Information processing device, method, non-transitory storage medium and vehicle

Abstract

The present invention relates to an information processing device, a method, a non-transitory storage medium, and a vehicle. The information processing device is mounted on the vehicle and includes a processor. The processor is configured to determine one mode from a plurality of modes that determine the behavior of the vehicle related to the method of using the vehicle and the operation of the vehicle according to a request to the vehicle, to make the state of the vehicle transition between a plurality of states based on conditions and sub-modes, and to control the vehicle based on the state of the vehicle after the transition. The conditions and sub-modes are allowed in the determined mode.

Description

Technical Field

[0001] The present disclosure relates to an information processing device, a method, a non-transitory storage medium and a vehicle mounted on a vehicle. Background Art

[0002] Japanese Patent Application Laid-Open No. 2020-037309 discloses a vehicle control system that can achieve a wide range of cooperative control through mutual communication between management units of different functional systems. The vehicle control is performed in a functional system having a management unit that controls the actions of multiple output units related to vehicle functions to be optimal. In addition, the above-mentioned vehicle control is based on a request obtained by pre-coordinating multiple inputs for controlling a specified vehicle function.

[0003] In the vehicle control system described in Japanese Patent Laid-Open No. 2020-037309, each functional system determines whether collaborative control is possible based only on requests directly input to its own functional system. Therefore, it is impossible to detect inconsistencies between requests input to each functional system and requests input to other functional systems. In addition, for the vehicle control system described in Japanese Patent Laid-Open No. 2020-037309, requests sent from each functional system to other functional systems are coordinated requests. Therefore, even if a conflict occurs between the coordinated request and the request coordinated by other functional systems, the request cannot be corrected.

[0004] Therefore, in the vehicle control system described in Japanese Patent Laid-Open No. 2020-037309, when a request is a comprehensive request spanning functions of multiple functional systems or a continuous request spanning time, there is a possibility that the above request is not well coordinated or coordination between the functions of more than three functional systems cannot be established. Summary of the invention

[0005] The present disclosure provides an information processing device, a method, a non-transitory storage medium, and a vehicle for controlling a vehicle into a plurality of different functional systems so that operations between functions do not conflict.

[0006] The information processing device mounted on a vehicle according to the first mode of the disclosed technology includes a processor. The processor is configured to select one mode from a plurality of modes that determine the behavior of the vehicle related to the method of using and operation of the vehicle according to a request for the vehicle. The processor is configured to migrate the state of the vehicle between a plurality of states based on conditions (states) and sub-modes. The conditions and sub-modes are allowed in the determined mode. The processor is configured to control the vehicle based on the state of the vehicle after the migration.

[0007] In the information processing device according to the first aspect of the presently disclosed technology, a condition for the processor to cause the state of the vehicle to transition depends on the determined mode.

[0008] A method performed by a processor of an information processing device mounted on a vehicle according to a second aspect of the disclosed technology includes: determining a mode from a plurality of modes that determine the behavior of the vehicle related to the use method and operation of the vehicle according to a request to the vehicle; causing the state of the vehicle to transition between a plurality of states based on conditions and sub-modes; and controlling the vehicle based on the state of the vehicle after the transition. The conditions and sub-modes are allowed in the determined mode.

[0009] The non-transitory storage medium involved in the third embodiment of the disclosed technology stores a command that can be executed by one or more processors of an information processing device mounted on a vehicle and causes the one or more processors to perform the following functions. The above functions include: determining a mode from a plurality of modes that determine the behavior of the above vehicle related to the use method and action of the above vehicle according to a request for the above vehicle; causing the state of the above vehicle to migrate between a plurality of states based on conditions and sub-modes; and controlling the above vehicle based on the state of the above vehicle after the migration. The above conditions and the above sub-modes are allowed in the determined mode.

[0010] The information processing device according to the first aspect of the disclosed technology can be mounted on a vehicle.

[0011] According to the information processing device of the present disclosure, the control status of the vehicle can be centrally managed by using the transition of the mode and status, so that the entire vehicle can be appropriately controlled so that there is no conflict between the operations of the functions of the multiple different functional systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Hereinafter, features, advantages, technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals represent like components, wherein:

[0013] Figure 1 This is a functional block diagram of a vehicle control system including an information processing device according to one embodiment.

