JP2020033884A - Control method of vehicle and control device - Google Patents

Abstract

To provide deceleration control which can suppress the lowering of fuel consumption performance and the lowering of a riding comfort.SOLUTION: In the control method of a vehicle for performing acceleration/deceleration control according to an operation amount of an accelerator operator (11) while arranging a deceleration region and an acceleration region in an operation range of the accelerator operator (11), when the operation amount of the accelerator operator (11) enters the deceleration region by a decrease of the operation amount of the accelerator operator (11) in response to a deceleration event, a target deceleration profile is set on the basis of the deceleration event, and the vehicle is decelerated on the basis of the target deceleration profile.SELECTED DRAWING: Figure 1

Description

  The present invention relates to control of a vehicle provided with an accelerator operator having a deceleration region and an acceleration region set in an operation range.

  Patent Literature 1 discloses a system in which an acceleration range and a deceleration range are provided in an operation range of one pedal, and acceleration / deceleration of the vehicle is controlled according to an operation amount of the pedal.

JP 2006-177442 A

  In the system described in the above document, the braking force is determined in accordance with the accelerator operation amount by the driver in a deceleration scene. For this reason, if the timing for operating the pedal and the accelerator operation amount are not appropriate, there is a possibility that the driver cannot perform the deceleration as intended. For example, even if the accelerator operation amount is appropriate, if the operation timing is too early, the vehicle speed will decrease too much before reaching the desired position, and if the operation timing is too late, the vehicle will not operate at the desired speed. Can not be reduced to the desired speed before reaching the position. If the vehicle speed is too low, the driver can operate the pedal again to accelerate and adjust the vehicle speed. If deceleration cannot be made in time, the driver can operate the accelerator again to increase the braking force, thereby reducing the vehicle speed.

  However, the above-described re-operation of the pedal is an unnecessary operation with an appropriate operation timing and operation amount. Further, the acceleration due to the re-operation causes a decrease in the fuel efficiency, and the increase in the braking force due to the re-operation gives the occupant a sense of sudden deceleration, resulting in a decrease in the riding comfort.

  Therefore, an object of the present invention is to provide a deceleration control capable of suppressing a decrease in fuel efficiency and a decrease in ride quality.

  In the vehicle control method according to an aspect of the present invention, the deceleration region and the acceleration region are provided in the operation range of the accelerator operator, and acceleration / deceleration control is performed according to the operation amount of the accelerator operator. Then, when the operation amount decreases in response to the deceleration event, when the operation amount enters the deceleration region, a target deceleration profile is set based on the deceleration event, and the vehicle is decelerated based on the target deceleration profile.

  According to the above aspect, it is possible to suppress a decrease in fuel efficiency and a decrease in ride comfort.

FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. FIG. 2 is a timing chart of the vehicle speed and the accelerator operation amount when executing the deceleration control according to the present embodiment. FIG. 3 is a part of a flowchart showing a control routine of the deceleration control according to the present embodiment. FIG. 4 is another part of the flowchart showing the control routine of the deceleration control according to the present embodiment. FIG. 5 is another part of the flowchart showing the control routine of the deceleration control according to the present embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle 100 in which the control according to the present embodiment is executed.

  As shown in FIG. 1, a vehicle 100 includes an engine 1, a generator 2, a generator inverter 3, a battery 4, a motor inverter 5, an electric motor 6, a driving wheel 7, and a controller 10. . The vehicle 100 supplies electric power generated by the generator 2 using the power of the engine 1 to the battery 4, and drives the drive wheels 7 by rotating the electric motor 6 with the electric power of the battery 4. Is configured as Therefore, in vehicle 100, engine 1 is used not as a power source for running vehicle 100 but as a power source for generating power from generator 2.

  Further, the vehicle 100 includes an accelerator pedal 11 as an accelerator operator in which a deceleration region and an acceleration region are set in an operation range, and acceleration / deceleration control is performed by a controller 10 described later based on the operation amount of the accelerator pedal 11. .

  The engine 1 is a so-called internal combustion engine using gasoline or the like as a fuel, and is mechanically connected to a generator 2 via gears (not shown). The engine 1 is used as a drive source for rotating the generator 2 when charging the battery 4 or the like.

