JP6996658B2 - Vehicle control system - Google Patents

Description

The present disclosure relates to a vehicle control system having a first wheel and a second wheel located at a different position from the first wheel.

As a related technique, a vehicle control system having motors (rotary electric machines) for each of the front wheels and the rear wheels is known (for example, Japanese Patent Application Laid-Open No. 2019-88093). In the vehicle control system of Japanese Patent Application Laid-Open No. 2019-88093, the speeds of the front wheels and the rear wheels are calculated from the average rotation speeds of the front motor that drives the left and right front wheels and the rear motor that drives the left and right rear wheels. .. In this vehicle control system, the calculated difference between the speeds of the front wheels and the rear wheels is obtained, and if the difference is larger than a predetermined value, the speed of the vehicle is reset using the speed of the wheel having the smaller speed. After that, it is determined whether any of the wheels is idling based on the reset vehicle speed. The vehicle control system of Japanese Patent Application Laid-Open No. 2019-88093 accurately determines the presence or absence of slipping by such control.

The vehicle control system of Japanese Patent Application Laid-Open No. 2019-88093 does not disclose the case where the motor is regenerated to stop the vehicle. When the motor is regenerated to stop the vehicle, it is preferable to regenerate the motor until the vehicle is completely stopped.

However, there is a difference in the input (disturbance) received by each wheel due to the difference in the road surface condition on which each wheel touches the ground until the vehicle completely stops. This causes a difference in the speed of each wheel. In particular, at an extremely low vehicle speed immediately before the vehicle completely stops, the influence of the input received from the road surface becomes large. This may increase the difference in speed between the wheels.

Further, in order to regenerate the motor and completely stop the vehicle, it is necessary to adjust the power running and regeneration of the motor immediately before the vehicle completely stops. Therefore, if the difference in speed between the wheels is large, extra power running is generated in the motor. This has the problem of consuming extra energy.

The present disclosure provides a vehicle control system capable of stopping a vehicle while suppressing extra power running of a rotary electric machine.

According to one aspect of the present disclosure, the vehicle control system according to the present disclosure is a vehicle control system having a first wheel and a second wheel located behind the first wheel. The vehicle control system includes a first rotary electric machine, a second rotary electric machine, and a control unit. The first rotary electric machine drives the first wheel. The second rotary electric machine drives the second wheel. The control unit uses the first speed of the first wheel as the torque control speed of the first rotary electric machine and the second speed of the second wheel as the torque control speed of the second rotary electric machine. The required torque of each of the second rotary electric machines is controlled. When the speed of the vehicle based on the first speed and the second speed is equal to or less than the predetermined speed and the accelerator is off, the control unit determines the absolute value of the first speed and the absolute value of the second speed, which is smaller than the absolute value. The required torque is calculated by using the speed as the common torque control speed of the first rotary electric machine and the second rotary electric machine. The control unit controls the first rotary electric machine and the second rotary electric machine based on the calculated required torque to perform stop control for stopping the vehicle.

According to the vehicle control system of the present disclosure, the control unit calculates the torque to be required for each rotary electric machine by using the smaller of the absolute value of the first speed and the absolute value of the second speed. As a result, the control unit can calculate the torque to be required for each rotary electric machine by using the speed closer to zero among the speeds calculated from the rotation speeds of each rotary electric machine. That is, just before the vehicle stops, the actual speed of the vehicle is close to zero, and the speed closer to zero among the speeds calculated from the rotation speeds of each rotary electric machine is less affected by the disturbance. If the torque required for each rotary electric machine is calculated using a speed that is less affected by disturbance, the torque required for regeneration can be calculated accurately. As a result, it is possible to provide a vehicle control system capable of stopping the vehicle while suppressing the extra power running of the rotary electric machine.
Further, the control unit can suppress extra power running at a vehicle speed at which each wheel is susceptible to disturbance, for example, by a configuration in which stop control is performed when the speed of the vehicle becomes a predetermined speed or less.

According to another aspect of the present disclosure, the control unit may repeatedly control the power running and regeneration of the first rotary electric machine and the second rotary electric machine to stop the vehicle. According to this configuration, the vehicle can be completely stopped only by the rotary electric machine.