[0014] Figure 2 It is the state transition diagram in main mode.

[0015] Figure 3 It is a state transition diagram in driving conditions.

[0016] Figure 4 It is a state transition diagram in motion state.

[0017] Figure 5 It is a state transition diagram in the transportation situation.

[0018] Figure 6 It is a state transition diagram in the collaborative state of power infrastructure.

[0019] Figure 7 This is an example of transition relationships between various situations in the car mode.

[0020] Figure 8 It is the state transition diagram in the driving sub-mode.

[0021] Fig. 9 It is the state transition diagram in the charging sub-mode.

[0022] Fig.10 It is the state transition diagram of the equipment in the electronic mode.

[0023] Fig.11 This is the state transition diagram in the auxiliary machine supplementation sub-mode.

[0024] Fig.12 It is the state transition diagram in AC power supply mode.

[0025] Fig.13 This is Example 1 of the state transition in which the main mode, situation, and sub-mode are linked.

[0026] Fig.14 This is Example 2 of the state transition in which the main mode, situation, and sub-mode are linked.

[0027] Fig.15 This is Example 3 of the state transition in which the main mode, situation, and sub-mode are linked.

[0028] Fig.16 This is Example 4 of the state transition in which the main mode, status, and sub-mode are linked.

[0029] Fig.17 This is Example 5 of the state transition in which the main mode, situation, and sub-mode are linked.

[0030] Fig.18 This is Example 6 of the state transition in which the main mode, status, and sub-mode are linked.

[0031] Fig.19 This is Example 7 of the state transition in which the main mode, status, and sub-mode are linked.

[0032] Fig. 20 Yes means Fig.19 Example of coordination requirements between sub-schemas in Case 7.

[0033] Fig.21This is Example 8 of the state transition in which the main mode, status, and sub-mode are linked.

[0034] Fig. 22 This is Example 9 of the state transition in which the main mode, status, and sub-mode are linked.

[0035] Fig.23 This is Example 10 of the state transition in which the main mode, status, and sub-mode are linked.

[0036] Fig.24 This is Example 11 of the state transition in which the main mode, status, and sub-mode are linked.

[0037] Fig.25 This is Example 12 of the state transition in which the main mode, status, and sub-mode are linked. DETAILED DESCRIPTION

[0038] The information processing device disclosed in the present invention provides the function of the control platform through the vehicle integrated ECU (central ECU) monomer, or the off-vehicle cloud monomer, or the cooperation between the vehicle integrated ECU and the off-vehicle cloud. The control platform acts as a brain center that integrates the actions and behaviors of the entire vehicle. By using the control platform, the entire vehicle can be properly controlled so that there is no conflict between the actions of various functions of multiple different functional systems.

[0039] Implementation

[0040] structure

[0041] Figure 1 1 is a functional block diagram of a vehicle control system including the information processing device 20 according to one embodiment of the present disclosure. Figure 1 The functional modules illustrated in the example include a service application 10, an information processing device 20, a vehicle device 30, a plant library 40, and a driving application 50. The information processing device 20 includes an instruction library 21, a travel system control unit 22, an information sharing portal 23, and an integrated manager 24. The vehicle control system is mounted on a vehicle such as an automobile.

[0042] 1. Service Application 10

[0043] The service application 10 is a functional module of an application installed to implement a service. In the implementation of the service, information inside and outside the vehicle and components of the vehicle are flexibly utilized. In addition to the actual work of the vehicle as a car or a product, the service also includes, for example, reservations related to the start of applications (this application, other applications) based on set times, collection and processing of databases, recording to recording media, and wireless transmission to the outside. The application of this embodiment is configured to request (call) abstract instructions pre-defined in the instruction library 21 to the information processing device 20 via an API (Application Programming Interface). The abstract request can be accompanied by additional information (service execution assumed time, priority, frequency, etc.). Enterprises that provide services can provide any service by programming applications using APIs corresponding to the purpose. The content of the API disclosed by the enterprise can be changed according to the level of the software developer. As a result, developers of the enterprise can easily develop applications for realizing new functions. That is, when developing, developers of the enterprise do not need to understand the electronic platform assembled in the vehicle, the structure of the equipment (actuators, sensors, etc.) possessed by the vehicle, and the energy (electricity, heat, etc.) system of the vehicle. As an application, various applications can be exemplified. The applications are related to driver's seat UX (Usere Xperience), remote services, MaaS (Mobility as a Service), energy management services and OTA (Over The Air) update services.