  The generator 2 is configured to generate power by rotating based on motive power from the engine 1 and charge the battery 4. In addition, the generator 2 is also configured to rotate and drive the engine 1 by powering (motoring) by the electric power of the battery 4. The motoring control for rotating the engine 1 using the power of the generator 2 is performed when the engine 1 is cranked at the time of starting the engine or when it is desired to consume power in order to prevent overcharging of the battery. As described above, the generator 2 functions as a so-called motor generator.

  The generator inverter 3 is electrically connected to the generator 2 and the battery 4. The generator inverter 3 is configured to convert AC power generated by the generator 2 into DC power and supply it to the battery 4, and convert DC power output from the battery 4 into AC power and supply it to the generator 2. Have been.

  The motor inverter 5 is electrically connected to the battery 4 and the electric motor 6. The motor inverter 5 converts the DC power output from the battery 4 into AC power and supplies it to the electric motor 6, and converts the AC power regenerated by the electric motor 6 into DC power and supplies it to the battery 4. It is configured.

  The electric motor 6 is driven to rotate by AC power supplied from the motor inverter 5 and transmits driving force to the driving wheels 7. The electric motor 6 is configured to generate electric power when it is rotated by the driving wheels 7 when the vehicle is decelerated or coasted, and to collect the kinetic energy of the vehicle as electric energy in the battery 4. Thus, the electric motor 6 functions not only as a drive motor but also as a regenerative motor.

  The controller 10 includes a microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 10 functions as a control unit that controls operations of various devices such as the engine 1, the generator 2, the generator inverter 3, and the motor inverter 5 by executing a specific program. The controller 10 may not be constituted by one microcomputer but may be constituted by a plurality of microcomputers.

  The controller 10 controls a throttle valve, an injector, a spark plug, and the like of the engine 1 according to a state signal of a rotation speed and a load (torque) of the engine 1, and adjusts an intake air amount, a fuel injection amount, an ignition timing, and the like. I do.

  The controller 10 calculates the state of charge (SOC) of the battery 4 based on the current and voltage at the time of charging and discharging of the battery 4, and uses the calculated SOC information and the like to input the available power and output of the battery 4. Or calculating possible power.

  The controller 10 controls the operation amount of the accelerator pedal 11 (hereinafter, also referred to as “accelerator operation amount”), vehicle state information such as vehicle speed and road gradient, SOC information, inputtable power of the battery 4, and outputable power of the battery 4. Get the information of. Then, based on the acquired information, the controller 10 calculates a motor torque command value for the electric motor 6 and calculates a target generated power to be supplied from the generator 2 to the battery 4 or the electric motor 6. Further, the controller 10 controls the switching of the motor inverter 5 so that the torque of the electric motor 6 becomes the motor torque command value.

  The controller 10 calculates an engine torque command value for the engine 1 and a rotation speed command value for the generator 2 to achieve the target generated power. The controller 10 controls the switching of the generator inverter 3 according to the state of the detected rotation speed of the generator 2 and the like so that the generator rotation speed matches the rotation speed command value.

  Further, an accelerator operation amount sensor 11A, a vehicle speed sensor 12, a front camera 13, a navigation system 14, and a communication device 15 are electrically connected to the controller 10.

  The accelerator operation amount sensor 11A is configured to detect the operation amount of the accelerator pedal 11, in other words, the accelerator opening, and transmit the detected value to the controller 10. The controller 10 controls the driving force or the braking force based on the received operation amount. As the braking force, a regenerative braking force, which is a braking force using electric power generated by the electric motor 6, is mainly used. In this embodiment, a case where the foot-operated accelerator pedal 11 is used will be described. However, the present invention is not limited to this. For example, an accelerator operator operated by hand may be used.

  Further, vehicle 100 may further include a friction brake system operated by hydraulic pressure generated by a hydraulic pump, and a brake pedal for operating the friction brake system.

  The vehicle speed sensor 12 is configured to detect the number of rotations of a wheel or a shaft of a power transmission system, and transmit a detected value to the controller 10. The controller 10 calculates the vehicle speed based on the value detected by the vehicle speed sensor 12.

  The front camera 13 is configured to capture an image of a predetermined area in front of the vehicle and transmit image data of the captured image to the controller 10.

  The navigation system 14 includes a storage device 14A that stores map data and a travel history, an arithmetic device 14B that calculates a travel route to the input destination, a required time to the destination, and the like, and displays a map and a travel route. And a display device 14C.

  The communication device 15 is configured to be able to communicate with a data center 16 outside the vehicle. The information with which the communication device 15 communicates with the data center 16 is, for example, traffic congestion information.