According to another aspect of the present disclosure, the control unit may terminate the stop control when the stop of the vehicle is completed. According to this configuration, it is possible to prevent the control unit from applying torque to each rotary electric machine due to the influence of the disturbance input to each wheel while the vehicle is stopped. That is, after the vehicle has been stopped, the stop control can be terminated to suppress extra power running.

According to another aspect of the present disclosure, the vehicle control system may further include a braking section. The braking unit brakes the first wheel and the second wheel by friction. The control unit may end the stop control when the braking unit operates. According to this configuration, when the braking force is applied to the wheels by the braking unit, the stop control is terminated and the vehicle is stopped by the braking force of the braking unit.

According to another aspect of the present disclosure, the vehicle control system may further include an accelerator position detector. The accelerator position detecting unit may detect the depressed position of the accelerator pedal. The control unit may end the stop control when the accelerator pedal is depressed.

According to this configuration, the control unit ends the stop control depending on whether or not the accelerator pedal is depressed. As a result, when the power running of each rotary electric machine is performed by the instruction from the accelerator pedal, the stop control can be prevented.

FIG. 1 is a block diagram showing a schematic configuration of a vehicle control system according to an embodiment of the present invention. FIG. 2 is a diagram showing a control flow of a control unit according to an embodiment of the present invention. FIG. 3 is a diagram showing values measured by vehicle speed sensors for front wheels and rear wheels according to an embodiment of the present invention. FIG. 4 is a diagram showing an example of motor output (torque) when a common torque control vehicle speed according to an embodiment of the present invention is used.

Hereinafter, one embodiment of the present disclosure will be described with reference to the drawings.

FIG. 1 is a block diagram showing a schematic configuration of a control system 2 of a vehicle 1 according to an embodiment of the present disclosure. The control system 2 of the vehicle 1 of the present embodiment includes a front motor (an example of a first rotary electric machine) 4, a rear motor (an example of a second rotary electric machine) 6, a control unit 8, and a braking device (an example of a braking unit). A 10 and an accelerator position sensor (an example of an accelerator position detecting unit) 18a are provided.

The vehicle 1 is a vehicle 1 having a plurality of wheels including a front wheel 12 (an example of a first wheel) and a rear wheel (an example of a second wheel) 14. In the present embodiment, the vehicle 1 is a four-wheeled vehicle having a pair of left and right front wheels 12 and a pair of left and right rear wheels 14.

The front motor 4 drives the front wheels 12 via a speed reducer (not shown) and a front drive shaft 12a. The rear motor 6 drives the rear wheels 14 via a speed reducer (not shown) and a rear drive shaft 14a. As described above, the vehicle 1 of the present embodiment is an electric four-wheel drive vehicle in which the front wheels 12 and the rear wheels 14 at different positions are driven by the front motor 4 and the rear motor 6, respectively.

The front motor 4 and the rear motor 6 are connected to the front motor control unit 4a and the rear motor control unit 6a via the PN line (power line) 22 . Further, the front motor 4 and the rear motor 6 are mounted on the vehicle 1 and supplied with electric power from the drive battery 16 via the front motor control unit 4a and the rear motor control unit 6a. The front motor control unit 4a and the rear motor control unit 6a include a motor driver. The front motor control unit 4a and the rear motor control unit 6a convert the direct current output from the drive battery 16 into a three-phase alternating current and supply it to the front motor 4 and the rear motor 6, thereby supplying the front motor 4 and the rear motor 6 to the front motor 4 and the rear motor 6. To force. Further, the front motor control unit 4a and the rear motor control unit 6a include a regenerative circuit. The front motor control unit 4a and the rear motor control unit 6a regenerate the front motor 4 and the rear motor 6 to generate electric power, convert the generated electric power into direct current, and supply the generated electric power to the drive battery. That is, in the present embodiment, the front motor 4 and the rear motor 6 are three-phase AC type motor generators. Further, in the present embodiment, the drive battery 16 is a secondary battery composed of a lithium ion battery or the like.

The front motor 4 has a front rotation speed sensor 4c (an example of a first rotation speed detection unit) that detects the rotation speed of the front motor 4. Similarly, the rear motor 6 has a rear rotation speed sensor 6c (an example of a second rotation speed detection unit) that detects the rotation speed of the rear motor 6. Further, each wheel has a vehicle speed sensor 20 that detects the rotation speed of each wheel. The vehicle speed sensor 20 actually detects the rotation speeds of the front drive shaft 12a and the rear drive shaft 14a.

