generates the maximum regenerative braking force Bks (hereinafter also referred to as "strong regenerative Bks when the accelerator is off") from the front motor 11 and rear motor 12, increasing the absolute value of the deceleration as shown by the thick solid line in Figure 2(A), and consequently decelerating vehicle 1.

[0024] Then, if the absolute value of the deceleration due to the strong regenerative braking (Bks) when the accelerator is released is insufficient, the driver will press down on the brake pedal B from its original position (Pob), as shown by the thick dashed line in Figure 2(A). As a result, in vehicle 1, the brake ECU 22 generates a friction brake force Bf from the friction brake force generation mechanism 40 according to the brake operation amount Ob, thereby decelerating vehicle 1 to the absolute value of the deceleration required by the driver, as shown by the thick solid line in Figure 2(A).

[0025] Furthermore, after deceleration is complete, the driver reduces the brake application amount Ob by releasing the brake pedal B in order to adjust the speed, that is, to adjust the absolute value of the deceleration, and consequently reduces the absolute value of the deceleration. In this case, since "strong regenerative braking Bks when the accelerator is released" is occurring, the driver needs to release the brake pedal B and simultaneously depress the accelerator pedal A from its original position Poa, as shown by the dashed-dotted circle in Figure 2(A), that is, perform a combined operation to reduce "strong regenerative braking Bks when the accelerator is released," i.e., the regenerative braking force Bk.

[0026] Incidentally, when the driver performs a combination of operations, as shown by the dashed-dot circle in Figure 2(A), a non-linear deceleration response inevitably occurs in the change of deceleration when switching between brake pedal B and accelerator pedal A. This can result in a loss of smoothness in the behavior of vehicle 1, making it difficult to control the vehicle speed and potentially worsening the ride comfort. Furthermore, if steering operations are added when switching from brake pedal B to accelerator pedal A, it may become more difficult to drive vehicle 1.

[0027] To improve these points, in this embodiment, the controller 20 executes the control program shown in Figure 3. The control program can be executed primarily by one of the drive ECU 21 and brake ECU 22 constituting the controller 20, in cooperation with the other. In this embodiment, the case where the brake ECU 22 is the primary operator and works in cooperation with the drive ECU 21 is illustrated.

[0028] The brake ECU 22, which constitutes the controller 20, starts executing the control program shown in Figure 3 in step S10 when speed adjustment is performed in a deceleration state, for example, and in the following step S11, it determines whether the driver has pressed down or released the brake pedal B (hereinafter, if not distinguished, it will simply be referred to as "operation"). That is, if the brake pedal B is operated, the brake ECU 22 determines "Yes" and executes the step processing from step S12 onwards. On the other hand, if the brake pedal B is not operated, that is, if the brake pedal B has returned to its original position Pob, the brake ECU 22 determines "No" and executes the step processing from step S15 onwards.

[0029] In step S12, the brake ECU 22 determines whether there is a discrepancy between the required deceleration Rd, which is determined by the brake operation amount Ob applied to the brake pedal B, and the target deceleration Td, which is determined according to the brake operation amount Ob based on the basic brake characteristics Cb (see, for example, each figure in Figure 4). That is, the brake ECU 22 determines, for example, the deceleration, which is the negative acceleration currently detected by the acceleration sensor 36, as the required deceleration Rd corresponding to the current brake operation amount Ob. Furthermore, the brake ECU 22 determines the target deceleration Td, which should ideally be generated for the current brake operation amount Ob, based on the basic brake characteristics Cb, which is predetermined as a deceleration gradient, relating the deceleration due to the friction brake force Bf to the brake operation amount Ob from the original position Pob.

[0030] The brake ECU 22 then compares the magnitude of the requested deceleration Rd with the magnitude of the target deceleration Td. If the difference is greater than or equal to a predetermined value, it determines that the requested deceleration Rd and the target deceleration Td are in a discrepancy (out of the basic brake characteristic Cb), and therefore determines "Yes," and executes the step process in step S13. On the other hand, if the difference is less than a predetermined value, the brake ECU 22 determines that the requested deceleration Rd and the target deceleration Td are not in a discrepancy (not out of the basic brake characteristic Cb), and therefore determines "No," and executes the step process in step S14.

[0031] In step S13, the brake ECU 22 controls the deceleration of vehicle 1 according to a predetermined deceleration gradient, corresponding to the determination result of the determination process in step S12 in which the requested deceleration Rd deviates from the target deceleration Td. The predetermined deceleration gradient will be explained in detail below using the figures in Figure 4.

