JP7766464B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

2. Description of the Related Art In recent years, hybrid vehicles equipped with two types of power sources, an electric motor and an internal combustion engine, have become known.
In a series hybrid vehicle, an internal combustion engine drives a motor generator to generate electricity, which is stored in a power storage device (battery or capacitor) and supplied to a traction motor generator connected to the tire axle via a reduction gear, which then rotates the drive wheels of the vehicle to drive the vehicle.

In this series-type hybrid vehicle, when creep driving is performed by generating creep torque with the traction motor generator, it is possible to drive the vehicle using only the output from the power storage device.

However, when a series hybrid vehicle is stopped and the driver intends to brake but not accelerate, i.e., when the rotation speed of the hybrid vehicle's traction motor generator is below a predetermined stop threshold, the brake is on, and the accelerator is off (accelerator opening = 0 percent), generating creep torque can waste power from the power storage device, potentially resulting in a deterioration in fuel economy.

For this reason, a configuration was adopted in which creep torque is cut when the rotation speed of the hybrid vehicle's traction motor generator is below a predetermined stop threshold, the brake is on, and the accelerator is off (accelerator opening = 0 percent).

Japanese Patent Application Laid-Open No. 2004-320850

In the above configuration, the rotation speed of the traction motor generator is not zero, so the creep torque on the acceleration side is suddenly cut, effectively increasing the braking force, causing nose dive and what is known as sudden braking, resulting in a poor ride.

In addition, even though the tires are stopped and the rotation speed of the traction motor-generator is zero, the driving force is not lost, so twisting occurs in the crankshaft. When creep torque is cut, a force acts in the direction of eliminating the twist in the crankshaft, which could cause the rotation speed of the traction motor-generator to exceed a predetermined stop threshold. This could lead to the hybrid vehicle being determined to be in a running state, triggering control to restore creep torque again, which could result in a hunting state.

Furthermore, if creep torque is returned too suddenly, it could result in sudden acceleration, which could make the driver feel uneasy. However, if the increase in creep torque were limited to prevent this, there was a risk that the feeling of acceleration would be impaired even in situations where the driver wanted to accelerate.

The present invention was made in consideration of the above, and aims to provide a vehicle control device that stabilizes the behavior of a hybrid vehicle when creep torque is cut and restored, and allows the vehicle to behave in accordance with the driver's intentions.

In order to solve the above-mentioned problems and achieve the object, a vehicle control device of an embodiment includes a control unit that maintains the generation of creep torque for a predetermined time after the vehicle reaches a predetermined stop state when the accelerator is off and the brake is on, and then cuts the creep torque.After maintaining the generation of the creep torque, the control unit reduces the creep torque by a first change amount and then cuts the creep torque.When the accelerator is off and the brake is off, the control unit restores the creep torque using a second change amount, the absolute value of which is set to be larger than the absolute value of the change amount per unit time of the first change amount at the time the creep torque is cut.When the creep torque is restored after the creep torque is cut, if the accelerator opening is equal to or greater than a predetermined opening, the control unit increases the creep torque by a third change amount larger than the second change amount .

This configuration prevents sudden torque loss, suppresses nose dive when the vehicle stops, improves ride comfort, and eliminates unnecessary maintenance of creep torque, reducing power consumption in electric or hybrid vehicles.

Furthermore , this configuration makes it easier to prevent sudden torque loss and cut creep torque, thereby further improving ride comfort.

Furthermore, with this configuration, when the creep torque is restored, the creep torque can be generated quickly, improving drivability.

Furthermore, with this configuration, when the driver intends to accelerate, the vehicle can be made to behave in a manner that is more in line with the driver's intention.

In addition , when maintaining the generation of the creep torque for the predetermined time, the control unit of the vehicle control device according to the embodiment maintains the creep torque at a constant value for a second predetermined period, and then gradually reduces the creep torque by a first change amount.
According to this configuration, while the creep torque is maintained at a constant value for a second predetermined period, the creep torque can be cut while eliminating torsion in the drive system (crankshaft), thereby suppressing hunting in the vehicle stop determination caused by torsion in the drive system and making the vehicle behavior stable in line with the driver's intentions.

In addition, the control unit of the vehicle control device according to the embodiment increases the creep torque by a fourth change amount set larger than the third change amount when the accelerator is in the on state and the brake is in the off state.
According to this configuration, when the driver's intention to accelerate is considered strong, an acceleration behavior that is in line with the driver's intention can be obtained.

