Vehicle control system

Abstract

To enable the reduction of NOx in the exhaust gas flowing through the exhaust passage by a catalyst after the fuel cut-off has ended and fuel injection in the internal combustion engine has resumed. [Solution] When deceleration of the vehicle 10 is required, the control device 70 controls the internal combustion engine 40 and a plurality of motor generators 31, 32 to perform a deceleration process that causes deceleration of the vehicle 10. The deceleration process includes a first deceleration process that includes generating regenerative braking force, fuel cut, and motoring, and a second deceleration process that generates regenerative braking force so that the deceleration is smaller than when the first deceleration process is performed, while prohibiting motoring and fuel cut. The first deceleration process is selected when the charge capacity of the battery 23 is below a threshold and the NOx reduction capacity of the catalyst 48 is not low, and the second deceleration process is selected when the NOx reduction capacity of the catalyst 48 is low.

Description

Technical Field

[0004] , , , ,

[0005] , , ,

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

Background Art

[0002] Patent Document 1 discloses a vehicle equipped with a power unit including an internal combustion engine, a first motor generator, and a second motor generator. When a deceleration request is made for the vehicle, the control unit of the power unit generates a regenerative braking force by the second motor generator. The electric energy generated with the regenerative braking force is stored in a battery. In some cases, the power generation amount of the second motor generator at this time may exceed the charge allowable capacity of the battery. In this case, the control unit executes fuel cut for stopping the fuel injection of the fuel injection valve of the internal combustion engine, and boost discharge for rotating the crankshaft of the internal combustion engine by driving the first motor generator. Thereby, the control unit can suppress overcharging of the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A catalyst having a function of reducing NOx is installed in the exhaust passage of the internal combustion engine. When the temperature of the catalyst is lower than the activation temperature of the catalyst, or when the air-fuel ratio of the exhaust gas in the catalyst is leaner than the theoretical air-fuel ratio, the NOx reduction ability of the catalyst is low.

[0005] If the NOx reduction ability of the catalyst is low when the fuel cut and boost discharge as described above are terminated and fuel injection in the internal combustion engine is restarted, there is a possibility that NOx in the exhaust gas flowing through the exhaust passage after the restart of fuel injection in the internal combustion engine will not be sufficiently reduced by the catalyst. [Means for solving the problem]

[0006] The vehicle control device for solving the above problems is applied to a vehicle comprising a power unit having an internal combustion engine with a catalyst installed in the exhaust passage, a first motor generator connected to the crankshaft of the internal combustion engine, and a second motor generator capable of generating regenerative braking force in the vehicle, and a battery capable of exchanging power with a plurality of the motor generators. The vehicle control device includes a processing circuit that controls the internal combustion engine, the first motor generator and the second motor generator to perform a deceleration process that generates deceleration in the vehicle when it is required to decelerate the vehicle by the operation of the power unit. The deceleration process includes a first deceleration process that includes generating regenerative braking force in the vehicle by the second motor generator, fuel cut to stop fuel injection from the fuel injector in the internal combustion engine and motoring to rotate the crankshaft by driving the first motor generator, and a second deceleration process that generates regenerative braking force in the second motor generator so that the deceleration of the vehicle is smaller than when the first deceleration process is performed, while prohibiting the motoring and the fuel cut. The processing circuit selects the first deceleration process as the deceleration process when it is predicted that the charge capacity of the battery is below a threshold and the NOx reduction capacity of the catalyst is not low, and selects the second deceleration process as the deceleration process when it is predicted that the charge capacity of the battery is below the threshold and the NOx reduction capacity of the catalyst is low. [Effects of the Invention]

[0007] To enable the reduction of NOx in the exhaust gas flowing through the exhaust passage by a catalyst after the fuel cut-off has ended and fuel injection in the internal combustion engine has resumed. [Brief explanation of the drawing]

[0008] [Figure 1]Figure 1 is a schematic diagram showing a hybrid vehicle equipped with one embodiment of a vehicle control device. [Figure 2] Figure 2 is a block diagram showing the schematic configuration of the vehicle control device shown in Figure 1. [Figure 3] Figure 3 is a flowchart showing the processing flow performed by the vehicle control device shown in Figure 1. [Modes for carrying out the invention]

[0009] One embodiment of a vehicle control device will be described with reference to Figures 1 to 3. Figure 1 illustrates a hybrid vehicle 10 equipped with a vehicle control device 70. Hereafter, the hybrid vehicle 10 will be simply referred to as "vehicle 10".

