Vehicle control system

Abstract

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

Description

Technical Field

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

Background Art

[0002] In a vehicle having a manual driving mode and an automatic driving mode, when performing deceleration control in the automatic driving mode, a technique of generating regenerative deceleration torque of a motor in addition to braking deceleration torque is known (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the manual driving mode, there is a limitation that it is necessary to achieve a deceleration according to the driving operation of the occupant, whereas in the automatic driving mode, there is no such limitation in the control of deceleration. In Patent Document 1, means for suppressing a decrease in the comfort of the occupant in the automatic driving mode in consideration of the difference in such deceleration control limitations between the manual driving mode and the automatic driving mode has not been sufficiently studied.

Means for Solving the Problems

[0005] The technology of the present disclosure can be realized in the following forms. According to one embodiment of the present disclosure, a control device is provided for controlling a vehicle configured to switch between a manual driving mode, which generates deceleration torque according to the driver's driving operations, and an automatic driving mode, which generates deceleration torque by automatic control to achieve a predetermined deceleration. The control device includes a driving mode acquisition unit that acquires whether the current driving mode of the vehicle is the manual driving mode or the automatic driving mode, and a drive control unit that controls the deceleration torque of the vehicle, wherein the vehicle has an engine and a motor that controls the rotational speed of the engine, and the drive control unit suppresses the deceleration torque by motoring control, which drives the engine with the motor, compared to the case when the driving mode is the automatic driving mode, when predetermined conditions are met, including the case when the driving mode is the automatic driving mode.

[0006] (1) According to one embodiment of the present disclosure, a control device is provided for controlling a vehicle configured to switch between a manual driving mode and an automatic driving mode. The control device includes a driving mode acquisition unit that acquires whether the current driving mode of the vehicle is the manual driving mode or the automatic driving mode, and a drive control unit that controls the deceleration torque of the vehicle, wherein the vehicle has an engine and a motor as a power source for the vehicle, and the drive control unit suppresses the deceleration torque by motoring control that drives the engine with the motor compared to the case when the driving mode is the automatic driving mode, when predetermined conditions are met, including the case when the driving mode is the automatic driving mode. According to this type of control device, when the driving mode is automatic driving mode, the deceleration torque due to motor control is suppressed compared to when the driving mode is manual driving mode. Therefore, the decrease in quietness in automatic driving mode can be suppressed, and the decrease in the comfort of the vehicle's occupants can be suppressed. (2) The above embodiment further comprises an SOC acquisition unit that acquires the SOC of a battery mounted on the vehicle and charged by regenerative power generated by the regeneration of the motor, and the condition further includes that the SOC is less than a preset first threshold. According to this type of control device, when the driving mode is automatic driving mode and the State of Charge (SOC) is below a preset first threshold, the deceleration torque due to motor control is suppressed. Therefore, when compensating for the deceleration torque reduced by suppressing motor control using the regenerative resistance of the motor, it is possible to prevent the battery from overcharging due to regenerative power. (3) In the above embodiment, when the operating mode is the manual operating mode and the SOC is less than a preset second threshold, the drive control unit suppresses the deceleration torque by the motoring control compared to when the SOC is equal to or greater than the second threshold, and the first threshold may be set to a value greater than the second threshold. According to this type of control device, when the driving mode is manual driving mode and the SOC is below a preset second threshold, the deceleration torque due to motoring control is suppressed compared to when the SOC is above the preset second threshold, and the first threshold is set to a value greater than the second threshold. Therefore, in automatic driving mode, motoring control can be suppressed over a wider SOC range than in manual driving mode, thus further suppressing the decrease in quietness and the decrease in the comfort of the vehicle's occupants. (4) In the above embodiment, the system further includes an acceleration / deceleration mode acquisition unit that acquires an acceleration / deceleration mode selected by the occupant of the vehicle from among a plurality of predetermined acceleration / deceleration modes, each defining the acceleration / deceleration of the vehicle, and the drive control unit may control the deceleration torque of the vehicle according to the acceleration / deceleration defined by the acquired acceleration / deceleration mode. According to this type of control device, the system acquires the acceleration / deceleration mode selected by the occupant from among several predetermined acceleration / deceleration modes, and controls the vehicle's deceleration torque according to the acceleration / deceleration defined by the acquired acceleration / deceleration mode. Therefore, compared to a system that controls the vehicle's deceleration torque according to the acceleration / deceleration defined by a single predetermined acceleration / deceleration mode, the occupant can select the acceleration / deceleration according to their own preference, and the decrease in occupant comfort can be further suppressed. [Brief explanation of the drawing]