[0044] The service application 10 requests various services from the instruction library 21. In addition, the service application 10 refers to the shared information disclosed by the information sharing portal 23. In addition, the service application 10 inputs a trigger for instructing the activation of an application from the travel system control unit 22 to the information sharing portal 23. In addition, the service application 10 can exchange information with the equipment library 40. In principle, each application of the service application 10 is executed in the vehicle, but a part of the application can also be cloud-based.

[0045] 2. Instruction library 21

[0046] The instruction library 21 is a functional module equipped with an abstract API. The API implements control corresponding to abstract requests (service API calls) related to services from the service application 10. In other words, the instruction library 21 converts the request received from the service application 10 into a request to the integrated manager 24 and the travel system control unit 22. As an example, the instruction library 21 has various instructions as a library that realize the linkage of the functions shown below.

[0047] (1) A function of embodying a single or complex operation command for the vehicle device 30 (actuator, etc.). The operation command is a command for implementing a request received from the service application 10 .

[0048] (2) A function to output (send) a vehicle control mode transition trigger. The vehicle control mode determines the behavior of the vehicle (how the vehicle is used as a product).

[0049] (3) A function to start and stop the power supply. The power supply operates the system required to realize the request.

[0050] (4) A function of instructing coordination of energy supply sources for input energy demand (demand integration, demand weighting, supply availability judgment, supply source selection).

[0051] (5) Function of registering shared information in the information sharing portal 23. Shared information is processed and / or generated using various data.

[0052] (6) The function of storing the required information in the memory and operating the communication equipment inside and outside the vehicle.

[0053] (7) A timer function for starting a designated application at a set time.

[0054] The instruction library 21 outputs a trigger indicating the migration of the vehicle control mode, transmits the operation plan, and notifies the reservation, etc. to the travel system control unit 22. In addition, the instruction library 21 outputs a control request or a service request to the integrated manager 24. In addition, the instruction library 21 accepts requests for various services from the service application 10. In addition, the instruction library 21 can provide the processing information of the application to the information sharing portal 23 for disclosure. In addition, the instruction library 21 refers to the shared information disclosed by the information sharing portal 23. In addition, the instruction library 21 can exchange information with the complete equipment library 40.

[0055] 3. Travel system control unit 22

[0056] The travel system control unit 22 is a functional module (determination unit, state transition unit) that performs centralized management of control conditions related to the behavior of the vehicle (method of use, action, etc.), promotion management of a series of tasks based on the operation plan, and management of the schedule, etc. As an example, the travel system control unit 22 has the following management functions.

[0057] (1) Vehicle control mode management function

[0058] The mobility system control unit 22 manages the overall control of the vehicle using the following components (a plurality of modes and situations): The mobility system control unit 22 manages the behavior of each component and system of the vehicle equipment 30 and coordinates UX requests corresponding to the situation (TPO) in which the vehicle is located.

[0059] Main mode: determines the overall usage of the vehicle corresponding to the situation.

[0060] <Car mode / Electric mode / Generator mode / Sleep mode>

[0061] Status: Manages the transition of vehicle status corresponding to the sequential control situation.

[0062] <Driving conditions / movement conditions / transmission conditions / power infrastructure cooperation conditions>

[0063] Submode: Defines the control purpose and means in a single or multiple modes.

[0064] <Driving sub-mode / Charging sub-mode / Equipment supply sub-mode / Auxiliary machine supplement sub-mode / AC supply sub-mode, etc.>

[0065] (2) Schedule management function (scheduler)

[0066] The mobility system control unit 22 schedules the start time and end time of a designated activity or application, such as timer charging and pre-air conditioning.

[0067] (3) Operation management function

[0068] The mobility system control unit 22 manages the movement of vehicles, transportation services (passenger flow / logistics), retention services, and progress of incidental tasks (command function, etc.) based on the operation schedule during the use of MaaS.

[0069] (4) Fault Operation (FOP) Management Function

[0070] In addition to the personally owned vehicle (PoV), the mobility system control unit 22 also centrally manages fail-safety and FOP in MaaS. In addition, the reliability information of the main subsystems and the system diagnosis are generated as needed.