[0032] First, the brake ECU 22, acting as the controller 20, works in cooperation with the drive ECU 21 to control the operation of the friction brake force generating mechanism 40 (including the brake actuator 41) so as to generate a friction brake force Bf corresponding to the pressing operation of the brake pedal B in a deceleration state where the front motor 11 and rear motor 12 are generating a regenerative brake force Bk as the accelerator pedal A is released and returned from the reference operating position Pas to the original position Poa. Then, the drive ECU 21, acting as the controller 20, works in cooperation with the brake ECU 22 to control the operation of the front motor 11 and rear motor 12 so as to generate a regenerative brake force Bk adjusted according to the pressing operation of the brake pedal B. Here, the drive ECU 21 controls the operation of the front motor 11 and rear motor 12 so that the regenerative brake force Bk changes according to the basic accelerator characteristic Ca after the brake pedal B is returned to the original position Pob by the release operation.

[0033] Based on the above, when the brake operation amount Ob1, shown by the black circle in Figure 4(A), is operated from the original position Pob to an arbitrary first brake operation amount ObA, the brake ECU 22, if it deviates from the basic brake characteristics Cb shown by the thick dashed line, increases or decreases the absolute value of the deceleration due to the friction brake force Bf according to the deceleration gradient Gd1 in the basic brake characteristics Cb, specifically set to be smaller than the deceleration gradient Gds. In other words, the brake ECU 22 controls the operation of the friction brake force generation mechanism 40 according to the friction brake characteristics set so that the change in the absolute value of the deceleration is gradual with respect to the brake operation amount Ob by the driver. Here, in this embodiment, the first brake operation amount ObA is set corresponding to the intersection of the first deceleration gradient Gd1 and the deceleration gradient Gds.

[0034] As a result, in the speed adjustment described above, when a strong regenerative braking force Bks is generated as the regenerative braking force Bk, the driver can control the deceleration of vehicle 1 by friction brake characteristics that change the deceleration gradually. In this case, when the brake operation amount Ob2 is operated beyond the first brake operation amount ObA to the second brake operation amount ObB, the brake ECU 22 increases or decreases the absolute value of the deceleration due to the friction brake force Bf according to the second deceleration gradient Gd2, which is set to be greater than the first deceleration gradient Gd1. Here, in this embodiment, an example is given where the second deceleration gradient Gd2 is set to be the same as the deceleration gradient Gds of the basic brake characteristic Cb. In this case, the brake ECU 22 can also work in cooperation with the drive ECU 21 to reduce the magnitude of the strong regenerative braking force Bks when the accelerator is released by adjusting based on the magnitude of the friction brake force Bf.

[0035] Then, when the brake pedal B is released, returning from the second brake operation amount ObB to the original position Pob, the absolute value of the deceleration is reduced according to the second deceleration gradient Gd2, that is, the deceleration gradient Gds of the basic brake characteristic Cb. In other words, in this case, the brake ECU 22 works in cooperation with the drive ECU 21 to adjust the "strong regenerative braking when the accelerator is released" to decrease according to the release operation of the brake pedal B (brake operation amount Ob2). In other words, the drive ECU 21 works in cooperation with the brake ECU 22 to adjust (change) the magnitude of the "strong regenerative braking when the accelerator is released" according to the brake operation amount Ob, according to the basic brake characteristic Cb. As a result, as shown in Figure 2(B), particularly enclosed by the dashed-dotted circle, the driver can adjust the speed using only the brake pedal B, eliminating the need to switch pedals and achieving a linear deceleration response. Therefore, the driver can easily and smoothly control the vehicle speed by operating only the brake pedal B.

[0036] Furthermore, when the brake pedal B is pressed during deceleration, the brake ECU 22 sets a dead zone from the original position Pob to an arbitrary third brake operation amount ObC, where the brake operation amount Ob3 (shown by the black circle in Figure 4(B)) does not increase or decrease the absolute value of the deceleration due to the friction brake force Bf in response to the pressing of the brake pedal B. By setting a dead zone in this way, it is possible to suppress the occurrence of an inflection point (break point) in the deceleration response when the brake pedal B is operated on in a vehicle 1 that is being decelerated by the regenerative brake force Bk, and as a result, it is possible to suppress the loss of smoothness in the deceleration state.

[0037] In this case, the brake ECU 22 increases the absolute value of the deceleration degree according to the third deceleration gradient Gd3, which is set in accordance with the deceleration gradient Gds of the basic brake characteristic Cb, when the brake operation amount Ob4 is operated from the third brake operation amount ObC to the fourth brake operation amount ObD. In this embodiment, the case in which the third deceleration gradient Gd3 is equal to the deceleration gradient Gds is illustrated.

