JP2005098364A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve power performance of a vehicle requested by a driver in cornering. <P>SOLUTION: An ECT_ECU executes a program including: a step S200 of obtaining the current position information from a navigation system; a step S400 of obtaining front vehicle information by a milli-wave radar when it is located in front of the corner (YES in S300); a step S600 of detecting a horizontal G value using a horizontal G sensor when the front vehicle is not detected (NO in S500), a step S700 of calculating the average value of the detected horizontal G value; a step S900 of determining that the driver has a preference of sporty driving permitting to receive strong horizontal G in cornering and storing the determination result by each driver in a memory (S900) when the average value of the horizontal G value is a threshold value or more (YES in S800); and a step S1000 of variable speed controlling corresponding to the driving preference of the driver in the navigation cooperative control. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an engine or a transmission mechanism that is a power train mounted on a vehicle, and more particularly, to a control device that can reflect a driver's intention to travel sportily during cornering.

  When the vehicle is traveling, various accelerations act on the vehicle. For example, when the vehicle starts suddenly after a temporary stop, acceleration in the traveling direction acts, and when cornering at a high speed in a corner of a mountain road, lateral acceleration acts. In such a situation, the driver of the vehicle feels the acceleration. During cornering, the vehicle will receive a lateral acceleration according to the vehicle speed, and the driver will use the acceleration and brake operations (and in some cases a shift operation will be added) based on how the lateral acceleration is felt. adjust.

  The power train of the vehicle includes an engine as a drive source and an automatic transmission as a transmission mechanism (including a stepped automatic transmission having a gear mechanism and a continuously variable automatic transmission such as a belt type). In the automatic transmission, a shift pattern is set in advance according to the throttle opening (engine load) based on the accelerator operation of the driver and the vehicle speed, and the detected throttle opening and vehicle speed are detected using this shift pattern. In accordance with the above, the shift gear stage and the gear ratio are set, and the shift control is automatically executed. In order to realize an appropriate vehicle running performance during cornering, a technology for controlling the automatic transmission has been developed.

  Japanese Patent Laid-Open No. 2000-46170 (Patent Document 1) discloses that when the vehicle is in a curve corner, only the direction in which the gear ratio increases is permitted, and control to a gear ratio that matches the tightest radius of curvature in the curve. In this case, a speed change control device that does not affect the behavior of the wheel is disclosed. This speed change control device is a speed change control device for a vehicle that controls an automatic speed change mechanism that transmits driving force from a drive source to drive wheels, and the vehicle is in a corner that requires a change in travel direction by a predetermined amount or more. In-corner control that operates based on detecting this, prohibits driving force commands in a direction smaller than the driving force at the time of detection, and commands to slowly control changes in the direction in which the driving force increases And control means for controlling the automatic transmission mechanism so that the driving force command value set by the mid-corner control means is obtained.

According to this speed change control device, when the vehicle is in a corner, a change in the direction in which the driving force (speed ratio) becomes smaller is prohibited, so the direction in which the driving force (speed ratio) decreases by loosening the accelerator pedal is reduced. Change (off-up) is prohibited, and it is possible to prevent the driver from feeling uncomfortable, but the change in the direction in which the driving force (gear ratio) increases is permitted, and the road condition such as corner radius of curvature is allowed. A suitable and safe driving is possible, and when the direction of increase is changed, it is controlled slowly, so that the driving force can be prevented from greatly fluctuating and the behavior of the vehicle can be kept stable.
JP 2000-46170 A

  However, the shift control device disclosed in Patent Document 1 does not consider the driving preference of the driver. That is, during cornering, lateral acceleration acts on the driver, but some drivers feel that it is preferable to receive such acceleration, and some drivers feel that it is not preferable. Such a difference is based on the driving experience and driving preference of each driver. The shift control device disclosed in Patent Document 1 cannot cope with sporty driving that allows a driver to act on a strong lateral acceleration during cornering, for example.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can realize the travel required by the driver during cornering.

  According to a first aspect of the present invention, there is provided a vehicle control device, a navigation device that acquires information about a travel location of a vehicle, a control unit that controls an automatic transmission so as to shift based on information from the navigation device, and a vehicle The vehicle driver at the time of cornering when there is no other vehicle in front of the vehicle and when the distance between the vehicle and the other vehicle is equal to or greater than a predetermined distance. Determination means for determining the driving preference of the vehicle. The control means includes means for controlling the automatic transmission based on the determined driving preference.