  As described above, the vehicle 100 is subjected to acceleration / deceleration control according to the accelerator operation amount. That is, the regenerative braking force is generated by the electric motor 6 when the accelerator operation amount is in the deceleration region, and the driving force is generated by the electric motor 6 when the accelerator operation amount is in the acceleration region. The magnitude of the regenerative braking force is preset according to the accelerator operation amount, and becomes maximum when the accelerator operation amount is zero.

  By the way, the timing of operating the accelerator pedal 11 and the accelerator operation amount after the driver recognizes the deceleration event vary depending on the driver.

  Here, the deceleration event is a point or an object that requires deceleration or stopping. For example, a stop signal, a stop line, a railroad crossing, a tollgate, a curve, a change in vehicle speed limit, and the like. In addition, a vehicle traveling ahead of the own vehicle at a lower vehicle speed than the own vehicle is also included in the deceleration event. When there is such a deceleration event, the vehicle needs to stop at a predetermined position corresponding to the deceleration event, or end deceleration to the predetermined position.

  The variation in the operation of the accelerator pedal by the driver will be described with reference to FIG. In the following description, the “deceleration profile” means at least one of deceleration start timing and deceleration (braking force).

  FIG. 2 is a timing chart of the vehicle speed and the accelerator operation amount when executing the deceleration control for stopping at the stop position L4 from the state where the vehicle is running at the accelerator operation amount APO1 at the vehicle speed V1. Here, it is assumed that the driver who has recognized the deceleration event changes the accelerator operation amount from APO1 to zero.

  The pedal operation that releases the foot from the accelerator pedal 11 to reduce the accelerator operation amount to zero is referred to as a foot release operation. Further, a pedal operation performed to adjust the deceleration of the vehicle 100 so that the accelerator operation amount after the operation is greater than zero and within the deceleration region is referred to as a foot release operation to distinguish it from a foot release operation.

  In FIG. 2, it is assumed that the driver has recognized the deceleration event at the position L0. The deceleration event here is a traffic light at the position L4.

  In this case, when the foot release operation is performed at the position L2 as shown by the solid line D, the vehicle decelerates at a deceleration corresponding to the braking force when the accelerator operation amount is zero as shown by the solid line A, and stops at the position L4. be able to. In the deceleration profile shown by the solid line A, the deceleration increases when the vehicle speed approaches zero. However, when a general driver decelerates by the conventional brake pedal operation, the brake pedal is further depressed immediately before stopping. It simulates the characteristic of stepping on.

  However, when the position where the foot release operation is performed is a position L1 before the position L2 as indicated by the broken line E, the vehicle speed becomes zero before reaching the position L4 as indicated by the broken line B. . In this case, if the driver accelerates the vehicle by depressing accelerator pedal 11 again, the vehicle can travel to position L4. However, if the deceleration start timing is appropriate, unnecessary acceleration is consumed by unnecessary acceleration, so that fuel consumption performance is reduced. That is, if the timing at which the foot release operation is performed is earlier than the appropriate timing, re-acceleration is required, which leads to a reduction in fuel consumption performance.

  In addition, when the position where the foot release operation is performed is a position L3 closer to the position L4 than the position L2 as indicated by the dashed line F, the vehicle speed does not become zero by the position L4 as indicated by the dashed line C. . In this case, if the driver operates the friction brake system to increase the braking force, the vehicle can be stopped at the position L4. However, by increasing the braking force, the posture change (pitching) of the vehicle becomes large, and there is a possibility that an occupant including the driver may have an impression that riding comfort is poor. That is, if the timing of performing the foot release operation is later than the appropriate timing, an additional deceleration operation is required, and the ride comfort is deteriorated.

  Further, if an operation such as the re-acceleration or the use of the friction brake system described above is required every time the deceleration control is performed, the driver's impression of the operability of the system for performing the acceleration / deceleration control using only the accelerator pedal may be deteriorated. If the driver can switch between a mode in which acceleration / deceleration control is performed only with the accelerator pedal and a mode in which acceleration control is performed with the accelerator pedal and deceleration control is performed with the brake pedal, the above-described impression deteriorates, There is a possibility that the mode for performing the acceleration / deceleration control only with the accelerator pedal may not be selected. As a result, the amount of regenerative electric power at the time of deceleration decreases, and the fuel efficiency may decrease.