[0038] In this case, the brake ECU 22 reduces the absolute value of the deceleration due to the friction brake force Bf according to the fourth deceleration gradient Gd4, which is set so that when the brake pedal B is operated from the fourth brake operation amount ObD to the fifth brake operation amount ObE by the release operation, the deceleration gradient becomes greater than the third deceleration gradient Gd3. Here, in this embodiment, the fifth brake operation amount ObE is set corresponding to the intersection of the fourth deceleration gradient Gd4 and the deceleration gradient Gds. Furthermore, the brake ECU 22 controls the operation of the friction brake force generating mechanism 40 and the front motor 11 and rear motor 12 according to the brake characteristics, which is set so that when the brake pedal B is returned to its original position Pob by the release operation from the fifth brake operation amount ObE, the absolute value of the deceleration due to the friction brake force Bf and the absolute value of the deceleration due to the regenerative brake force Bk are reduced according to the third deceleration gradient Gd3.

[0039] Furthermore, when the brake pedal B is pressed during deceleration, the brake ECU 22 controls the operation of the friction brake force generating mechanism 40 according to brake characteristics set to increase the absolute value of the deceleration due to the friction brake force Bf according to the fifth deceleration gradient Gd5, which is set along the deceleration gradient Gds, from the original position Pob to an arbitrary sixth brake operation amount ObF, as the brake operation amount Ob6 shown by the black circle in Figure 4(C). In this embodiment, the case where the fifth deceleration gradient Gd5 is equal to the deceleration gradient Gds is illustrated as an example.

[0040] In this case, the brake ECU 22 controls the operation of the friction brake force generating mechanism 40 and the front motor 11 and rear motor 12 according to brake characteristics set such that when the brake pedal B is operated from the sixth brake operation amount ObF to the seventh brake operation amount ObG by a release operation of the brake pedal B, the deceleration gradient becomes greater than the fifth deceleration gradient Gd5, according to the sixth deceleration gradient Gd6, which can be changed according to the release operation speed Ovb, which represents the amount of brake operation per unit time of the release operation of the brake pedal B, and the absolute value of the deceleration degree due to the friction brake force Bf and the absolute value of the deceleration degree due to the regenerative brake force Bk.

[0041] Specifically, as shown in Figure 4(C), when the pedal release speed Ovb is greater than or equal to a predetermined reference speed Ovs, for example, when the foot is released from the brake pedal B at the sixth brake operation amount ObF and the brake pedal B automatically returns quickly to its original position Pob, the brake ECU 22 reduces the absolute value of the deceleration due to the friction brake force Bf and the absolute value of the deceleration due to the regenerative brake force Bk according to the sixth deceleration gradient Gd6, which is set to be a large deceleration gradient. In this case, when the sixth deceleration gradient Gd6 and the deceleration gradient Gds of the basic brake characteristic Cb intersect at the seventh brake operation amount ObG, the brake ECU 22 reduces the magnitude of the regenerative brake force Bk ("strong regenerative Bks when the accelerator is released") in particular, according to the deceleration gradient Gds from the seventh brake operation amount ObG to the original position Pob, thereby reducing the absolute value of the deceleration due to the regenerative brake force Bk.

[0042] On the other hand, when the pedal release speed Ovb is less than the reference operating speed Ovs, for example, when the foot is placed on the brake pedal B from the sixth brake operation amount ObF and the brake pedal B slowly returns towards the original position Pob, the brake ECU 22 reduces the absolute value of the deceleration due to friction brake force Bf and the absolute value of the deceleration due to regenerative brake force Bk according to the sixth deceleration gradient Gd6, which is set so that the deceleration gradient is smaller compared to when the pedal release speed Ovb is equal to or greater than the reference operating speed Ovs. In this case, if the sixth deceleration gradient Gd6 and the deceleration gradient Gds of the basic brake characteristic Cb do not intersect, the operating position corresponding to the seventh brake operation amount ObG becomes the original position Pob, and the magnitude of the regenerative brake force Bk ("strong regeneration Bks when the accelerator is released") is reduced according to the sixth deceleration gradient Gd6 to reduce the absolute value of the deceleration due to regenerative brake force.

[0043] Returning to the flowchart in Figure 3, if the brake ECU 22 determines "No" in step S12, it executes the step process in step S14. That is, in accordance with the determination in step S12 that the requested deceleration Rd and the target deceleration Td are not far apart, in step S14 the brake ECU 22 controls the increase or decrease of the absolute value of the deceleration due to the friction braking force Bf according to the deceleration gradient Gds of the basic brake characteristic Cb (see each figure in Figure 4). After executing the respective step processes in step S13 or step S14, the brake ECU 22 terminates the execution of the control program in step S19.

[0044] Furthermore, if the brake pedal B is not operated in step S11, the brake ECU 22 determines "No" and works in cooperation with the drive ECU 21 to execute each step from step S15 onward. For the purposes of the following explanation, in order to facilitate understanding, the case in which the drive ECU 21 executes each step from step S15 onward in response to a request from the brake ECU 22 will be used as an example.