The vehicle control device of the present invention prevents sudden torque loss, suppresses nose dive when the vehicle stops, improves ride comfort, and eliminates unnecessary maintenance of creep torque, thereby reducing power waste.

FIG. 1 is a diagram showing an example of the configuration of a hybrid vehicle to which a vehicle control device according to this embodiment is applied. FIG. 2 is a processing flowchart of the ECU according to the embodiment. FIG. 3 is an explanatory diagram of an example of an operation timing chart according to the embodiment. FIG. 4 is an explanatory diagram of an operation timing chart of the first comparative example. FIG. 5 is an explanatory diagram of an operation timing chart of the second comparative example.

An example of a vehicle control device according to the present invention will be described in detail below with reference to the drawings.
FIG. 1 is a diagram showing an example of the configuration of a hybrid vehicle to which a vehicle control device according to this embodiment is applied.

The hybrid vehicle 10 includes an internal combustion engine 11, a power generation motor generator 12 driven by the internal combustion engine 11 to generate electricity, a power storage device 13 that stores the electricity generated by the power generation motor generator 12, a power control unit (PCU) 14 that performs power control such as frequency conversion and power conversion, a traction motor generator 15 that receives power from at least one of the power generation motor generator 12 and the power storage device 13 via the PCU 14 and drives the vehicle's drive wheels 22 via a reduction gear 21, and an ECU 16.

The hybrid vehicle 10 of this embodiment is a series hybrid electric vehicle that uses the internal combustion engine 11 only for generating electricity. Therefore, the driving force for running is supplied to the drive wheels 22 of the hybrid vehicle 10 exclusively from the traction motor generator 15.
The internal combustion engine 11 and the drive wheels 22 are mechanically separated, and no rotational drive force is transmitted between the internal combustion engine 11 and the drive wheels 22. In other words, the internal combustion engine 11 can rotate completely independently of the traveling motor-generator 15 and the drive wheels 22.

Therefore, when the hybrid vehicle 10 is in operation with the ignition switch (power switch or ignition key) turned on, even if the driver presses the accelerator pedal to allow the vehicle to run, the internal combustion engine 11, which involves burning fuel, may not be driven if the power storage device 13 has stored sufficient power.

The internal combustion engine 11 is, for example, a four-stroke engine having multiple cylinders. The crankshaft, which is the rotating shaft of the internal combustion engine 11, is mechanically connected to the rotating shaft of the power-generating motor-generator 12 via a gear mechanism. The rotational driving force output by the internal combustion engine 11 is input to the power-generating motor-generator 12, which then generates electricity.

The electricity generated by the power-generating motor-generator 12 is charged to the power storage device 13 via the PCU 14, or is supplied to the traction motor-generator 15. The power-generating motor-generator 12 also functions as an electric motor that generates rotational driving force to rotate the crankshaft of the internal combustion engine 11. For example, the power-generating motor-generator 12 performs motoring (cranking) in preparation for starting the internal combustion engine 11 when it is stopped.

The traction motor generator 15 generates driving force for propelling the hybrid vehicle 10 and inputs this driving force to the drive wheels 22 via the reduction gear 21. The traction motor generator 15 also generates electricity by rotating in conjunction with the rotation of the drive wheels 22, providing regenerative braking that recovers the kinetic energy of the hybrid vehicle 10 as electrical energy. The electricity generated by this regenerative braking is supplied to the power storage device 13 and charged.

In addition, if the power storage device 13 has already stored electricity to its full capacity and further charging is difficult, the power generated by the traction motor generator 15 through regenerative braking is supplied to the power generation motor generator 12 via the PCU 14, and the power generation motor generator 12 is operated as an electric motor to rotate and drive the internal combustion engine 11.

This allows excess power to be consumed while maintaining the braking performance of the hybrid vehicle 10. Furthermore, because the internal combustion engine 11 continues to rotate at this time, a fuel cut can be performed to temporarily stop the supply of fuel to the internal combustion engine 11.

The PCU 14 includes an inverter 14A that performs power conversion corresponding to the power generation motor generator 12 and an inverter 14B that performs power conversion corresponding to the traveling motor generator 15 .
The inverter 14A converts the AC power generated by the power generating motor generator 12 into DC power, and supplies the DC power to the power storage device 13 or the inverter 14B.