  Therefore, the controller 10 of the present embodiment can stop the vehicle at the target position or change the target position to the target speed without performing the above-described additional operation even if the timing of the pedal operation by the driver and the accelerator operation amount vary. The deceleration of the vehicle is controlled so that the vehicle can pass by. Specifically, a target deceleration profile according to a deceleration event is set, and a braking force according to the accelerator operation amount is corrected based on the target deceleration profile. Hereinafter, this deceleration control will be described.

  Although FIG. 2 shows a case where the vehicle is stopped by a foot release operation, the same applies to a case where the vehicle is decelerated by a foot return operation. In the case of the foot return operation, the vehicle speed at the position L4 is larger than zero, and the deceleration has a magnitude corresponding to the braking force determined according to the accelerator operation amount after the foot return operation.

  3 to 5 are flowcharts showing a control routine of the deceleration control executed by the controller 10. These control routines are programmed in the controller 10 in advance.

  In step S100, the controller 10 acquires surrounding situation information. The surrounding situation information is information related to the surroundings of the own vehicle. For example, based on image data captured by the front camera 13, the presence or absence of a forward vehicle, the distance between vehicles, the presence or absence of an obstacle, and the lighting of a traffic signal in front of the vehicle. Information such as status is included. The surrounding situation information also includes position information such as a stop line, a railroad crossing, a tollgate, and a curve, which can be obtained from the navigation system 14, and the current position of the vehicle. If so-called road-to-vehicle communication is possible, information on the lighting state of the traffic light that can be obtained via the communication device 15 is also included in the surrounding situation information.

  In step S110, the controller 10 determines whether there is a deceleration event ahead based on the surrounding situation information. When the controller 10 determines that there is a deceleration event, it executes the processing of step S120, and when it determines that there is no deceleration event, it returns to the processing of step S100.

  In step S120, the controller 10 determines whether or not the driver has performed a foot releasing operation or a foot returning operation, that is, whether or not the driver has performed a braking operation. Controller 10 executes the process of step S130 if the braking operation is performed, and repeats the process of step S120 until the braking operation is performed if the braking operation is not performed.

  In step S130, the controller 10 determines the type of the driver's braking operation. That is, the controller 10 determines whether the braking operation is a releasing operation or a returning operation. The controller 10 executes the process of step S140 in the case of a foot release operation, and executes the process of step S210 in the case of a foot return operation.

  First, the case of a foot release operation will be described with reference to FIG.

  In step S140, the controller 10 determines the priority performance. Specifically, at the time of the current deceleration, it is determined which of the regeneration efficiency and the drivability is given priority. Note that the drivability here refers to the amount of change in deceleration. And, giving priority to drivability means setting a deceleration profile such that the amount of change in deceleration is small. A small change amount of the deceleration means that the posture change of the vehicle 100 is small. If the change in posture is small, the occupants including the driver feel comfortable. In other words, giving priority to drivability can be translated into giving priority to riding comfort.

  In this step, when the driver selects the eco mode in which the driving mode has the highest priority on the fuel consumption performance, it is determined that the regenerative efficiency is the priority, otherwise, the drivability is the priority. Is determined. If the priority is drivability, the controller 10 executes the process of step S150, and if the priority is regenerative efficiency, the controller 10 executes the process of step S180.

  First, the processing of steps S150 to S170 when drivability is prioritized will be described.

  In step S150, the controller 10 calculates the deceleration when the driving performance is prioritized. Specifically, the upper limit of the deceleration that the occupant including the driver can tolerate is obtained in advance by an experiment or the like, and a lower deceleration is set. Note that the deceleration set here is the deceleration from the start of deceleration until the deceleration is increased immediately before the vehicle stops, as described with reference to FIG.

  In step S160, the controller 10 sets a target deceleration profile when drivability is prioritized.

  Here, a method of setting the target deceleration profile will be described.

  First, the controller 10 calculates the position of the deceleration event from the surrounding situation information acquired in step S100. Then, the controller 10 calculates the deceleration start position at which the vehicle speed becomes the target vehicle speed in the deceleration event if the vehicle decelerates at the deceleration calculated in step S150. The deceleration start position and the deceleration thus calculated are the target deceleration profile. In the target deceleration profile set in this step, when the vehicle stops, the deceleration is increased immediately before the stop as described with reference to FIG.

  When the current position of the own vehicle is closer to the deceleration event than the deceleration start position calculated as described above, the current position is set as the deceleration start position, and the deceleration is increased so as to reach the target vehicle speed in the deceleration event. Set the target deceleration profile. Increasing the deceleration may give the occupant a sense of sudden deceleration, but here priority is given to achieving the target speed in the deceleration event.