The control unit 8 is a control device for performing comprehensive control of the vehicle 1, and includes an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and the like. The control unit 8 acquires signals from at least the front rotation speed sensor 4c, the rear rotation speed sensor 6c, the accelerator pedal position sensor 18a, and the braking device 10. The accelerator pedal position sensor 18a is provided on the accelerator pedal 18 and detects the depressed position of the accelerator pedal 18. Further, the control unit 8 performs stop control for stopping the vehicle 1 by repeating power running and regeneration of the front motor 4 and the rear motor 6 via the front motor control unit 4b and the rear motor control unit 6b. The control unit 8 is electrically connected to each of these devices and each sensor. Further, the control unit 8 is electrically connected to various devices and various sensors provided in the vehicle 1 such as an air conditioner (not shown) and a vehicle speed sensor 20, and acquires signals from the various devices and various sensors to acquire signals from the vehicle. Various devices are controlled so that 1 is in a desired operating state.

The braking device 10 is provided on each of the pair of left and right front wheels 12 and the pair of left and right rear wheels 14, and applies braking force to each wheel by friction. In the present embodiment, the braking device 10 is a disc type brake. The braking device 10 has a disc rotor 10a fixed to the wheels of each wheel and rotating with each wheel, and a shoe (not shown). The braking device 10 presses the shoe against the disc rotor 10a to generate friction, and applies braking force to the front wheels 12 and the rear wheels 14. However, the braking device 10 may be a drum type brake that presses the shoe against the drum. The braking device 10 has a brake pedal 10b, a brake control device 10c, a brake pedal position sensor 10e, and a caliper (not shown) that is hydraulically pushed out while holding the shoe. The brake pedal position sensor 10e is provided on the brake pedal 10b and detects the depressed position of the brake pedal 10b. The brake pedal 10b, the brake control device 10c, and the caliper (not shown) are connected by a hydraulic pipe 10d provided with a booster or the like. The brake control device 10c includes an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and a hydraulic control valve, and the hydraulic control valve is provided by software included in the storage device. Controls the hydraulic pressure of the hydraulic pipe 10d. Further, the brake control device 10c is electrically connected to the brake pedal position sensor 10e and the control unit 8, acquires signals from the brake pedal position sensor 10e and the control unit 8, and controls the hydraulic pressure of the hydraulic pipe 10d. Controls the amount of shoe extrusion.

Next, an example of a procedure for stopping the vehicle 1 by the control unit 8 will be described with reference to the flowchart of FIG. 2 and FIG. The control unit 8 starts processing when the accelerator pedal 18 is turned off (hereinafter referred to as accelerator off).

Note that FIG. 3 is a diagram showing a value obtained by the control unit 8 calculating the speed of the vehicle 1 from the rotation speed detected by the vehicle speed sensor 20 according to the embodiment of the present disclosure. The solid line in FIG. 3 is the speed of the vehicle 1 calculated by the control unit 8 based on the rotation speed of the front drive shaft 12a (hereinafter, this speed is referred to as the front wheel axle vehicle speed Vf). Further, the broken line in FIG. 3 is the speed of the vehicle 1 calculated by the control unit 8 based on the rotation speed of the rear drive shaft 14a (hereinafter, this speed is referred to as a rear wheel axle vehicle speed Vr).

Further, FIG. 4 shows a change in the common torque control speed Vt used when the control unit 8 calculates the required torque, and a change in the output of the front motor 4 or the rear motor 6 when the common torque control speed Vt is used. It is a figure which shows.

The control unit 8 acquires the current vehicle speed V0 from the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr, and determines whether or not the current vehicle speed V0 is equal to or less than the predetermined speed Vd (S1). When the control unit 8 determines that the current vehicle speed V0 is equal to or less than the predetermined speed Vd (S1 Yes), the control unit 8 proceeds to S2. On the other hand, when the control unit 8 determines that the current vehicle speed V0 is higher than the predetermined speed Vd, the control unit 8 returns the process to the front of S1 (S1 No) and continues the process until the speed becomes equal to or less than the predetermined speed Vd.
The current vehicle speed V0 is expressed by the following mathematical formula.