[0007] [Figure 1] This is an explanatory diagram showing the schematic configuration of a drive system equipped with a control device according to the first embodiment. [Figure 2] This is a block diagram showing the schematic configuration of the control device according to the first embodiment. [Figure 3] This is a flowchart showing the processing procedure in the control device of the first embodiment. [Figure 4] This is an explanatory diagram showing the schematic configuration of a vehicle equipped with the control device of the second embodiment. [Figure 5] This is a block diagram showing the schematic configuration of the control device according to the second embodiment. [Figure 6]This flowchart shows the procedure for processing performed in the control device of the second embodiment. [Modes for carrying out the invention]

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

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

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

[0011] The first motor 13 is the second power source of the vehicle 200. The first motor 13 generates driving torque for the vehicle 200 by rotating under power supplied from the first inverter 16. The driving torque output from the first motor 13 is transmitted to a pair of front wheels 50f via the second clutch 14 and the transmission 15. The first motor 13 can also generate regenerative power to charge the battery 30 by recovering energy when the vehicle 200 is decelerated. In addition, the first motor 13 can start the engine 11 and control the rotational speed of the engine 11.

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

[0013] The second clutch 14 is a so-called "starting clutch" and is provided in the drive transmission path between the first motor 13 and the transmission 15. By switching between an engaged state and a disengaged state, the drive transmission path can be switched between a disconnected state and an engaged state. The second clutch 14 is, for example, a wet multi-plate type hydraulic friction engagement device and is composed of multiple friction plates stacked on top of each other. The operation of the second clutch 14 is controlled by an electric oil pump 17, similar to the first clutch 12. Note that the first clutch 12 and the second clutch 14 may be controlled by different hydraulic control systems.

[0014] The first inverter 16 drives the first motor 13 by supplying electric power (three-phase alternating current) to the first motor 13 using the electric power supplied from the battery 30 in accordance with a control signal from the control device 40. Thereby, the first inverter 16 can rotate the output shaft of the first motor 13 in the rotation direction and at the rotation speed corresponding to the control signal from the control device 40.

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

[0016] The second inverter 22 drives the second motor 21 by supplying electric power (three-phase alternating current) to the second motor 21 using the electric power supplied from the battery 30 in accordance with a control signal from the control device 40. Thereby, the second inverter 22 can rotate the output shaft of the second motor 21 in the rotation direction and at the rotation speed corresponding to the control signal from the control device 40. Note that the drive system 100 may not have the rear unit 20, and in such a form, the rear wheels 50r may be configured to rotate in a driven manner with respect to the front wheels 50f driven by the front unit 10.

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

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

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

[0020] Figure 2 is a block diagram illustrating the schematic configuration of the control device 40 of the first embodiment. As shown in Figure 2, the control device 40 is configured as an ECU (Electronic Control Unit) having a CPU 41 and a memory 42. The CPU 41 functions as an operating mode acquisition unit 411, a SOC acquisition unit 412, and a drive control unit 413 by executing a control program pre-stored in the memory 42. The control device 40 also includes functional units that perform control of each part of the drive system 100 described above, but in Figure 2, only the functional units involved in the execution of the processes described later are shown, and the other functional units are omitted from the illustration. Furthermore, each functional unit may be implemented in multiple different ECUs.