  After setting the target deceleration profile as described above, in step S170, the controller 10 causes the electric motor 6 to generate a regenerative braking force based on the target deceleration profile. For example, in FIG. 2, when the deceleration event is a traffic light in the red lighting state at the position L4 and the foot release operation is performed at the position L1, the controller 10 sets the target deceleration profile indicated by the solid line A. Then, the controller 10 travels at a constant speed to a position L2 which is a deceleration start position set in the target deceleration profile, and starts deceleration at the position L2. When the foot release operation is performed at the position L3, the controller 10 sets a target deceleration profile indicated by a solid line C ', and starts deceleration at the position L3.

  If the position where the foot release operation is performed is the position L1, the target deceleration profile may be set such that the deceleration is smaller than the deceleration set in step S150 and the deceleration start position is the position L1. This is because drivability (ride comfort) is further improved by reducing the deceleration.

  Next, the processing of steps S180 to S200 when the regeneration efficiency is prioritized will be described.

  In step S180, the controller 10 calculates the deceleration when giving priority to the regeneration efficiency based on the regeneration efficiency map of the electric motor 6. Since the regenerative efficiency tends to increase in an operation region where the regenerative braking force is large, the deceleration set in step S180 is larger than the deceleration set in step S150.

  In step S190, the controller 10 sets a target deceleration profile based on the deceleration set in step S180. The processing in this step is the same as the processing in step S160 except for the magnitude of the deceleration, and thus the description is omitted.

  In step S200, the controller 10 causes the electric motor 6 to generate a regenerative braking force based on the target deceleration profile set in step S190. Since this step is the same as the processing of step S170, the description is omitted.

  Next, the case of a foot return operation will be described with reference to FIG.

  Also in the case of a foot return operation, the priority performance is determined, the deceleration according to the priority performance is calculated, the target deceleration profile is set based on the deceleration event, and the braking force is generated based on the target deceleration profile. This is the same as in the case of the foot release operation. That is, steps S210 to S230, S250, S260 to S270, and S290 in FIG. 5 are the same as steps S140, S150 to S160, S170, S180 to S190, and S200 in FIG. 4, respectively. However, in the case of the foot returning operation, after setting the target deceleration profile (steps S230 and S270), the controller 10 performs a deceleration correction calculation (steps S240 and S280) described below.

  Here, the deceleration correction calculation performed by the controller 10 in steps S240 and S280 will be described.

  In the case of the foot returning operation, a deceleration occurs according to the magnitude of the accelerator operation amount after the operation, but this deceleration does not always match the deceleration calculated in step S220 or S260. If they do not match, the vehicle cannot be decelerated according to the target deceleration profile set in step S230 or S270. Therefore, the controller 10 performs a correction for eliminating a difference between the deceleration determined from the accelerator operation amount and the deceleration calculated in step S220 or S260. For example, the difference between the deceleration determined from the accelerator operation amount and the deceleration calculated in step S220 or S260 is set as a correction amount, and this correction amount is added to the deceleration determined from the accelerator operation amount.

  By performing the deceleration correction calculation as described above, the deceleration according to the target deceleration profile can be performed.

  When the correction in this step is performed, the deceleration differs for each deceleration event even with the same accelerator operation amount. Therefore, as the correction amount increases, the driver is more likely to feel uncomfortable. Therefore, in order to suppress discomfort, the upper limit of the correction amount may be limited.

  As described above, in the present embodiment, the deceleration area and the acceleration area are provided in the operation range of the accelerator pedal 11, and the acceleration / deceleration control is executed according to the operation amount of the accelerator pedal 11. When the amount of operation of the accelerator pedal 11 decreases in response to the deceleration event, the target deceleration profile is set based on the deceleration event when the amount of operation of the accelerator pedal 11 enters the deceleration region. The vehicle is decelerated based on. This eliminates the need for the driver to re-operate the accelerator pedal 11 during deceleration, thereby suppressing a reduction in fuel efficiency and a reduction in ride quality. Further, it is possible to stop the vehicle accurately at a desired position and to finish the deceleration to the desired position without giving a feeling of strangeness to the driver. As a result, even if the driver can select whether or not to execute the deceleration control according to the present embodiment, an improvement in the probability that the driver selects to execute the deceleration control according to the present embodiment can be expected. That is, the probability of obtaining the above effects is improved.