The control unit 8 determines whether or not the accelerator pedal 18 is on (hereinafter referred to as accelerator on) (S2). When the control unit 8 determines that the accelerator is not on (S2 No ), that is, when the accelerator is maintained, the control unit 8 proceeds to S3 to perform stop control. The following processes from S3 to S10 are stop controls for completely stopping the vehicle 1. On the other hand, if it is determined that the accelerator is on (S2 Yes), the control unit 8 ends the process because the vehicle 1 does not stop.

Here, the predetermined speed Vd is an extremely low vehicle speed (for example, 10 km / h or less) just before the vehicle 1 stops. As shown from time 0 to time td in FIG. 3, there is no difference between the front wheel axle vehicle speed Vf and the rear wheel axle vehicle speed Vr up to the predetermined speed Vd. That is, the influence of the input from the road surface to each wheel is small. Therefore, the control unit 8 controls the front motor 4 and the rear motor 6 by using either the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr up to the predetermined speed Vd.

However, as shown after the time dt, in the case of an extremely low vehicle speed lower than the predetermined speed Vd, the input amount and input timing from the road surface to the front wheels 12 are different from the input amount and input timing from the road surface to the rear wheels 14. That is, the timing and amount of the disturbance are different between the front wheel 12 and the rear wheel 14. This is because the closer the vehicle speed is to zero, the greater the effect of input from the road surface to each wheel. In such a state, the current vehicle speed V0 using the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr is not an accurate value.

Further, at the extremely low vehicle speed immediately before the vehicle 1 completely stops, the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr approaches zero. However, in reality, since the input timings of the disturbances input to the front wheels 12 and the rear wheels 14 are different, the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr has different values. Immediately before the vehicle 1 is completely stopped, the front wheel axle vehicle speed Vf and the rear wheel axle vehicle speed Vr are slightly repeated negative and positive values under the influence of disturbance. Therefore, when the control unit 8 determines that the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr is a positive value, the control unit 8 transmits a negative value required torque to the front motor control unit 4a and the rear motor control unit 6a. Instructs regeneration and causes vehicle 1 to decelerate slightly. On the other hand, when the control unit 8 determines that the front wheel axle vehicle speed Vf or the rear wheel axle vehicle speed Vr is a negative value, the control unit 8 transmits a positive required torque to the front motor control unit 4a and the rear motor control unit 6a to perform power running. Is instructed to slightly accelerate the vehicle 1. In this way, the control unit 8 repeats regeneration and power running to completely stop the vehicle 1. Therefore, when the speed is slightly increased, the power of the drive battery 16 is consumed.

Further, since the control unit 8 repeats regeneration and power running, if the calculation accuracy of the required torque is poor, the regeneration amount overshoots, and power running is required to recover this overshoot. As a result, the front motor 4 and the rear motor 6 further consume the electric power of the drive battery 16. Therefore, the control unit 8 performs the following processes from S3 to S10.

The control unit 8 acquires the rotation speed of the front motor 4 from the front rotation speed sensor 4c, and calculates the first speed V1 based on the acquired rotation speed of the front motor 4 (S3). More specifically, the control unit 8 calculates the first speed V1 from the reduction ratios of the front motor 4 and the front drive shaft 12a stored in advance, the diameter of the front wheels 12, and the like. That is, the first speed V1 is the speed of the vehicle 1 calculated based on the rotation speed of the front motor 4.

Next, the control unit 8 acquires the rotation speed of the rear motor 6 from the rear rotation speed sensor 6c, and calculates the second speed V2 based on the rotation speed of the rear motor 6 (S4). More specifically, the control unit 8 calculates the second speed V2 from the reduction ratios of the rear motor 6 and the rear drive shaft 14a stored in advance, the diameter of the rear wheel 14, and the like. That is, the second speed V2 is the speed of the vehicle 1 calculated based on the rotation speed of the rear motor 6. The processing of S3 and the processing of S4 may be performed at the same time. Further, the control unit 8 may perform the processing of S4 before the processing of S3.