Furthermore, when the power generating motor generator 12 is operated as a motor (electric motor), the inverter 14A converts the DC power supplied from the storage device 13 or the inverter 14B into AC power and supplies it to the power generating motor generator 12.

On the other hand, the inverter 14B converts DC power supplied from the power storage device 13 or the inverter 14A into AC power and supplies it to the traction motor generator 15.
Furthermore, the inverter 14B converts AC power generated by the traction motor generator 15 into DC power when regenerative braking of the vehicle is performed, and supplies the DC power to the power storage device 13 or the inverter 14A.

The power storage device 13 is composed of a battery, a capacitor, and the like.
The power storage device 13 is charged with and stores the electric power generated by the power generation motor generator 12 and the traction motor generator 15 .
The power storage device 13 also supplies (discharges) the electric power required to operate the power generation motor generator 12 and the traction motor generator 15 as electric motors.

The ECU 16 controls the internal combustion engine 11 , the power generation motor generator 12 , the electricity storage device 13 , the PCU 14 (inverters 14</b>A, 14</b>B), and the driving motor generator 15 .
The ECU 16 is a microcomputer system that includes a microprocessor, a memory, an input interface, an output interface, and the like.
The ECU 16 is made up of multiple ECUs, namely, an engine controller 16A that controls the internal combustion engine 11, a generator controller 16B that controls the power generation motor generator 12 and the inverter 14A, a battery controller 16C that controls the power storage device 13, and a drive machine controller 16D that functions as a control unit and controls the traveling motor generator 15 and the inverter 14B, which are connected to each other so that they can communicate with each other via a communication network NET such as a CAN (Controller Area Network).

In the above configuration, the ECU 16 performs sensing via a group of sensors (not shown).

Sensors that make up the sensor group (not shown) include a sensor that senses the accelerator opening operated by the driver, i.e., the amount of depression of the accelerator pedal, a sensor that detects the shift position, i.e., the position of the shift lever or selector lever, a sensor that detects the on/off status of a switch, sensors such as an acceleration sensor that detects the current vehicle speed, sensors such as a gyro sensor that detects the gradient of the road surface, sensors such as a voltage sensor that detects the amount of electricity stored in the electricity storage device 13, and a sensor that detects the power generated by the power generation motor generator 12.

The ECU 16 then controls the rotational driving force of the traction motor-generator 15, the rotational driving force of the internal combustion engine 11, the amount of power generated by the power-generating motor-generator 12, and other factors based on the outputs of the sensors.

Furthermore, if the power storage device 13 currently stores sufficient power and the output required from the traction motor generator 15 is small, the ECU 16 controls the engine controller 16A to cut off the supply of fuel to the internal combustion engine 11 and prevent the internal combustion engine 11 from operating.

On the other hand, if the amount of electricity currently stored in the power storage device 13 is below a predetermined amount, or if the output required of the traction motor generator 15 is large, the internal combustion engine 11 is started via the engine controller 16A, fuel is supplied and burned, and the internal combustion engine 11 drives the power generation motor generator 12, which, under the control of the generator controller 16B, generates electricity to charge the power storage device 13 or increase the power supplied to the traction motor generator 15.

Next, the operation of the embodiment will be described.
FIG. 2 is a processing flowchart of the ECU according to the embodiment.
FIG. 3 is an explanatory diagram of an example of an operation timing chart according to the embodiment.

As shown in Figure 3, in the initial state, the driver's foot is off the accelerator pedal, the accelerator opening is 0%, the rotation speed of the driving motor generator 15 is gradually decreasing, the acceleration is constant, and the torque of the driving motor generator 15 is constant.

First, the ECU 16 calculates a target creep torque based on the accelerator opening and the rotation speed of the traveling motor/generator 15 (step S11).
Also, as shown in FIG. 3, when the driver of the hybrid vehicle 10 depresses the brake pedal to start braking at time t0, the pressure in the brake master cylinder (M/C pressure) rises sharply.

Then, when the driver maintains a constant amount of depression on the brake pedal, from time t1 onwards, the brake master cylinder pressure (M/C pressure) becomes constant.

Then, at time t2, when the rotation speed of the traction motor-generator 15 reaches the first stop threshold Rth1, the ECU 16 determines that the hybrid vehicle 10 is transitioning to a stopped state, but enters a standby state until the rotation speed of the traction motor-generator 15 falls below a predetermined second stop threshold Rth2.