[0010] <Vehicle 10 configuration> Vehicle 10 comprises a power unit 30, a reduction mechanism 11, a differential 12, and multiple drive wheels 13. As will be described in more detail later, the power unit 30 has an internal combustion engine 40, a first motor generator 31, and a second motor generator 32 as the power source for vehicle 10. The driving force output from the power unit 30 is input to the multiple drive wheels 13 via the reduction mechanism 11 and the differential 12.

[0011] Vehicle 10 further includes a first inverter 21, a second inverter 22, and a battery 23. The first inverter 21 is located in the power supply path connecting the battery 23 and the first motor generator 31. The second inverter 22 is located in the power supply path connecting the battery 23 and the second motor generator 32. When the motor generators 31 and 32 function as electric motors, the inverters 21 and 22 convert the DC voltage of the battery 23 into AC voltage and supply it to the motor generators 31 and 32. When the motor generators 31 and 32 function as generators, the inverters 21 and 22 convert the AC voltage generated by the motor generators 31 and 32 into DC voltage and supply it to the battery 23. In other words, the battery 23 can exchange power with multiple motor generators 31 and 32.

[0012] <Configuration of Power Unit 30> The power unit 30 includes an internal combustion engine 40 and multiple motor generators 31 and 32, as well as a first planetary gear mechanism 33 and a second planetary gear mechanism 34.

[0013] The internal combustion engine 40 comprises multiple cylinders 41, an intake passage 42, a throttle valve 43, multiple fuel injectors 44, multiple spark plugs 45, a crankshaft 46, an exhaust passage 47, and a catalytic converter 48. Air flowing through the intake passage 42 is introduced into the multiple cylinders 41. Since the throttle valve 43 is installed in the intake passage 42, the amount of air introduced into the multiple cylinders 41 is adjusted by the opening of the throttle valve 43. Inside the multiple cylinders 41, a mixture containing the air introduced from the intake passage 42 and the fuel injected from the fuel injectors 44 is burned by the spark discharge of the spark plugs 45. The power generated by the combustion of the mixture rotates the crankshaft 46. The exhaust gas generated by the combustion of the mixture is discharged from inside the multiple cylinders 41 into the exhaust passage 47.

[0014] The catalyst 48 is installed in the exhaust passage 47. The catalyst 48 has the function of reducing NOx contained in the exhaust gas flowing through the exhaust passage 47. Specifically, when the temperature of the catalyst 48 reaches the activation temperature, a chemical reaction occurs in the catalyst 48, and the catalyst 48 can reduce NOx in the exhaust gas. However, if the temperature of the catalyst 48 does not reach the activation temperature, the chemical reaction does not occur sufficiently, and the catalyst 48 cannot fully perform its function of reducing NOx. Also, if the air-fuel ratio of the exhaust gas in the catalyst 48 is leaner than the stoichiometric air-fuel ratio, the catalyst 48 cannot fully perform its function of reducing NOx even if the temperature of the catalyst 48 has reached the activation temperature.

[0015] The internal combustion engine 40 is equipped with multiple sensors that output signals to the vehicle control device 70 according to the detection results. The multiple sensors include a crank angle sensor 51, a water temperature sensor 52, and an air-fuel ratio sensor 53. The crank angle sensor 51 detects the rotation angle of the crankshaft 46. The water temperature sensor 52 detects the temperature of the coolant circulating in the internal combustion engine 40. The air-fuel ratio sensor 53 detects the air-fuel ratio of the mixture burned in the multiple cylinders 41. Hereafter, the rotational speed of the crankshaft according to the detection signal of the crank angle sensor 51 will be referred to as "engine speed NE". The temperature of the coolant based on the detection signal of the water temperature sensor 52 will be referred to as "water temperature TPw". The air-fuel ratio based on the detection signal of the air-fuel ratio sensor 53 will be referred to as "air-fuel ratio AF".