Next, the control unit 8 compares the absolute value of the first speed V1 with the absolute value of the second speed V2 (S5). When the control unit 8 determines that the absolute value of the first speed V1 is smaller than the absolute value of the second speed V2 (S5 Yes), the control unit 8 proceeds to S6. In S6, the control unit 8 selects the first speed V1 as the common torque control speed Vt for calculating the required torque required for the front motor 4 and the rear motor 6. On the other hand, when the control unit 8 determines that the absolute value of the first speed V1 is equal to or higher than the absolute value of the second speed V2 (S5 No), the process proceeds to S10. In S10, the control unit 8 selects the second speed V2 as the common torque control speed Vt for calculating the required torque for the front motor 4 and the rear motor 6.

More specifically, for example, from time t1 to time t2 in FIG. 3, the rear wheel axle vehicle speed Vr is closer to zero than the front wheel axle vehicle speed Vf. In such a case, when the control unit 8 compares the absolute value of the first speed V1 with the absolute value of the second speed V2, the absolute value of the second speed V2 is closer to zero (S5 No). Therefore, the control unit 8 selects the second speed V2 as the common torque control speed Vt (S10).

On the other hand, from time t4 to time t5 in FIG. 3, the front wheel axle vehicle speed Vf is closer to zero than the rear wheel axle vehicle speed Vr. In such a case, when the control unit 8 compares the absolute value of the first speed V1 with the absolute value of the second speed V2, the absolute value of the first speed V1 is closer to zero (S5 Yes). Therefore, the control unit 8 selects the first speed V1 as the common torque control speed Vt (S6). The control unit 8 performs the same processing during the time t2 to t4.

When the absolute value of the first speed V1 and the absolute value of the second speed V2 are the same, the control unit 8 sets the first speed as a speed for calculating the required torque to be required for the front motor 4 and the rear motor 6. Either the speed V1 or the second speed V2 may be selected. That is, the control unit 8 selects a speed close to zero by comparing the absolute value of the first speed V1 with the absolute value of the second speed V2. As a result, the control unit 8 can select a speed that is not affected by the disturbance.

The control unit 8 calculates the required torque to be required for the front motor 4 and the rear motor 6 by using one of the values of the first speed V1 and the second speed V2 selected in S5 as the common torque control speed Vt. S7). More specifically, the control unit 8 calculates the torques of the front motor 4 and the rear motor 6 required to make the vehicle speed of the vehicle 1 zero by using the common torque control speed Vt. When the control unit 8 calculates the required torque, it transmits the required torque to the front motor control unit 4a and the rear motor control unit 6a. The torques of the front motor 4 and the rear motor 6 may be calculated according to, for example, table data determined in advance by conformity. In this case, the table data takes the vehicle speed V0 and the accelerator opening as arguments.

Next, the control unit 8 receives a signal from the braking device 10 as to whether or not the braking device 10 has been activated (S8), and if the braking device 10 has been activated (S8 Yes), the stop control is terminated. As a result, the braking device 10 stops the vehicle 1. On the other hand, if the braking device 10 is not operating (S8 No), the process proceeds to S9.

The control unit 8 determines whether or not the vehicle 1 has completely stopped (S9). More specifically, the control unit 8 determines that the vehicle 1 has completely stopped when both the first speed V1 and the second speed V2 become zero. After the vehicle 1 is completely stopped in this way (S9 Yes) , the control unit 8 terminates the stop control, so that some disturbance acts on each wheel while the vehicle 1 is completely stopped, and the stop control is restarted. It is prevented from being regenerated or powered on each wheel again. On the other hand, if the vehicle 1 is not completely stopped (S9 No) , the control unit 8 returns the process before S1 and continues the process.

As described above, according to the control system 2 of the vehicle 1 of the present embodiment, the control unit 8 compares the absolute value of the first speed V1 with the absolute value of the second speed V2 to obtain a vehicle speed close to zero. Select and calculate the required torque. As shown by the common torque control speed Vt in FIG. 4, the control unit 8 calculates the required torque using the common torque control speed Vt close to zero at any time. As a result, the control unit 8 increases the accuracy of calculating the required torque. As a result, as shown by the output of the front motor 4 or the rear motor 6 in FIG. 4, the overshoot of regeneration and power running becomes small. Therefore, the control unit 8 can suppress extra power running.

On the other hand, if the control unit 8 selects a speed far from zero, the overshoot of regeneration and power running becomes large. As a result, the control unit 8 increases the number of times of extra power running.