At time t3, when the rotation speed of the travel motor-generator 15 falls below the predetermined second stop threshold Rth2, the drive machine controller 16D controls the travel motor-generator 15 to maintain the rotation speed of the travel motor-generator 15, and therefore the torque generated by the travel motor-generator 15, constant.

Next, it is determined whether the rotation speed of the traction motor-generator 15 has become equal to or less than the predetermined second stop threshold Rth2 and a predetermined time Pt has elapsed (step S12). This determination makes it possible to more reliably determine whether the hybrid vehicle 10 is stopped compared to when the determination is based solely on the rotation speed of the traction motor-generator 15.

Furthermore, at time t3, when the rotation speed of the travel motor-generator 15 falls below the predetermined second stop threshold Rth2, the torque generated by the travel motor-generator 15 is maintained constant, maintaining the torsion of the crankshaft at a constant level. After that, by gradually cutting the creep torque, a force that tries to return the torsion of the crankshaft to its original state does not suddenly act, and the creep torque does not suddenly return, causing hunting.

At time t4, if it is determined in step S12 that a predetermined time Pt has elapsed since the rotation speed of the traction motor-generator 15 became equal to or less than the predetermined stop threshold (step S12; Yes), that is, in the example of Figure 3, it is determined whether the accelerator opening is 0%, i.e., whether the driver of the hybrid vehicle 10 has performed an acceleration operation (step S13).

If the determination in step S13 is that the accelerator opening is 0% (step S13; Yes), the driver of the hybrid vehicle 10 is not accelerating, so it is determined whether the pressure in the master cylinder (M/C) of the brake system is above a predetermined value (brake-on state), whether the brake is in hold state or the electronic parking brake (EPB) is activated, i.e., whether a braking operation has been performed (step S14).

If the determination in step S14 indicates that the pressure in the master cylinder (M/C) of the brake system is equal to or greater than a predetermined value (brake-on state), the brake is on hold, or the electronic parking brake (EPB) is activated (step S14; Yes), the hybrid vehicle 10 is stopped, no acceleration operation is being performed, and braking operation is being performed. Since the preconditions for cutting the creep torque are met, the target creep torque is updated to 0 (Nm) (step S15).

After time t4, the first gradual change process during creep torque cut is carried out (step S16).
Here, the first gradual change processing when the creep torque is cut means that the drive motor controller 16D as a control unit controls the traveling motor generator 15 to reduce the creep torque by a predetermined first change amount (torque reduction rate), and gradually reduces the creep torque to the target creep torque (0 (Nm) in this example) until no significant nose dive occurs even when the creep torque is cut.

In this case, the first change amount is set to a rate of change that prevents the rotation speed of the travel motor-generator 15 from exceeding a predetermined stop threshold when the crankshaft is released from twist.

Furthermore, during the first gradual change process from time t4 to time t6 in Figure 3 (while the vehicle is stopped), the drive machine controller 16D of the ECU 16 controls the travel motor-generator 15 to suppress fluctuations in the rotation speed of the travel motor-generator.

Then, at time t5, when the creep torque reaches the target creep torque, that state is maintained.

Similarly, until the driver stops pressing the brake pedal and releases the brake hold or electronic parking brake, the creep torque state is maintained as at time t5, and steps S11 to S17 are repeated.

On the other hand, if the determination in step S12 is that the rotation speed of the traction motor/generator 15 has fallen below the predetermined stop threshold and the predetermined time Pt has not elapsed (step S12; No), if the determination in step S13 is that the accelerator pedal stroke is not 0% (step S13; No), or if the determination in step S14 is that the pressure in the master cylinder (M/C) of the brake system is below a predetermined value (brake-off state), the brakes are not in a hold state, and the electronic parking brake (EPB) is not activated (step S14; No), then it is determined whether the accelerator pedal stroke is below the predetermined stroke (step S18).

Here, the predetermined opening is set to an opening at which it is estimated that the driver is depressing the accelerator pedal and that the driver's intention to accelerate is clear.
If the accelerator opening is determined to be equal to or less than a predetermined opening in step S18 (step S18; Yes), it is assumed that the driver's intention to accelerate is unclear, so the increase in creep torque when the creep torque returns is limited, and a second gradual change process is performed when the creep torque returns to prevent disturbance of the vehicle behavior of the hybrid vehicle 10 (step S19).

Here, the second gradual change process when creep torque returns refers to the drive machine controller 16D, which serves as the control unit, controlling the travel motor-generator 15 to increase creep torque by a predetermined second change amount (torque increase rate).