[0045] Based on a request from the brake ECU 22, the drive ECU 21 determines in step S15 whether the driver has pressed down or released the accelerator pedal A (hereinafter, if not distinguished, simply referred to as "operation"). That is, if the accelerator pedal A is operated, the drive ECU 21 determines "Yes" and executes the step processing in step S16. On the other hand, if the accelerator pedal A is not operated, that is, if the brake pedal B has returned to its original position Pob and the accelerator pedal A has returned to its original position Poa, the drive ECU 21 determines "No" and terminates the execution of the control program in step S19. Here, if the brake pedal B has returned to its original position Pob and the accelerator pedal A has returned to its original position Poa, the drive ECU 21 returns the "strong regenerative braking Bks when the accelerator is released," which has been reduced as described above, to the magnitude determined by the basic accelerator characteristic Ca as time progresses.

[0046] In step S16, the drive ECU 21 determines whether there is a discrepancy between the required acceleration Ra, which is determined by the accelerator operation amount Oa applied to the accelerator pedal A, and the target acceleration Ta, which is determined according to the accelerator operation amount Oa based on the basic accelerator characteristics Ca (see, for example, each figure in Figure 5). That is, the drive ECU 21 determines, for example, the positive acceleration currently detected by the acceleration sensor 36 as the required acceleration Ra corresponding to the current accelerator operation amount Oa. Furthermore, the drive ECU 21 determines the target acceleration Ta, which should be generated for the current accelerator operation amount Oa, based on the basic accelerator characteristics Ca, which is predetermined as an acceleration gradient between the accelerator operation amount Oa from a predetermined reference operating position Pas separated from the original position Poa and the acceleration of the vehicle 1 due to the driving force generated by the front motor 11 and the rear motor 12, and as a deceleration gradient between the accelerator operation amount Oa from the reference operating position Pas and the deceleration due to the regenerative braking force Bk generated by the front motor 11 and the rear motor 12.

[0047] The drive ECU 21 then compares the magnitude of the required acceleration Ra with the magnitude of the target acceleration Ta. If the difference value is greater than or equal to a predetermined value, it determines that the required acceleration Ra and the target acceleration Ta are in a discrepancy (out of the basic accelerator characteristic Ca) and executes the step process in step S17. On the other hand, if the difference value is less than a predetermined value, the drive ECU 21 determines that the required acceleration Ra and the target acceleration Ta are not in a discrepancy (not out of the basic accelerator characteristic Ca) and executes the step process in step S18.

[0048] In step S17, the drive ECU 21 controls the acceleration of the vehicle 1 according to a predetermined acceleration gradient, corresponding to the determination result of the determination process in step S16 in which the requested acceleration Ra deviates from the target acceleration Ta. The following will be explained in detail, including the predetermined acceleration gradient, using the figures in Figure 5.

[0049] When the accelerator pedal is operated from the original position Poa to an arbitrary first accelerator pedal operation amount OaA, as shown by the black circle in Figure 5(A), the drive ECU 21 increases or decreases the absolute value of acceleration by the front motor 11 and the rear motor 12 according to the acceleration gradient Ga1 in the basic accelerator characteristic Ca that generates the regenerative braking force Bk, as shown by the thick dashed line in Figure 5(A). Specifically, the drive ECU 21 increases or decreases the absolute value of acceleration by the front motor 11 and the rear motor 12 according to the acceleration gradient Ga1, which is set to be smaller than the acceleration gradient Gas in the basic accelerator characteristic Ca. In other words, the drive ECU 21 controls the operation of the front motor 11 and the rear motor 12 according to the accelerator characteristic set so that the change in the absolute value of acceleration is gradual with respect to the accelerator pedal operation amount Oa by the driver. Here, in this embodiment, the first accelerator pedal operation amount OaA is set corresponding to the intersection of the first acceleration gradient Ga1 and the acceleration gradient Gas.

[0050] As a result, when maintaining a constant vehicle speed from the speed adjustment (section C) shown in Figure 2(B), that is, when transitioning from a deceleration state to an acceleration state, the drive ECU 21 works in cooperation with the brake ECU 22 to reduce (set to zero) the magnitude of the "strong regenerative braking Bks when the accelerator is released," i.e., the regenerative braking force Bk, as shown in Figure 5(A), in accordance with the return of the brake pedal B to its original position Pob. This allows the acceleration of vehicle 1 to be controlled by an accelerator characteristic that gradually changes the absolute value of the acceleration in accordance with the accelerator operation amount Oa1 from the original position Poa. In other words, when the driver accelerates vehicle 1 again after adjusting the speed using only the brake pedal B, the vehicle 1 can be accelerated smoothly without being affected by the regenerative braking force Bk.