  According to the first aspect of the present invention, when the vehicle is cornered when there is no other vehicle ahead of the vehicle by the forward monitoring means or when the inter-vehicle distance from the other vehicle is a predetermined distance or more, the driver Without following the vehicle, you can perform the cornering you want. At the time of cornering, for example, the lateral acceleration (G value) acting on the vehicle or the accelerator opening of the driver is detected, and if these values are larger than the threshold value, the driver is sporty at the time of cornering. It turns out that there is a tendency to like driving. As a result, it is possible to provide a vehicle control device that can realize the travel required by the driver during cornering.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect, the determining means determines in advance the distance between the vehicle and another vehicle when there is no other vehicle in front of the vehicle. Means for detecting the lateral acceleration acting on the vehicle when cornering when the distance is equal to or longer than the distance, and means for determining the driver's driving preference during cornering based on the detected lateral acceleration Including.

  According to the second invention, the lateral acceleration (G value) at the time of cornering is detected, and since this value is large, it can be determined that the driver tends to prefer sporty driving at the time of cornering.

  In the vehicle control apparatus according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the determination means has a predetermined inter-vehicle distance when there is no other vehicle in front of the vehicle or with another vehicle. The driver's driving preference during cornering based on the means for detecting the opening degree of the accelerator pedal operated by the driver of the vehicle and the detected accelerator opening degree when cornering when the distance is longer than Means for determining.

  According to the third invention, the accelerator opening at the time of cornering is detected, and since this value is large, it can be determined that the driver tends to prefer sporty driving at the time of cornering.

  In the vehicle control device according to the fourth aspect of the invention, in addition to the configuration of the second aspect of the invention, the determination means determines that the driving preference is sporty preference when the detected lateral acceleration is greater than or equal to a predetermined acceleration. Means for determining that there is.

  According to the fourth invention, the lateral acceleration (G value) at the time of cornering is detected, and since this value is not less than a predetermined acceleration, the driver tends to prefer sporty driving at the time of cornering. Can be determined.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the second aspect of the invention, the determination means has a driving preference if the average value of the detected lateral acceleration is equal to or greater than a predetermined acceleration. Means for determining a sporty preference are included.

  According to the fifth invention, the lateral acceleration (G value) at the time of cornering is detected a predetermined number of times and the average value thereof is calculated, and since this average value is equal to or higher than the predetermined acceleration, It can be determined that the driver tends to prefer sporty driving during cornering.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of the third aspect of the invention, the determination means has a driving preference when the detected opening degree of the accelerator pedal is equal to or larger than a predetermined opening degree. Means for determining a sporty preference are included.

  According to the sixth invention, the accelerator opening at the time of cornering is detected, and since this value is equal to or greater than the predetermined accelerator opening, it is determined that this driver tends to prefer sporty driving at the time of cornering. can do.

  In the vehicle control apparatus according to the seventh invention, in addition to the configuration of the third invention, the determination means has an average value of the detected opening degree of the accelerator pedal equal to or larger than a predetermined opening degree. Means for determining that the driving preference is a sporty preference is included.

  According to the seventh invention, the accelerator opening at the time of cornering is detected a predetermined number of times and the average value is calculated, and since this average value is equal to or greater than the predetermined accelerator opening, It can be determined that the person tends to prefer sporty driving during cornering.

  In addition to the configuration of any one of the first to seventh inventions, the vehicle control device according to the eighth invention includes a recognition unit for recognizing the driver of the vehicle, and information related to a determination result by the determination unit, Storage means for distinguishing and storing the recognized driver. The control means includes means for controlling the automatic transmission based on the information stored in the storage means when information relating to the determination result is stored in the storage means for the current driver.

  According to the eighth aspect of the invention, whether a driver wants to run sporty during cornering differs for each driver who drives the vehicle. For this reason, for example, the driver is recognized by an in-vehicle camera or the like. Whether or not there is a tendency to prefer sporty driving during cornering and the degree thereof are stored separately for each driver. In this way, a request for sporty travel during cornering can be realized for each driver by controlling the automatic transmission.