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

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

[0023] In step S110, the driving mode acquisition unit 411 acquires the current driving mode from the driving mode switch 63 and determines whether the driving mode is automatic driving mode or not.

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

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

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

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

[0028] In step S140, the SOC acquisition unit 412 acquires the SOC from the battery sensor 66 and determines whether the SOC is greater than a preset third threshold. The third threshold is set to a value greater than the first and second thresholds mentioned above. If it is determined that the SOC is greater than the third threshold (step S140: Yes), in step S150, the drive control unit 413 permits motoring control. That is, in a situation where the SOC is greater than the second threshold and there is a risk of the battery 30 overcharging, the drive control unit 413 can generate at least a portion of the deceleration torque necessary to achieve the desired deceleration through motoring control. In this way, compared to the case where motoring control is prohibited, the use of regenerative resistance by the first motor 13 and the second motor 21 can be suppressed, thereby suppressing regenerative power from the regeneration of the first motor 13 and the second motor 21 and preventing the battery 30 from overcharging.

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

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

[0031] Furthermore, when the driving mode is automatic driving mode and the SOC is below a preset first threshold, motoring control is prohibited. Therefore, when the deceleration torque reduced by prohibiting motoring control is compensated for by using the motor's regenerative resistance, it is possible to suppress overcharging of the battery 30 due to regenerative power.

[0032] Furthermore, when the driving mode is manual driving mode and the SOC is below a preset second threshold, the deceleration torque due to motoring control is suppressed compared to when the SOC is above the preset second threshold, and the first threshold is set to a value greater than the second threshold. As a result, in automatic driving mode, motoring control can be suppressed over a wider SOC range than in manual driving mode, thus further suppressing the decrease in quietness and suppressing the decrease in the comfort of the occupants of the vehicle 200.

[0033] B. Second Embodiment: Figure 4 is an explanatory diagram showing the schematic configuration of a vehicle 200A equipped with the control device 40A of the second embodiment. Figure 5 is a block diagram showing the schematic configuration of the control device 40A of the second embodiment. Figure 6 is a flowchart showing the procedure of processing performed by the control device 40A of the second embodiment. The vehicle 200A of the second embodiment differs from the vehicle 200 of the first embodiment in that it further includes an acceleration / deceleration mode switch 64, as shown in Figure 4. Furthermore, the control device 40 of the second embodiment differs from the control device 40 of the first embodiment in that it further includes an acceleration / deceleration mode acquisition unit 414, as shown in Figure 5, and performs the processing shown in Figure 6 in addition to the processing shown in Figure 3. Note that the other configurations of the control device 40A and vehicle 200A of the second embodiment are the same as those of the control device 40 and vehicle 200 of the first embodiment, so the same components are denoted by the same reference numerals and their detailed descriptions are omitted.

[0034] The acceleration / deceleration mode acquisition unit 414 shown in Figure 5 acquires the acceleration / deceleration mode selected by the occupants of the vehicle 200 from among a plurality of predetermined acceleration / deceleration modes, each defining the acceleration or deceleration of the vehicle 200, via the acceleration / deceleration mode switch 64 shown in Figure 4.

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

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

[0037] If it is determined in step S220 that the acceleration / deceleration mode is mode 1, in step S232 the drive control unit 413 controls the vehicle 200A to have the acceleration rate A [N·m / sec] and deceleration rate D [N·m / sec] preset for mode 1. The "acceleration rate" refers to the rate of change over time of the drive torque when the vehicle 200 is accelerating. The "deceleration rate" refers to the rate of change over time of the deceleration torque when the vehicle 200 is decelerating.

[0038] If it is determined in step S220 that the acceleration / deceleration mode is mode 2, in step S234 the drive control unit 413 controls the vehicle 200A so that the acceleration rate B [N·m / sec] and deceleration rate E [N·m / sec] are the acceleration / deceleration rates that are set in advance for mode 1.