[0051] In this case, the drive ECU 21 increases or decreases the absolute value of acceleration by the front motor 11 and rear motor 12 according to a second acceleration gradient Ga2, which is set to be greater than the first acceleration gradient Ga1, when the accelerator pedal operation amount Oa2, shown by the black circle in Figure 5(A), is operated beyond the first accelerator operation amount OaA to the second accelerator operation amount OaB. Here, in this embodiment, we illustrate the case where the second acceleration gradient Ga2 is set to be the same as the acceleration gradient Gas of the basic accelerator characteristic Ca. In this case, when the accelerator pedal A is returned from the second accelerator operation amount OaB to the reference operation position Pas, the absolute value of acceleration is decreased according to the second acceleration gradient Ga2, i.e., the acceleration gradient Gas of the basic accelerator characteristic Ca. In the following explanation, when the accelerator pedal A is returned from the reference operation position Pas to the original position Poa, a regenerative braking force Bk is generated according to the basic accelerator characteristic Ca, and a "strong regenerative braking Bks when the accelerator is off" is generated at the original position Poa.

[0052] Furthermore, when the brake pedal B is not pressed and the accelerator pedal A is pressed, the drive ECU 21 sets a dead zone so that the absolute value of acceleration does not increase or decrease in response to the pressing of the accelerator pedal A, up to an arbitrary third accelerator pedal operation amount OaC, as shown by the black circle in Figure 5(B), with respect to the pressing of the accelerator pedal A. In this way, by setting a dead zone, it is possible to suppress the occurrence of an inflection point (break point) in the acceleration response when the accelerator pedal A is operated in the vehicle 1 transitioning from a deceleration state to an acceleration state, and as a result, a smooth transition from the deceleration state to the acceleration state can be achieved.

[0053] In this case, the drive ECU 21 increases the absolute value of acceleration according to the third acceleration gradient Ga3, which is set along the acceleration gradient Gas of the basic accelerator characteristic Ca, when the accelerator pedal operation amount Oa4 is operated from the third accelerator pedal operation amount OaC to the fourth accelerator pedal operation amount OaD when the pedal is pressed down. In this embodiment, the case in which the third acceleration gradient Ga3 is equal to the acceleration gradient Gas is given as an example.

[0054] In this case, the drive ECU 21 reduces the absolute value of acceleration according to the fourth acceleration gradient Ga4, which is set to be greater than the third acceleration gradient Ga3, when the accelerator pedal A is operated from the fourth accelerator operation amount OaD to the fifth accelerator operation amount OaE, which is the result of the pedal being released. Here, in this embodiment, the fifth accelerator operation amount OaE is set to correspond to the intersection of the fourth acceleration gradient Ga4 and the acceleration gradient Gas. Furthermore, the drive ECU 21 controls the operation of the front motor 11 and the rear motor 12 according to accelerator characteristics, which are set to reduce the absolute value of acceleration according to the third acceleration gradient Ga3, i.e., the acceleration gradient Gas, when the accelerator pedal A is returned to the reference operating position Pas from the fifth accelerator operation amount OaE by the pedal being released.

[0055] In speed adjustment, as shown in Figure 5(B), repeated operations such as pressing the accelerator pedal A up to the fourth accelerator operation amount OaD and releasing it up to the accelerator operation amount OaF may be performed. In this case, the drive ECU 21 increases the absolute value of acceleration according to the third acceleration gradient Ga3 when the accelerator pedal A is pressed, and decreases the absolute value of acceleration according to the fourth acceleration gradient Ga4 when the accelerator pedal A is released. This makes it easier for the driver to control the vehicle speed when adjusting the speed.

[0056] Furthermore, when the brake pedal B is not operated and the accelerator pedal A is pressed, the drive ECU 21 controls the operation of the front motor 11 and the rear motor 12 according to an accelerator characteristic set so that the absolute value of acceleration increases according to the fifth acceleration gradient Ga5, which is set along the acceleration gradient Gas, from the original position Poa to an arbitrary sixth accelerator operation amount OaG, as indicated by the black circle in Figure 5(C). In this embodiment, the case where the fifth acceleration gradient Ga5 is equal to the acceleration gradient Gas is given as an example.

[0057] In this case, the drive ECU 21 controls the operation of the front motor 11 and the rear motor 12 according to accelerator characteristics set such that when the accelerator pedal A is operated from the sixth accelerator operation amount OaG to the seventh accelerator operation amount OaH by a release operation, the acceleration gradient becomes larger than the fifth acceleration gradient Ga5, and the absolute value of the acceleration decreases according to the sixth acceleration gradient Ga6, which can be changed according to the release operation speed Ova, which represents the amount of accelerator operation per unit time of the release operation of the accelerator pedal A.