  A vehicle control apparatus according to a ninth aspect of the invention further includes drive source control means for controlling the drive source of the vehicle based on driving preference in addition to the configuration of any one of the first to seventh aspects of the invention.

  According to the ninth aspect of the present invention, if the driver, for example, driving the engine, which is a driving source of the vehicle, is determined to prefer a sporty driving during cornering, the driving force does not decrease. Can be.

  In addition to the structure of the ninth invention, the vehicle control apparatus according to the tenth invention is a recognition device for recognizing the recognition means for recognizing the driver of the vehicle and the information on the result of the determination by the determination device. Storage means for distinguishing and storing these. The drive source control means includes means for controlling the drive source based on the information stored in the storage means when information relating to the determination result is stored in the storage means for the current driver.

  According to the tenth invention, whether a driver wants to run sporty differs during cornering for each driver who drives the vehicle. For this reason, the driver is recognized by, for example, an in-vehicle camera. Whether or not there is a tendency to prefer sporty driving during cornering and the degree thereof are stored separately for each driver. If it does in this way, the request | requirement of the sporty driving | running | working at the time of cornering for every driver | operator is realizable by controlling a drive source.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A power train of a vehicle including a control device according to an embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. Note that the present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) are required. The hydraulic circuit is controlled so as to be engaged and released corresponding to each gear stage. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT_ECU 1020 that controls the automatic transmission 300.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve, the on-off solenoid valve, etc. of the hydraulic circuit of the automatic transmission 300 are controlled, and friction is established so as to constitute a predetermined shift gear stage (for example, first speed to fifth speed). The engagement element is controlled to be engaged and released.

  The ECT_ECU 1020 receives a signal representing the current vehicle position from the navigation system 2200 and an image signal of the driver's head from the in-vehicle camera 2300 or a signal after digitally processing the image signal. ECU 1000 has a memory in which various data and programs are stored.

  ECT_ECU 1020 receives forward vehicle information including distance information from the millimeter wave radar 2400 with respect to the vehicle ahead of this vehicle. Based on this forward vehicle information, the ECT_ECU 1020 determines whether there is another vehicle ahead of the host vehicle, and if there is another vehicle ahead, the ECT_ECU 1020 determines the distance between the other vehicle and the host vehicle. Perform detection. The ECT_ECU 1020 receives a signal indicating a lateral G value that is a lateral acceleration acting on the vehicle during cornering from the lateral G sensor 2800.

  With reference to FIG. 2, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 1020 recognizes the driver with in-vehicle camera 2300. At this time, for example, image processing is performed on the in-vehicle camera 2300 side or the ECT_ECU 1020 side, the driver is identified from the captured head or face pattern recognition, and the driver identification information stored in the memory is read. At this time, the driver identification information is newly stored in the memory for the driver specified for the first time.

  In S200, ECT_ECU 1020 acquires vehicle current position information from navigation system 2200. At S300, ECT_ECU 1020 determines whether or not the position of this vehicle is the position before the corner with respect to the current position acquired from navigation system 2200. If it is before the corner (YES in S300), the process proceeds to S400. If not (NO in S300), the process returns to S200.

  In S400, ECT_ECU 1020 acquires the forward vehicle information from millimeter wave radar 2400. In S500, ECT_ECU 1020 determines whether or not a vehicle is detected ahead based on forward vehicle information input from millimeter wave radar 2400. If a vehicle is detected ahead (YES in S500), this process ends. If not (NO in S500), the process proceeds to S600. Even when a vehicle is detected ahead, the process may be shifted to S600 if the inter-vehicle distance between the vehicle and the host vehicle is equal to or greater than a predetermined distance.

  In S600, ECT_ECU 1020 detects the lateral G value based on a signal indicating the cornering acceleration (lateral G value) input from lateral G sensor 2800. In S700, ECT_ECU 1020 calculates an average lateral G value using the detected lateral G value for each recognized driver. At this time, it is assumed that the number of samples for calculating the average value is predetermined.

  In S800, ECT_ECU 1020 determines whether or not the average lateral G value is equal to or greater than a predetermined threshold value. If average lateral G value is equal to or greater than a predetermined threshold value (YES in S800), the process proceeds to S900. Otherwise (NO in S800), this process ends.