[0016] The first planetary gear mechanism 33 comprises a sun gear 33s, a ring gear 33r coaxially positioned with the sun gear 33s, and a plurality of pinion gears 33p positioned between the sun gear 33s and the ring gear 33r. The plurality of pinion gears 33p are supported by a carrier 33c in a state that allows for rotation and revolution. A crankshaft 46 is connected to the carrier 33c. A first motor generator 31 is connected to the sun gear 33s. In other words, the first motor generator 31 is connected to the crankshaft 46 via the first planetary gear mechanism 33. A second planetary gear mechanism 34 and a reduction mechanism 11 are connected to the ring gear 33r.

[0017] The second planetary gear mechanism 34 comprises a sun gear 34s, a ring gear 34r coaxially positioned with the sun gear 34s, and a plurality of pinion gears 34p positioned between the sun gear 34s and the ring gear 34r. The plurality of pinion gears 34p are capable of rotation but not of revolution. The ring gear 34r is connected to the ring gear 33r and reduction mechanism 11 of the first planetary gear mechanism 33. The second motor generator 32 is connected to the sun gear 34s. In other words, the second motor generator 32 is connected to a plurality of drive wheels 13 via the second planetary gear mechanism 34, the reduction mechanism 11, and the differential 12. Therefore, when the vehicle 10 is moving, the second motor generator 32 can generate regenerative braking force for the vehicle 10.

[0018] <Vehicle control device 70> Referring to FIGS. 1 and 2, the vehicle control device 70 will be described. Hereinafter, the vehicle control device 70 will be simply described as the "control device 70".

[0019] The control device 70 includes a plurality of processing circuits capable of mutually transmitting and receiving various information and commands. The plurality of processing circuits include a first processing circuit 71 that controls the operation of the internal combustion engine 40, a second processing circuit 72 that controls the plurality of motor generators 31 and 32, and a third processing circuit 73 that manages the battery 23. An example of the plurality of processing circuits 71 to 73 is an electronic control unit. In this case, each of the plurality of processing circuits 71 to 73 has a CPU and a memory that stores a control program executed by the CPU.

[0020] The first processing circuit 71 controls the operation of the internal combustion engine 40 by adjusting the opening degree of the throttle valve 43, the fuel injection amount of the plurality of fuel injection valves 44, and the ignition timing of the plurality of spark plugs 45.

[0021] The second processing circuit 72 drives the first motor generator 31 by controlling the first inverter 21. The second processing circuit 72 drives the second motor generator 32 by controlling the second inverter 22.

[0022] The third processing circuit 73 monitors the state of charge such as the SOC of the battery 23 and the temperature of the battery 23. "SOC" is an abbreviation for "State Of Charge". When the driver of the vehicle 10 operates the accelerator pedal, the control device 70 controls the internal combustion engine 40 and the plurality of motor generators 31 and 32 so that a driving force corresponding to the operation amount of the accelerator pedal is output from the power unit 30.

[0023] While the vehicle 10 is in motion, the driver may release the accelerator pedal. In this case, the control device 70 can determine that it is necessary to decelerate the vehicle 10, and therefore generates braking force using the power unit 30. Specifically, the control device 70 generates regenerative braking force by causing the second motor generator 32 to function as a generator. This regenerative braking force causes the vehicle 10 to decelerate. The braking force generated here (i.e., the regenerative braking force generated by the second motor generator 32) is equivalent to the engine brake of a conventional vehicle. A conventional vehicle is a vehicle that, as a power source, is equipped with only an internal combustion engine among an internal combustion engine and a motor generator.

[0024] Furthermore, when regenerative braking force is generated by the power unit 30 (specifically, the second motor generator 32) as described above, the second motor generator 32 generates an amount of power (electrical energy) corresponding to the magnitude of the regenerative braking force. This power is supplied to the battery 23 via the second inverter 22, thereby charging the battery 23.

[0025] <Processing flow executed by control device 70> Referring to Figure 3, the process flow executed by the control device 70 when the accelerator pedal is released while the vehicle 10 is in motion will be explained.

[0026] In the initial step S11, the drive mode of the power unit 30 is confirmed. The power unit 30 offers multiple drive modes. Of these modes, the first mode is the drive mode used when, for example, the vehicle 10's shift range is the driving range (i.e., the D range). The deceleration generated in the vehicle 10 by the operation of the power unit 30 when the first mode is selected is referred to as the "first deceleration." The second mode is a drive mode that generates a second deceleration in the vehicle 10 that is higher than the first deceleration. For example, the second mode is selected when the vehicle 10's shift range is the B range or S range.