[0058] Specifically, as shown in Figure 5(C), when the pedal release speed Ova is greater than or equal to a predetermined reference speed Ovs, for example, when the foot is released from the accelerator pedal A at a sixth accelerator operation amount OaG and the accelerator pedal A automatically returns quickly to its original position Poa, the drive ECU 21 reduces the absolute value of acceleration according to the sixth acceleration gradient Ga6, which is set to create a large deceleration gradient. In this case, when the sixth acceleration gradient Ga6 and the acceleration gradient Gas of the basic accelerator characteristic Ca intersect at the seventh accelerator operation amount OaH, the drive ECU 21 reduces the absolute value of acceleration from the seventh accelerator operation amount OaH to the original position Poa according to the acceleration gradient Gas.

[0059] On the other hand, when the pedal return speed Ova is less than the reference operating speed Ovs, for example, when the foot is placed on the accelerator pedal A from the sixth accelerator operation amount OaG and the accelerator pedal A slowly returns towards the original position Poa, the drive ECU 21 reduces the absolute value of the acceleration according to the sixth acceleration gradient Ga6, which is set to be smaller than when the pedal return speed Ova is equal to or greater than the reference operating speed Ovs. In this case, if the sixth acceleration gradient Ga6 and the acceleration gradient Gas of the basic accelerator characteristic Ca do not intersect, the operating position corresponding to the seventh accelerator operation amount OaH becomes the original position Pob.

[0060] Returning to the flowchart in Figure 3, if the drive ECU 21 determines "No" in step S16, it executes the step process in step S18. That is, in accordance with the determination in step S16 that the required acceleration Ra and the target acceleration Ta are not far apart, the drive ECU 21 controls the increase or decrease of acceleration in step S18 according to the acceleration gradient Gas of the basic accelerator characteristic Ca (see each figure in Figure 5). Then, after the drive ECU 21 (brake ECU 22) executes the respective step processes in step S17 or step S18, it terminates the execution of the control program in step S19.

[0061] As can be understood from the above explanation, according to the vehicle control device, the controller 20 can operate the front motor 11 and the rear motor 12 to generate a regenerative braking force Bk adjusted in response to the release operation of the brake pedal B. As a result, the driver can also control the regenerative braking force Bk in response to the release operation of the brake pedal B, and as a result, the vehicle speed can be easily controlled by operating only the brake pedal B.

[0062] (modified version) As described above, accelerator pedal A is a "one-pedal" system that can perform both acceleration and deceleration requests. In this case, when the vehicle 1 is being decelerated according to the basic brake characteristics Cb and basic accelerator characteristics Ca, the deceleration caused by the friction brake force Bf corresponding to the brake operation amount Ob of brake pedal B and the deceleration caused by the regenerative brake force Bk corresponding to the accelerator operation amount Oa up to the reference operating position Pas of accelerator pedal A can be matched, thereby suppressing discontinuities when switching from brake pedal B to accelerator pedal A and from accelerator pedal A to brake pedal B. In this case, brake pedal B and accelerator pedal A are configured to automatically move to predetermined operation amounts Obp and Oap, respectively, which are set based on the operation amount up to the reference operating position Pas of accelerator pedal A, for example, by actuators (not shown).

[0063] As a result, as shown in Figure 6(A), when the brake pedal B is pressed down to an operating amount Obp, the accelerator pedal A automatically moves to an operating amount Oap so as to generate a deceleration equal to the deceleration due to the regenerative braking force Bk generated by the friction braking force generating mechanism 40, which is equal to the deceleration due to the friction braking force Bf. In other words, in this case, when the driver switches from the brake pedal B to the accelerator pedal A, the accelerator pedal A moves so as to generate a deceleration equal to the deceleration due to the regenerative braking force Bk, which is equal to the deceleration due to the friction braking force Bf. This makes it less likely for a nonlinear deceleration response to occur when switching pedals. Therefore, when the driver subsequently presses the accelerator pedal A, it becomes possible to accelerate the vehicle 1 according to the basic accelerator characteristics Ca.

[0064] Furthermore, as shown in Figure 6(B), when the accelerator pedal A is depressed from the reference operating position Pas to the operating amount Oap, the brake pedal B automatically moves to the operating amount Obp so as to generate a deceleration force Bf equal to the deceleration force Bk generated by the regenerative braking force Bk produced by the front motor 11 and the rear motor 12. In other words, in this case, when the driver switches from the accelerator pedal A to the brake pedal B, the brake pedal B moves so as to generate a deceleration force Bf equal to the deceleration force Bk generated by the regenerative braking force Bk. Therefore, even in this case, a nonlinear deceleration response associated with the pedal switch is less likely to occur. Subsequently, when the driver depresses the brake pedal B, it becomes possible to decelerate the vehicle 1 according to the basic braking characteristics Cb.