Here, the second change amount has a positive value (amount of increase) and the first change amount has a negative value (amount of decrease), but the absolute value of the gradient of the second change amount is set to be greater than the absolute value of the gradient of the first change amount, so that the creep torque increases more quickly than when the creep torque decreases, allowing the driver to feel that the creep torque has been generated immediately, thereby improving drivability.
However, this second change amount has a smaller gradient than the conventional change amount when creep torque is generated (increased) as shown by the broken line in FIG. 3, so that the change in acceleration is suppressed, improving drivability while preventing a deterioration in ride comfort.

Then, the drive machine controller 16D instructs the traction motor-generator 15 to generate creep torque after the second gradual change process so that the generated creep torque becomes the target creep torque (step S20).

On the other hand, if the accelerator opening exceeds the predetermined opening as determined in step S18 (step S18; No), it is presumed that the driver's intention to accelerate is clear. However, if acceleration or deceleration is performed corresponding to that accelerator opening, sudden acceleration or deceleration may occur. Therefore, it is desirable to limit the increase (increase rate) in creep torque when creep torque is restored, and prevent disturbances in the vehicle behavior of the hybrid vehicle 10.

Therefore, a third gradual change process is carried out to prevent sudden acceleration and deceleration (step S21).
Here, the third gradual change process means that the driving machine controller 16D as a control unit controls the traveling motor generator 15 to increase the creep torque at a predetermined third change amount (torque increase rate).

In this case, the third change amount is set to be even larger than the second change amount, allowing the driver to feel that creep torque has been generated immediately, thereby improving drivability.

Then, the drive machine controller 16D instructs the traction motor-generator 15 to generate creep torque after the second gradual change process so that the generated creep torque becomes the target creep torque (step S22).

As explained above, according to this embodiment, after the hybrid vehicle 10 comes to a stop, creep torque is maintained for a predetermined period of time and then cut. This prevents a sudden loss of torque and does not unnecessarily maintain creep torque, thereby suppressing unnecessary increases in power consumption, improving drivability and fuel economy.

In addition, when creep torque is cut, the amount of change (rate of change) of creep torque is limited, preventing vehicle behavior from becoming unstable, such as sudden nose dive.

On the other hand, when creep torque is restored, the absolute value of the amount of change (rate of change) per unit time when creep torque is restored is greater than the absolute value of the amount of change (rate of change) per unit time when creep torque is cut, so that the driver can feel the return of creep torque and disturbances in vehicle behavior are suppressed.This means that when creep torque is restored and is needed immediately, creep torque can be generated immediately, improving drivability.

Furthermore, when creep torque is restored, if the accelerator opening is equal to or greater than a predetermined opening where the driver's intention to accelerate is clear, the amount of change (rate of change) in creep torque is set to be even larger, allowing acceleration to be achieved in line with the driver's intention, further improving drivability.

[Comparative Example]
Next, the effects of the vehicle control device according to this embodiment will be described in comparison with a vehicle control device system according to a comparative example.

[First Comparative Example]
FIG. 4 is an explanatory diagram of an operation timing chart of the first comparative example.
The device configuration of the vehicle control device is the same as in the embodiment, so in the following description, the names of the various parts of the device will be those of the first embodiment.

As shown in Figure 4, in the initial state, the driver's foot is off the accelerator pedal, the accelerator opening is 0%, the rotation speed of the driving motor generator 15 is gradually decreasing, the acceleration is constant, and the torque of the driving motor generator 15 is constant.

As shown in Figure 4, when the driver of the hybrid vehicle 10 depresses the brake pedal to begin braking at time t10, the pressure in the brake master cylinder (M/C pressure) rises sharply.

Then, when the driver maintains a constant amount of depression of the brake pedal, from time t11 onwards, the pressure in the master cylinder of the brake (M/C pressure) becomes constant.
Then, at time t12, when the rotation speed of the traveling motor generator 15 reaches the stop threshold value Rth, the driving machine controller 16D of the ECU 16 cuts the creep torque.

This results in a sudden change in acceleration, a noticeable nose dive, and what is known as sudden braking.