[0027] In the following step S13, it is determined whether the charge capacity Win of the battery 23 is greater than the threshold WinTh. If the charge amount of the battery 23 exceeds the charge capacity Win, the battery 23 will be overcharged, which may accelerate the deterioration of the battery 23. Therefore, the threshold WinTh is set as the criterion for determining whether or not the battery 23 may be overcharged when generating regenerative braking force as described above. If the charge capacity Win is greater than the threshold WinTh, it is considered that the battery 23 will not be overcharged even if regenerative braking force is generated in the second motor generator 32 and the battery 23 is charged as described above. On the other hand, if the charge capacity Win is less than or equal to the threshold WinTh, it is considered that the battery 23 may be overcharged if regenerative braking force is generated in the second motor generator 32 and the battery 23 is charged as described above.

[0028] The threshold value WinTh may be fixed at a constant value regardless of the drive mode of the power unit 30, or its magnitude may be varied depending on the drive mode. When the threshold value WinTh is varied depending on the drive mode, it is preferable that the threshold value WinTh when the second mode is selected is greater than the threshold value WinTh when the first mode is selected.

[0029] In step S13, if the charge capacity Win is greater than the threshold WinTh (S13:YES), the process proceeds to step S15. In step S15, the normal deceleration process is selected. In the following step S17, the normal deceleration process is executed.

[0030] During normal deceleration, the second processing circuit 72 drives the second motor generator 32 to generate a regenerative braking force of a magnitude corresponding to the drive mode confirmed in step S11. When the conditions for terminating the deceleration process are met, the normal deceleration process is terminated.

[0031] The termination conditions for the deceleration process include, for example, the following multiple conditions (A1), (A2), and (A3). That is, the control device 70 determines that the termination condition has been met when at least one of the multiple conditions (A1), (A2), and (A3) is met.

[0032] (A1) The accelerator pedal is resumed. (A2) Vehicle 10 comes to a stop. (A3) The brake pedal must be operated.

[0033] In step S13, if the charge capacity Win is less than or equal to the threshold WinTh (S13:NO), the process proceeds to step S21. In step S21, the first processing circuit 71 determines whether or not the NOx reduction capacity of the catalyst 48 is low. For example, the first processing circuit 71 determines whether or not the catalyst 48 is warming up. If the detected or estimated temperature of the catalyst 48 is below the activation temperature, the catalyst 48 is considered to be warming up. On the other hand, if the detected or estimated temperature of the catalyst 48 is above the activation temperature, the catalyst 48 is considered not to be warming up. If the catalyst 48 is warming up, the first processing circuit 71 can determine that the NOx reduction capacity of the catalyst 48 is low. If the first processing circuit 71 determines in step S21 that the NOx reduction capacity of the catalyst 48 is not low (S21:NO), the process proceeds to step S23.

[0034] In step S23, the first deceleration process is selected. In the following step S17, the first deceleration process is executed. In the first deceleration process, the second processing circuit 72 drives the second motor generator 32 to generate a regenerative braking force of a magnitude corresponding to the drive mode confirmed in step S11. The first processing circuit 71 also performs a fuel cut, stopping fuel injection from the multiple fuel injectors 44 of the internal combustion engine 40. Furthermore, the second processing circuit 72 performs motoring, rotating the crankshaft 46 by driving the first motor generator 31.

[0035] When motoring is performed, the decrease in engine speed NE caused by the execution of fuel cut is suppressed. Furthermore, when motoring is performed, the power of the battery 23 is consumed by the first motor generator 31. As a result, the charging of the battery 23 by the power generated by the second motor generator 32 is offset by the consumption of power from the battery 23 by the first motor generator 31.

[0036] Subsequently, if the above termination condition is met during the execution of the first deceleration process, the first deceleration process will be terminated. In step S21, if the first processing circuit 71 determines that the NOx reduction ability of the catalyst 48 is low (S21: YES), the process proceeds to step S31.

[0037] In step S31, it is determined whether the second mode is selected as the drive mode. If the second mode is not selected, i.e., the first mode is selected (S31: NO), the process proceeds to step S33.