[0065] Furthermore, the present invention is not limited to the embodiments and modifications described above, and various modifications are possible. For example, the embodiments and modifications described above illustrate a case where both the front motor 11 of the front wheel 50F and the rear motor 12 of the rear wheel 50R apply regenerative braking force Bk. However, it is also possible for only the rear motor 12 of the rear wheel 50R to apply regenerative braking force Bk, or for only the front motor 11 of the front wheel 50F to apply regenerative braking force Bk. In addition, the vehicle 1 is not limited to an electric vehicle (EV) equipped with at least one of the front motor 11 and the rear motor 12, but may also be a hybrid vehicle (HEV, PHEV) equipped with an internal combustion engine. Moreover, in the embodiments and modifications described above, the friction braking force generating mechanism 40 is exemplified as being composed of a disc brake, but it may also be composed of a drum brake. [Explanation of Symbols]

[0066] 1...Vehicle, 11...Front motor, 12...Rear motor, 17...Inverter, 18...DC / DC converter, 19...Battery, 20...Controller, 21...Drive ECU, 22...Brake ECU, 40...Friction brake force generation mechanism, 41...Brake actuator, 30...Sensor group, 31...Accelerator sensor, 34...Brake sensor, 36...Accelerometer, 50...Wheel, Cb...Basic brake characteristics, Gds,Gd1-Gd7...Deceleration gradient, Ca...Basic accelerator characteristics, Gas,Ga1-Ga7...Acceleration gradient, Ovb,Ova...Pedal release speed, Pob,Poa...Original position, Bf...Friction brake force, Bk...Regenerative brake force

Claims

1. A brake pedal that requests vehicle deceleration by pressing down from the original position, according to a predetermined basic brake characteristic defined as a deceleration gradient, which is the relationship between the amount of brake operation from the original position and the deceleration due to the friction brake force generated by the friction brake force generation mechanism, An accelerator pedal that, according to a basic accelerator characteristic in which the relationship between the amount of accelerator operation from a predetermined reference operating position separated from the original position and the acceleration of the vehicle due to the driving force generated by the electric motor is predetermined as an acceleration gradient, and the relationship between the amount of accelerator operation up to the reference operating position and the deceleration due to the regenerative braking force generated by the electric motor is predetermined as a deceleration gradient, requests acceleration of the vehicle by pressing the pedal from the reference operating position and requests deceleration of the vehicle by pressing the pedal back from the reference operating position, This is applied to a vehicle having a controller that controls the operation of the friction brake force generating mechanism and the electric motor based on the brake operation amount and the accelerator operation amount to achieve the deceleration and acceleration of the vehicle requested by the operation of the brake pedal and the accelerator pedal, In a deceleration state in which the electric motor generates the regenerative braking force as the accelerator pedal is released and returned from the reference operating position to its original position, The aforementioned controller The operation of the friction brake force generating mechanism is controlled to generate the friction brake force corresponding to the depressing operation of the brake pedal. The operation of the electric motor is controlled to generate the regenerative braking force adjusted in accordance with the release operation of the brake pedal. A vehicle control device that controls the operation of the electric motor so that the regenerative braking force changes according to the basic accelerator characteristics after the brake pedal is returned to its original position by a release operation.

2. The aforementioned controller In the aforementioned deceleration state, if the brake pedal is pressed down, and the required deceleration required by the amount of brake operation deviates from the target deceleration determined by the basic brake characteristics, the absolute value of the deceleration due to friction braking force is increased or decreased according to a first deceleration gradient set in accordance with the deceleration gradient of the basic brake characteristics from the original position to the first brake operation amount, the absolute value of the deceleration due to friction braking force is increased or decreased according to a second deceleration gradient set to be greater than the first deceleration gradient from the first brake operation amount to the second brake operation amount pressed down, and when the brake pedal is returned to the original position from the second brake operation amount by a release operation, the operation of the friction brake force generating mechanism and the electric motor is controlled according to brake characteristics set to decrease the absolute value of the deceleration due to friction braking force and the absolute value of the deceleration due to regenerative braking force according to the second deceleration gradient. In the deceleration state, if the brake pedal is pressed back to its original position and then the accelerator pedal is pressed down, and the required acceleration required by the accelerator operation amount deviates from the target acceleration determined by the basic accelerator characteristics, the vehicle control device according to claim 1, wherein the absolute value of the acceleration due to the driving force is increased or decreased according to a first acceleration gradient set in line with the acceleration gradient of the basic accelerator characteristics from the original position to a first accelerator operation amount, the absolute value of the acceleration is increased or decreased according to a second acceleration gradient set to be larger than the first acceleration gradient from the first accelerator operation amount to a second accelerator operation amount that is pressed down, and when the accelerator pedal is pressed back from the second accelerator operation amount to the reference operation position, the operation of the electric motor is controlled according to accelerator characteristics set to decrease the absolute value of the acceleration according to the second acceleration gradient.