  In the present embodiment, a deceleration start timing, a target deceleration, and a target vehicle speed are set as the target deceleration profile. Thereby, an appropriate target deceleration profile can be set according to the deceleration event.

  In the present embodiment, when a foot return operation in which the decreased operation amount of the accelerator pedal 11 is larger than zero is performed, a braking force determined according to the operated amount of the accelerator pedal 11 after the operation is determined based on the target deceleration profile. to correct. As a result, the vehicle is decelerated at a more appropriate deceleration, and the amount of regeneration by the electric motor 6 can be secured.

  In the present embodiment, when a foot release operation in which the operation amount of the accelerator pedal 11 after the decrease is zero is performed, at least one of the deceleration start timing and the deceleration is controlled after the operation of the accelerator pedal 11. As a result, the vehicle is decelerated at a more appropriate deceleration, and the amount of regeneration by the electric motor 6 can be secured.

  In the present embodiment, the deceleration event includes a point or an object requiring a stop and a point or an object requiring a deceleration to a predetermined vehicle speed. Thus, it is possible to cope with a deceleration event that occurs while the vehicle is running.

  In the present embodiment, the target deceleration of the target deceleration profile is set based on the priority performance during deceleration. When drivability is prioritized, the target deceleration is set so that the fluctuation of the deceleration is equal to or less than a preset threshold. Further, when priority is given to energy regeneration, the target deceleration is set based on the regeneration efficiency of the regeneration motor. As a result, an appropriate deceleration according to the priority performance is set, so that a reduction in fuel consumption performance or a reduction in riding comfort can be more appropriately suppressed.

  It is needless to say that the present invention is not limited to the above embodiments, and various changes can be made within the scope of the technical idea described in the claims.

DESCRIPTION OF SYMBOLS 1 Engine 2 Generator 3 Generator inverter 4 Battery 5 Motor inverter 6 Electric motor 7 Drive wheel 10 Controller 11 Accelerator pedal

Claims (10)

A control method for a vehicle, wherein a deceleration area and an acceleration area are provided in an operation range of an accelerator operator, and acceleration / deceleration control is performed in accordance with an operation amount of the accelerator operator,
When the manipulated variable decreases in response to the deceleration event, and the manipulated variable enters the deceleration area,
Setting a target deceleration profile based on the deceleration event,
A vehicle control method for decelerating a vehicle based on the target deceleration profile. The control method for a vehicle according to claim 1,
A vehicle control method, wherein a deceleration start timing, a target deceleration, and a target vehicle speed are set as the target deceleration profile. The vehicle control method according to claim 1 or 2,
When the foot return operation in which the operation amount after the decrease is larger than zero is performed,
A control method of a vehicle, wherein a braking force determined according to the operation amount after the operation is corrected based on the target deceleration profile. The control method for a vehicle according to any one of claims 1 to 3,
When the foot release operation in which the operation amount after the decrease becomes zero is performed,
A control method for a vehicle, comprising controlling at least one of a deceleration start timing and a deceleration after the operation of the accelerator operator. The vehicle control method according to any one of claims 1 to 4,
The vehicle control method, wherein the deceleration event includes a point or an object that needs to be stopped. The control method for a vehicle according to any one of claims 1 to 5,
The vehicle control method, wherein the deceleration event includes a point or an object that requires deceleration to a predetermined vehicle speed. The control method for a vehicle according to any one of claims 1 to 6,
A control method for a vehicle, wherein a target deceleration of the target deceleration profile is set based on a priority performance during deceleration. The vehicle control method according to claim 7,
If you prioritize drivability during deceleration,
A control method for a vehicle, wherein the target deceleration is set such that the fluctuation of the deceleration is equal to or less than a preset threshold. The vehicle control method according to claim 7,
When giving priority to energy regeneration during deceleration,
A vehicle control method, wherein the target deceleration is set based on a regeneration efficiency of a regeneration motor. An accelerator operator with a deceleration area and an acceleration area set in the operation range,
A control unit that performs acceleration / deceleration control in accordance with the operation amount of the accelerator operator,
In a vehicle control device comprising:
The control unit includes:
When the manipulated variable decreases in response to the deceleration event, and the manipulated variable enters the deceleration area,
Setting a target deceleration profile based on the deceleration event,
A vehicle control device that decelerates the vehicle based on the target deceleration profile.

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