[0038] In step S33, the second deceleration process is selected. In the following step S17, the second deceleration process is executed. In the second deceleration process, the second processing circuit 72 generates regenerative braking force in the second motor generator 32 such that the deceleration of the vehicle 10 is smaller than when the first deceleration process is performed. For example, the second processing circuit 72 generates regenerative braking force in the second motor generator 32 such that the amount of charge supplied from the second motor generator 32 to the battery 23 does not exceed the charge capacity Win. In addition, unlike the first deceleration process, the first processing circuit 71 prohibits fuel cut and the second processing circuit 72 prohibits motoring.

[0039] Subsequently, if the above termination condition is met during the execution of the second deceleration process, the second deceleration process will be terminated. If the second mode is selected as the drive mode in step S31 (S31:YES), the process proceeds to step S35.

[0040] In step S35, the third deceleration process is selected. In the following step S17, the third deceleration process is executed. In the third deceleration process, the first processing circuit 71 operates the internal combustion engine 40 with the target air-fuel ratio set to a richer value than the stoichiometric air-fuel ratio. For example, the first processing circuit 71 corrects the fuel injection amount of multiple fuel injectors 44 so that the air-fuel ratio AF follows the target value. As a result, the amount of unburned fuel supplied to the catalyst 48 increases. Consequently, the catalyst 48 is heated up, and the air-fuel ratio of the exhaust gas within the catalyst 48 becomes richer than the stoichiometric air-fuel ratio. When the internal combustion engine 40 is operating in this manner, the second processing circuit 72 generates regenerative braking force for the vehicle 10 using the second motor generator 32. At this time, the second processing circuit 72 generates regenerative braking force in the second motor generator 32 so that the deceleration of the vehicle 10 is greater than when the second deceleration process is performed.

[0041] Subsequently, for example, when the state in which the NOx reduction capacity of the catalyst 48 is low is released, fuel cut and motoring are permitted. That is, the first processing circuit 71 performs fuel cut, which stops fuel injection from the multiple fuel injectors 44 of the internal combustion engine 40. Furthermore, the second processing circuit 72 performs motoring, which rotates the crankshaft 46 by driving the first motor generator 31.

[0042] Subsequently, if the above termination condition is met during the execution of the third deceleration process, the third deceleration process will be terminated. <Operation and Effects of This Embodiment> (1) Even when the charge capacity Win of the battery 23 is below the threshold WinTh, if the NOx reduction capacity of the catalyst 48 is predicted to be low, the second deceleration process is performed instead of the first deceleration process. In the second deceleration process, fuel cut and motoring are prohibited. That is, the operation of the internal combustion engine 40 is continued. Therefore, the temperature drop of the catalyst 48 is suppressed compared to when fuel cut and motoring are performed. As a result, even after the fuel cut is terminated and fuel supply to the internal combustion engine 40 is resumed, the NOx in the exhaust flowing through the exhaust passage 47 can be properly reduced by the catalyst 48.

[0043] Furthermore, in the second deceleration process, the amount of power supplied from the second motor generator 32 to the battery 23 is reduced compared to when the first deceleration process is performed. Therefore, overcharging of the battery 23 can be suppressed.

[0044] (2) Even if the charge capacity Win of the battery 23 is below the threshold WinTh and the NOx reduction capacity of the catalyst 48 is predicted to be low, if the power unit 30 has a second mode, the third deceleration process is executed instead of the second deceleration process. In the third deceleration process, the internal combustion engine 40 is operated with the target air-fuel ratio set to be richer than the stoichiometric air-fuel ratio. As a result, the NOx reduction capacity of the catalyst is increased. Then, fuel cut and motoring are executed in this state. As a result, the control device 70 can suppress overcharging of the battery 23, suppress deterioration of the exhaust properties emitted from the internal combustion engine 40, and generate a deceleration in the vehicle 10 according to the drive mode.

[0045] <Example of changes> The above embodiment can be implemented with the following modifications. The above embodiment and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0046] In the third deceleration process, the second motor generator 32 may be configured to generate regenerative braking force so that the same deceleration as during the second deceleration process occurs in the vehicle 10. The control device 70 may also perform the second deceleration process even if the drive mode of the power unit 30 is the second mode.