3. The aforementioned controller In the aforementioned deceleration state, if the brake pedal is pressed down, and the required deceleration amount determined by the brake operation amount deviates from the target deceleration amount determined by the basic brake characteristics, a dead zone is set from the original position up to the third brake operation amount so as not to increase or decrease the absolute value of the deceleration due to the friction brake force in response to the pressing operation on the brake pedal; from the third brake operation amount up to the fourth brake operation amount pressed down, the absolute value of the deceleration due to the friction brake force is increased or decreased in accordance with the third deceleration gradient set in accordance with the deceleration gradient of the basic brake characteristics; when the brake pedal is returned from the fourth brake operation amount to the fifth brake operation amount by a release operation, the absolute value of the deceleration due to the friction brake force is decreased in accordance with the fourth deceleration gradient set to be greater than the third deceleration gradient; and further, when the brake pedal is returned from the fifth brake operation amount to the original position, the operation of the friction brake force generating mechanism and the electric motor is controlled in accordance with brake characteristics set to decrease the absolute value of the deceleration due to the friction brake force and the absolute value of the deceleration due to the regenerative brake force in accordance with the third deceleration gradient. In the deceleration state, if the brake pedal is pressed back to its original position and then the accelerator pedal is pressed down, and the required acceleration required by the accelerator operation amount deviates from the target acceleration determined by the basic accelerator characteristics, the vehicle control device according to claim 1, wherein the absolute value of the acceleration due to the driving force is set to not increase or decrease in response to the pressing operation on the accelerator pedal from the original position up to the third accelerator operation amount, the absolute value of the acceleration is increased or decreased in accordance with the third acceleration gradient set in accordance with the acceleration gradient of the basic accelerator characteristics from the third accelerator operation amount up to the fourth accelerator operation amount pressed down, the absolute value of the acceleration is decreased in accordance with the fourth acceleration gradient set to be greater than the third acceleration gradient when the accelerator pedal is pressed back from the fourth accelerator operation amount to the fifth accelerator operation amount, and further, when the accelerator pedal is returned from the fifth accelerator operation amount to the reference operation position, the operation of the electric motor is controlled according to accelerator characteristics set to decrease the absolute value of the acceleration in accordance with the third acceleration gradient.

4. The aforementioned controller When the brake pedal is depressed in the aforementioned deceleration state, and the required deceleration required by the amount of brake operation deviates from the target deceleration determined by the basic brake characteristics, the absolute value of the deceleration due to the friction brake force is increased or decreased according to a fifth deceleration gradient set in line with the deceleration gradient of the basic brake characteristics from the original position up to the sixth brake operation, and when the brake pedal is released from the sixth brake operation to the seventh brake operation, the operation of the friction brake force generating mechanism and the electric motor is controlled according to brake characteristics set to decrease the absolute value of the deceleration due to the friction brake force and the absolute value of the deceleration due to the regenerative brake force according to a sixth deceleration gradient that can be changed according to the release speed representing the amount of brake operation per unit time of the release operation, so that the deceleration gradient becomes greater than the fifth deceleration gradient. Vehicle control device according to claim 1, in the deceleration state, when the brake pedal is pressed back to its original position and then the accelerator pedal is pressed down, and the required acceleration required by the accelerator operation amount deviates from the target acceleration determined by the basic accelerator characteristics, the operation of the electric motor is controlled according to accelerator characteristics set to increase or decrease the absolute value of the acceleration due to the driving force according to a fifth acceleration gradient set in line with the acceleration gradient of the basic accelerator characteristics from the original position up to the sixth accelerator operation amount, and when the accelerator pedal is pressed back from the sixth accelerator operation amount to the seventh accelerator operation amount by a release operation, the absolute value of the acceleration is decreased according to a sixth acceleration gradient that can be changed according to the release operation speed representing the accelerator operation amount per unit time of the release operation, so that the acceleration gradient becomes larger than the fifth acceleration gradient.

5. The accelerator pedal is configured to automatically move until it reaches an accelerator operation amount that can be determined based on the basic accelerator characteristics, so as to generate the regenerative braking force corresponding to the deceleration due to the friction braking force. The brake pedal is configured to automatically move until it reaches a brake operation amount that can be determined based on the basic brake characteristics, so as to generate the friction brake force corresponding to the deceleration due to the regenerative braking force. The aforementioned controller When the brake pedal, which has automatically moved to the amount of brake operation in conjunction with the release operation of the accelerator pedal from the reference operating position, is further pressed, the friction brake force generating mechanism is controlled to generate the friction brake force corresponding to the amount of brake operation that has been pressed. A vehicle control device according to any one of claims 1 to 4, wherein when the accelerator pedal, which has moved automatically to the amount of accelerator operation in conjunction with the brake pedal's return operation to its original position, is pressed beyond the reference operation position, the operation of the electric motor is controlled to accelerate the vehicle in accordance with the amount of accelerator operation that has been pressed.

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