  In S900, ECT_ECU 1020 stores a sporty preference degree in a memory for each driver. At this time, the degree of sporty preference may be determined by either “sporty preference” or “no sporty preference”, or a plurality of threshold values may be determined in advance and based on those threshold values. Alternatively, it may be determined and stored in a plurality of degrees (“sporty degree high”, “sporty degree medium”, “sporty degree low”, “no sporty degree”). In any case, the sporty preference degree determined for each driver is stored in the memory.

  In S1000, ECT_ECU 1020 controls the vehicle based on the degree of sporty preference in cornering of the driver stored in the memory. That is, the shift parameter in the navigation cooperative control is changed based on the sporty preference degree. For example, depending on the driver's sporty preference level, the downshift gear is set to a lower speed side, or the downshift timing is further advanced. At this time, it is determined based on the degree of sportiness how much the low-speed side is shifted down and how much the timing is advanced.

  Further, not only the automatic transmission 300 but also the engine 100 may be controlled. That is, in order to express the sporty driving required by the driver, the opening degree of the electronic throttle of the engine 100 is adjusted so as to open even if the accelerator opening degree is the same so as to give driving force to the vehicle. Also good.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver is seated in the driver's seat of the vehicle and the ignition switch of the vehicle is turned on, for example, the vehicle control system including the ECU 1000 is activated, and the navigation system 2200, the in-vehicle camera 2300, the millimeter wave radar 2400, and the lateral G sensor 2800 are activated. Starts operating.

  Until the ignition switch is turned off, current position information indicating the current position of the vehicle is input from the navigation system 2200 to the ECT_ECU 1020, and the driver imaged by the in-vehicle camera 2300 is recognized by the ECT_ECU 1020, or the driver is detected from the in-vehicle camera 2300. Is input to the ECT_ECU 1020, the vehicle information ahead of the vehicle from the millimeter wave radar 2400 is input to the ECT_ECU 1020, or the lateral acceleration (lateral G acting on the own vehicle during cornering from the lateral G sensor 2800). Value) is input to the ECT_ECU 1020.

  While the vehicle is traveling, if navigation system 2200 determines that the vehicle is in front of the corner based on the current position information (YES in S300), forward vehicle based on the forward vehicle information input from millimeter wave radar 2400 The presence of the vehicle is detected. If the presence of another vehicle is not detected in front of the host vehicle (NO in S500), cornering acceleration (lateral G value) is detected (S600).

  Using the detected lateral G value, an average lateral G value is calculated with a predetermined number of samples (S700). If the average lateral G value is equal to or greater than a predetermined threshold (YES in S800), the degree of sporty preference for each driver is stored in the memory.

  In such a case, the vehicle is controlled so as to realize sporty traveling during cornering (S1000). If the cornering control is different for each driver, the vehicle power characteristics (how to feel the lateral G value received) differ during cornering depending on the driver's preference and skill level. Comfortable cornering control can be realized every time.

  In the corner, the parameters in the navigation cooperative control are changed so that the driving force of the vehicle is not reduced. For example, downshift control is performed to a lower speed shift gear, or shift control is performed so as to advance the downshift timing.

  Further, at this time, the throttle opening degree of the engine 100 is controlled with respect to the accelerator opening degree for a driver having a strong sporty taste who performs the throttle opening degree adjusting control of the engine 100 and allows a large cornering acceleration (lateral G value). Sufficient power performance may be realized by opening the door so that the driving force of the vehicle does not decrease.

  As described above, according to the ECT_ECU which is the vehicle control device according to the present embodiment, the driver's driving preference (whether or not to accept a strong lateral G) during cornering is determined, and driving is performed. Remember for each person. When the driver has a driving preference that allows the driver to receive a strong lateral G (sporty driving preference), the driving force of the vehicle is reduced during cornering in an automatic transmission that is coordinated with the navigation device. In order to avoid this, for example, a downshift to a lower speed shift gear or a downshift at an earlier timing is performed. Further, in engine control, the electronic throttle may be opened to make it feel like it is. In this way, when the driver has a sporty driving preference, a vehicle control device that can reflect the driving preference of the driver during cornering can be provided.