Further, according to the control system 2 of the vehicle 1 of the present embodiment, if the braking device 10 does not operate, the control unit 8 repeatedly instructs the front motor control unit 4a and the rear motor control unit 6a to regenerate and run power. The control unit 8 controls the front motor 4 and the rear motor 6 by repeating regeneration and power running in this way to completely stop the vehicle 1. As a result, the control unit 8 can completely stop the vehicle 1 without using the braking device 10. As a result, the control system 2 of the vehicle 1 of the present embodiment can suppress the energy loss due to the braking device 10.

As described above, the present disclosure provides a vehicle control system capable of stopping a vehicle while suppressing extra power running of the front motor 4 and the rear motor 6.

<Other embodiments>
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various changes can be made without departing from the gist of the invention. In particular, the plurality of modifications described in the present specification can be arbitrarily combined as needed.

(A) In the above embodiment, the electric four-wheel drive vehicle has been described as an example, but the present disclosure is not limited to this. The vehicle 1 may be a hybrid electric vehicle that generates electric power using an internal combustion engine and supplies the generated electric power to the front motor 4 and the rear motor 6. Further, the vehicle 1 may be a fuel cell vehicle that uses the electric power generated by the fuel cell to supply the front motor 4 and the rear motor 6.

(B) In the above embodiment, the front motor 4 for driving the front wheel 12 (or the rear wheel 14) as the first wheel and the rear motor 6 for driving the rear wheel 14 (or the front wheel 12) as the second wheel are taken as examples. Although described using, the present disclosure is not limited to this. The vehicle 1 is a vehicle in which the left wheel (or right wheel) as the first wheel of the front wheel 12 or the rear wheel 14 and the right wheel (or the left wheel) as the second wheel are driven by separate motors. You may. In this case, the control unit 8 may calculate the first speed V1 and the second speed V2 from the rotation speeds of the respective motors that drive the left and right wheels. That is, the vehicle 1 may be provided with a motor that separately drives the first wheel and the second wheel at different positions.

(C) In the above embodiment, a control system for a four-wheel drive vehicle having front wheels 12 and rear wheels 14 is disclosed, but the present disclosure is not limited to this. For example, the present disclosure can be applied to a control system of a vehicle having a front wheel and a plurality of rear wheels.

This application is based on Japanese Patent Application No. 2019-151640 filed on August 22, 2019, the contents of which are incorporated herein by reference.

1: Vehicle 2: Control system 4: Front motor (1st rotary electric machine)
6: Rear motor (second rotary electric machine)
8: Control unit 10: Braking device (braking unit)
12: Front wheel (first wheel)
14: Rear wheel (second wheel)
18: Accelerator pedal 18a: Accelerator pedal position sensor (accelerator position detector)
V1: First speed V2: Second speed Vd: Predetermined speed

Claims (5)

A vehicle control system having a first wheel and a second wheel located behind the first wheel.
A first rotary electric machine configured to drive the first wheel, and
A second rotary electric machine configured to drive the second wheel,
The first speed of the first wheel is used as the torque control speed of the first rotary electric machine, and the second speed of the second wheel is used as the torque control speed of the second rotary electric machine. And a control unit configured to control each required torque of the second rotary electric machine.
The control unit
When the speed of the vehicle based on the first speed and the second speed is equal to or lower than the predetermined speed and the accelerator is off.
The required torque is calculated by using the absolute value of the first speed and the absolute value of the second speed, which is smaller than the absolute value, as the common torque control speed of the first rotary electric machine and the second rotary electric machine. ,
A vehicle control system that controls a first rotary electric machine and a second rotary electric machine based on the required torque to perform stop control for stopping the vehicle. The vehicle control system according to claim 1, wherein the control unit repeatedly controls power running and regeneration of the first rotary electric machine and the second rotary electric machine to stop the vehicle. The vehicle control system according to claim 1 or 2, wherein the control unit ends the stop control when the stop of the vehicle is completed. Further comprising a braking portion configured to brake the first wheel and the second wheel by friction.
The vehicle control system according to claim 1 or 2, wherein the control unit ends the stop control when the braking unit is activated. It also has an accelerator position detector configured to detect the depression position of the accelerator pedal.
The vehicle control system according to any one of claims 1 to 4, wherein the control unit ends the stop control when the accelerator pedal is depressed.

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