Furthermore, at time t13, when the driver stops pressing the brake pedal and the pressure in the master cylinder (M/C) of the brake system falls below a predetermined value (brake-off state), if the same creep torque generation control is being performed when the driver intends to accelerate (accelerator on) and when the driver does not intend to accelerate (accelerator off), the drive motor controller 16D will immediately generate creep torque after the first gradual change processing in the driving motor generator 15, which will result in a deterioration in ride comfort due to sudden acceleration.
Then, at time t14, when the generated creep torque reaches the target creep torque, this state is maintained.

As explained above, it can be seen that, according to the embodiment, the change in acceleration can be made smaller and significant nose dive can be suppressed compared to the first comparative example.
Furthermore, according to the embodiment, even when the creep torque returns, there is no change in acceleration due to the sudden return of the creep torque, compared to the first comparative example, and therefore it can be seen that the ride comfort and drivability are improved.

[Second Comparative Example]
FIG. 5 is an explanatory diagram of an operation timing chart of the second comparative example.
The device configuration of the vehicle control device is the same as in the embodiment, so in the following description, the names of the various parts of the device will be those of the first embodiment.

As shown in Figure 5, in the initial state, the driver's foot is off the accelerator pedal, the accelerator opening is 0%, the rotation speed of the driving motor generator 15 is gradually decreasing, the acceleration is constant, and the torque of the driving motor generator 15 is constant.

As shown in Figure 5, at time t20, when the driver of the hybrid vehicle 10 depresses the brake pedal to begin braking, the pressure in the brake master cylinder (M/C pressure) rises sharply.

Then, when the driver maintains a constant amount of depression of the brake pedal, from time t21 onwards, the pressure in the brake master cylinder (M/C pressure) becomes constant.
Then, at time t22, the creep torque generated by the traveling motor generator 15 is cut while the rotation speed of the traveling motor generator 15 is reduced.

However, at time t22, the torsion in the drive shaft has not been released, so the drive motor-generator 15 is driven in a direction that releases the torsion in the crankshaft, i.e., in the rotational direction when the vehicle is running. This overturns the stop determination and determines that the vehicle is running. At time t23, the creep torque returns, resulting in a hunting state, which reduces both ride comfort and drivability.

As explained above, according to this embodiment, compared to the second comparative example, the elimination of crankshaft twist does not result in a transition to a hunting state in which creep torque returns, thereby improving ride comfort and drivability.

Furthermore, as with the first comparative example, even when creep torque returns after time t24, there is no change in acceleration due to the sudden return of creep torque, which shows that ride comfort and drivability are improved.

In the above explanation, the case where the accelerator is in the off state has been mainly described, but when the accelerator is in the on state and the brake is in the off state, the drive machine controller 16D functioning as a control unit can also be configured to respect the driver's intention to accelerate more and increase the creep torque by a fourth change amount that is set larger than the third change amount described above.
This configuration allows the driver to perform acceleration operations more in line with his or her intentions, thereby improving drivability.

REFERENCE SIGNS LIST 10 Hybrid vehicle 11 Internal combustion engine 12 Power generation motor generator 12 Travel motor generator 13 Electricity storage device 14 PCU
14A, 14B inverter 15 driving motor generator 16 ECU
16A Engine controller 16B Generator controller 16C Battery controller 16D Driving machine controller 21 Reducer 22 Driving wheel NET Communication network Pt Predetermined time Rth Stop threshold Rth1 First stop threshold Rth2 Second stop threshold

Claims (3)

a control unit that controls the motor generator, causes the motor generator to maintain generation of creep torque for a predetermined time after the vehicle has reached a predetermined stop state with the accelerator pedal in an off state and the brake in an on state, and then cuts the creep torque ;
the control unit maintains generation of the creep torque, reduces the creep torque by a first change amount, and then cuts the creep torque;
When the accelerator is in an off state and the brake is in an off state, the creep torque is restored using a second change amount, the absolute value of which is set to be larger than the absolute value of the change amount per unit time of the first change amount when the creep torque is cut off,
When the creep torque is restored after the creep torque is cut, if the opening degree of the accelerator is equal to or greater than a predetermined opening degree, the creep torque is increased by a third change amount that is larger than the second change amount.
Vehicle control device. When maintaining the generation of the creep torque for the predetermined time, the control unit maintains the creep torque at a constant value for a second predetermined period, and then gradually reduces the creep torque by a first change amount.
The vehicle control device according to claim 1 . the control unit increases the creep torque by a fourth change amount set to be larger than the third change amount when the accelerator is in an on state and the brake is in an off state.
The vehicle control device according to claim 1 .