  That is, when this driving preference is reflected in the navigation cooperative control and approaches the corner in advance, the engine and the automatic transmission can be controlled so that the driving force of the vehicle does not decrease. As a result, it is possible to provide a vehicle control device that can realize the sporty travel required by the driver during cornering.

  In the above-described embodiment, the driver's sporty preference degree is determined based on the lateral G value detected by the lateral G sensor 2800 during cornering, but the present invention is not limited to this. For example, an accelerator opening sensor may be provided instead of the lateral G sensor 2800, and the driver's sporty preference degree may be determined based on the accelerator opening detected by the accelerator opening sensor during cornering. Furthermore, instead of the accelerator opening sensor, a sensor that detects the steering angle of the driver's steering wheel is provided, and the driver's sporty preference is determined based on the relationship between the corner curvature detected by the navigation device and the steering wheel steering angle. You may make it determine.

  In the above-described embodiment, the degree of sporty preference of the driver is determined when no vehicle is detected in front of the host vehicle. However, the present invention is not limited to this. For example, the driver's sporty preference degree may be determined when the inter-vehicle distance between the host vehicle and the forward traveling vehicle is equal to or greater than a predetermined distance and the inter-vehicle distance is large. Furthermore, the driver's sporty preference degree may be determined only when the vehicle speed is equal to or higher than a predetermined value.

  The embodiment disclosed this time should be considered as illustrative in all points. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on embodiment of this invention.

Explanation of symbols

100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 2200 navigation system, 2300 in-vehicle camera, 2400 millimeter wave radar, 2800 lateral G sensor.

Claims (10)

A navigation device for obtaining information on the travel location of the vehicle;
Control means for controlling the automatic transmission to shift based on information from the navigation device;
Forward monitoring means for monitoring the front of the vehicle;
Determination means for determining the driving preference of the driver of the vehicle at the time of cornering when there is no other vehicle in front of the vehicle or when the distance between the vehicle and the other vehicle is a predetermined distance or more. Including
The control means includes a means for controlling the automatic transmission based on the determined driving preference. The determination means includes
Means for detecting lateral acceleration acting on the vehicle when cornering when no other vehicle is present in front of the vehicle or when the inter-vehicle distance from the other vehicle is equal to or greater than a predetermined distance; ,
The vehicle control device according to claim 1, further comprising means for determining a driver's driving preference during cornering based on the detected lateral acceleration. The determination means includes
The opening degree of the accelerator pedal operated by the driver of the vehicle when cornering when there is no other vehicle in front of the vehicle or when the inter-vehicle distance from the other vehicle is equal to or greater than a predetermined distance. Means for detection;
The vehicle control device according to claim 1, further comprising means for determining a driver's driving preference during cornering based on the detected accelerator opening.   The vehicle control device according to claim 2, wherein the determination unit includes a unit for determining that the driving preference is a sporty preference when the detected lateral acceleration is equal to or greater than a predetermined acceleration. .   The vehicle according to claim 2, wherein the determination unit includes a unit for determining that the driving preference is a sporty preference when an average value of the detected lateral acceleration is equal to or greater than a predetermined acceleration. Control device.   The vehicle according to claim 3, wherein the determination means includes means for determining that the driving preference is a sporty preference when the detected opening of the accelerator pedal is equal to or greater than a predetermined opening. Control device.   The determination means includes means for determining that the driving preference is a sporty preference when an average value of the detected accelerator pedal opening is equal to or greater than a predetermined opening. The vehicle control device described. The control device includes:
Recognition means for recognizing the driver of the vehicle;
Storage means for distinguishing and storing the recognized driver, information relating to the result of determination by the determination means;
The control means is means for controlling the automatic transmission based on the information stored in the storage means when information on the result of the determination is stored in the storage means for the current driver. The vehicle control device according to claim 1, comprising:   The said control apparatus is a control apparatus of the vehicle in any one of Claims 1-7 further including the drive source control means for controlling the drive source of the said vehicle based on the said driving preference. The control device includes:
Recognition means for recognizing the driver of the vehicle;
Storage means for distinguishing and storing the recognized driver, information relating to the result of determination by the determination means;
The drive source control unit is configured to control the drive source based on the information stored in the storage unit when information on the determination result is stored in the storage unit for the current driver. The vehicle control device according to claim 9, comprising means.

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