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

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

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

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

[0043] (C2) In the above embodiment, the drive control unit 413 prohibits motoring control when the current driving mode is automatic driving mode and the SOC is less than the first threshold, but the disclosure is not limited thereto. The drive control unit 413 may always prohibit motoring control in automatic driving mode regardless of the SOC. With this embodiment, it is not necessary to perform steps S120, S140, and S150 shown in Figure 3, so that the processing in the control device 40 does not become complicated. In addition, since the SOC is not acquired and the determination is not made, there is no need to provide an SOC acquisition unit 412, so that the configuration of the control device 40 does not become complicated.

[0044] (C3) In the above embodiment, the SOC acquisition unit 412 executes step S122 when the current driving mode is manual driving mode, but the disclosure is not limited thereto. If the current driving mode is manual driving mode, step S122 may not be executed, and the driving mode acquisition unit 411 may repeatedly execute step S110 until it becomes automatic driving mode. That is, in manual driving mode, the drive control unit 413 does not have to prohibit motoring control. Even in this configuration, the decrease in quietness in automatic driving mode can be suppressed compared to manual driving mode, and the decrease in comfort of the occupants of the vehicle 200 can be suppressed.

[0045] (C4) In the above embodiment, the vehicle 200 is driven by the engine 11 and the first motor 13 as power sources, but the disclosure is not limited thereto. The vehicle 200 may be driven by the first motor 13 alone, and the engine 11 may not function as a power source for the vehicle 200 but be used only for power generation. This configuration also produces the same effects as the above embodiment.

[0046] This disclosure is not limited to the embodiments described above, and can be implemented in various configurations without departing from its spirit. For example, the technical features in the embodiments corresponding to the technical features in each form described in the summary of the invention can be replaced or combined as appropriate in order to solve some or all of the above-described problems, or to achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate. [Explanation of Symbols]

[0047] 10…Front unit, 11…Engine, 12…First clutch, 13…First motor, 14…Second clutch, 15…Transmission, 16…First inverter, 17…Electric oil pump, 20…Rear unit, 21…Second motor, 22…Second inverter, 30…Battery, 40, 40A…Control device, 41…CPU, 42…Memory, 50f…Front wheel, 50r…Rear wheel, 61…Accelerator pedal sensor, 62…Brake pedal sensor, 63…Driving mode switch, 64…Acceleration / deceleration mode switch, 65…First rotational speed sensor, 66…Battery sensor, 67…Second rotational speed sensor, 100…Drive system, 200, 200A…Vehicle, 411…Driving mode acquisition unit, 412…SOC acquisition unit, 413…Drive control unit, 414…Acceleration / deceleration mode acquisition unit

Claims

1. A control device for controlling a vehicle, configured to be switchable between a manual driving mode that generates deceleration torque according to the driver's driving operations and an automatic driving mode that generates deceleration torque by automatic control to achieve a predetermined deceleration, A driving mode acquisition unit that acquires whether the current driving mode of the vehicle is the manual driving mode or the automatic driving mode, A drive control unit that controls the deceleration torque of the vehicle, Equipped with, The vehicle comprises an engine and a motor that controls the rotational speed of the engine. When predetermined conditions are met, including the operating mode being the automatic operating mode, the drive control unit suppresses the deceleration torque by motoring control that drives the engine with the motor, compared to the case of manual operating mode. Control device.

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

3. A control device according to claim 2, The drive control unit, when the operating mode is the manual operating mode and the SOC is less than a preset second threshold, suppresses the deceleration torque by the motor control compared to when the SOC is equal to or greater than the second threshold. The first threshold is set to a value greater than the second threshold. Control device.

4. A control device according to any one of claims 1 to 3, The system further includes an acceleration / deceleration mode acquisition unit that acquires an acceleration / deceleration mode selected by the occupant of the vehicle from among a plurality of predetermined acceleration / deceleration modes, each defining the acceleration or deceleration of the vehicle. The drive control unit controls the deceleration torque of the vehicle according to the acceleration / deceleration defined by the acquired acceleration / deceleration mode. Control device.

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