[0047] The first processing circuit 71 may predict that the NOx reduction capacity of the catalyst 48 will be low when the exhaust air-fuel ratio within the catalyst 48 is lean. The power unit of a hybrid vehicle to which the vehicle control device is applied may have a different configuration from the power unit 30 in Figure 1, provided that it includes an internal combustion engine 40 and multiple motor generators 31, 32. For example, the power unit may be one applied to a parallel hybrid system.

[0048] The processing circuits 71-73 are not limited to those that include a CPU and ROM and execute software processing. In other words, the processing circuits 71-73 may have any of the following configurations: (a), (b), and (c).

[0049] (a) Processing circuits 71 to 73 each include one or more processors that perform various processes according to a computer program. The processors include a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to perform the processes. The memory, i.e., computer-readable media, includes any available media that can be accessed by a general-purpose or dedicated computer.

[0050] (b) Each processing circuit 71-73 is equipped with one or more dedicated hardware circuits that perform various processes. Examples of dedicated hardware circuits include application-specific integrated circuits, i.e., ASICs or FPGAs. ASIC is an abbreviation for "Application Specific Integrated Circuit," and FPGA is an abbreviation for "Field Programmable Gate Array."

[0051] (c) Each processing circuit 71-73 comprises one or more processors that execute a portion of the various processes according to a computer program, and one or more dedicated hardware circuits that execute the remaining processes of the various processes. [Explanation of Symbols]

[0052] 10...Hybrid vehicle (vehicle), 23...Battery, 30...Power unit, 31...First motor generator, 32...Second motor generator, 40...Internal combustion engine, 44...Fuel injector, 46...Crankshaft, 47...Exhaust passage, 48...Catalytic converter, 70...Vehicle control device (control device), 71~73...Processing circuit.

Claims

1. This invention is applied to a vehicle comprising a power unit having an internal combustion engine with a catalyst installed in the exhaust passage, a first motor generator connected to the crankshaft of the internal combustion engine, and a second motor generator capable of generating regenerative braking force for the vehicle, and a battery capable of exchanging power with a plurality of the motor generators. When the operation of the power unit requires the vehicle to be decelerated, the system includes a processing circuit that controls the internal combustion engine, the first motor generator, and the second motor generator to perform a deceleration process that causes the vehicle to decelerate. As the aforementioned deceleration process, A first reduction process including generating regenerative braking force in the vehicle using the second motor generator, fuel cut to stop fuel injection from the fuel injector in the internal combustion engine, and motoring to rotate the crankshaft by driving the first motor generator, A second deceleration process is provided, which generates regenerative braking force in the second motor generator so that the deceleration of the vehicle is smaller than when the first deceleration process is executed, while prohibiting the motoring and the fuel cut. The aforementioned processing circuit is Under conditions where the charge capacity of the battery is below a threshold and the NOx reduction capacity of the catalyst is not low, the first deceleration process is selected as the deceleration process. When the charge capacity of the battery is below the threshold and the NOx reduction capacity of the catalyst is predicted to be low, the second deceleration process is selected as the deceleration process. Vehicle control device.

2. The processing circuit predicts that the catalyst's ability to reduce NOx is low during the catalyst's warm-up period. The vehicle control device according to claim 1.

3. The processing circuit predicts that the NOx reduction capacity of the catalyst will be low when the exhaust air-fuel ratio within the catalyst is lean. The vehicle control device according to claim 1.

4. As the aforementioned deceleration process, A third deceleration process is provided in which the internal combustion engine is operated with the target air-fuel ratio set richer than the stoichiometric air-fuel ratio, regenerative braking force is generated in the vehicle by the second motor generator, and then the fuel cut and motoring are performed. The aforementioned processing circuit is Under conditions where the charge capacity of the battery is below the threshold and the NOx reduction capacity of the catalyst is predicted to be low, If the drive mode of the power unit is set to the first mode, the second deceleration process is selected as the deceleration process. If the drive mode is set to a second mode that requires a higher deceleration than the first mode, the third deceleration process is selected as the deceleration process. A vehicle control device according to any one of claims 1 to 3.

5. The third deceleration process is a process that generates regenerative braking force in the second motor generator such that the deceleration of the vehicle is greater than when the second deceleration process is performed. The vehicle control device according to claim 4.

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