[0071] The travel system control unit 22 outputs indicators required for coordination and instructions for control permission or prohibition to the integrated manager 24. In addition, the travel system control unit 22 outputs a trigger indicating the start of the application to the service application 10. In addition, the travel system control unit 22 obtains triggers indicating the migration of the vehicle control mode, operation plans, and reservations from the instruction library 21. In addition, the travel system control unit 22 can provide travel system information (control mode, operation status, UX coordination results, etc.) to the information sharing portal 23 for public disclosure. In addition, the travel system control unit 22 refers to the shared information disclosed by the information sharing portal 23. In addition, the travel system control unit 22 can provide travel system information (driving mode, destination, etc.) to the driving application 50 and refer to the information of the driving application 50.

[0072] 4. Information sharing portal 23

[0073] The information sharing portal 23 is a functional module that collects information (shared information) that is publicly available worldwide. The shared information is referenced by each functional module such as the service application 10, the instruction library 21, the travel system control unit 22, and the integrated manager 24. The reference to the shared information can also be realized from each control domain connected to the vehicle integrated ECU (central ECU) through communication and the cloud outside the vehicle. As shared information, information such as the state of the vehicle and the conditions around the vehicle, the scenes inside and outside the vehicle, the detection results of user needs, and the input values ​​of the sensor can be exemplified. The information sharing portal 23 becomes a structure that each functional module can refer to the shared information without knowing the source of the generation (providing) of the shared information. In addition, the information sharing portal 23 may include a coordinator that can process information such as the driving scene of the vehicle (time, weather, temperature, etc.), the authentication results of the vehicle user, and the capacity of the storage device.

[0074] The information sharing portal 23 discloses shared information to the service application 10, the instruction library 21, the travel system control unit 22, the integrated manager 24, the vehicle equipment 30, and the driving application 50. In addition, the information sharing portal 23 can obtain the processing information of the application that can be disclosed from the instruction library 21. In addition, the information sharing portal 23 can obtain the travel system information (control mode, operating status, UX coordination results, etc.) that can be disclosed from the travel system control unit 22. In addition, the information sharing portal 23 can obtain the coordination results that can be disclosed from the integrated manager 24. In addition, the information sharing portal 23 can obtain the general information (sensors, communications, analog signals, etc.) that can be disclosed from the vehicle equipment 30. The information sharing portal 23 can function as a gateway that outputs the general information obtained from the vehicle equipment 30 to the service application 10 unchanged. In addition, the information sharing portal 23 can obtain the driving status (stay determination results, etc.) that can be disclosed from the driving application 50. The information disclosed by the information sharing portal 23 is registered (stored) in principle in the vehicle. Part of the information can also be registered (stored) in the cloud.

[0075] 5. Integrated Manager 24

[0076] The integrated manager 24 is a functional module (control unit) that coordinates whether or not to accept a request (service API call) from the service application 10 and physical quantity restrictions based on the control status of the travel system control unit 22 and various shared information that can be referenced from the information sharing portal 23, and determines the final instruction to the vehicle device 30 for implementing the request. As an example, the integrated manager 24 includes a manager that manages the functions shown below. In this embodiment, the integrated manager 24 is configured to eliminate differences (hardware differences) caused by changes in vehicle equipment.

[0077] (1) System start / stop manager (power manager) function

[0078] The integrated manager 24 controls activation and deactivation of necessary systems belonging to the vehicle based on the requested service requirements, and outputs commands (power on / off, NM trigger, communication request).

[0079] (2) Power manager function

[0080] The integrated manager 24 efficiently controls the consumption and supply of electric power such as charging and discharging and voltage conversion in the vehicle. In the present embodiment, the integrated manager 24 coordinates the fair supply of all energy demands (electric power, electric power) input by the vehicle (including reservations), determines whether services are allowed, determines the upper / lower limits of electric power income and expenditure, and selects the power supply source (high-voltage battery, charger, etc.).

[0081] (3) Thermal manager function

[0082] The integrated manager 24 efficiently controls the heat demand and supply of the vehicle such as heat dissipation and heating. In this embodiment, the integrated manager 24 coordinates the heating request (air conditioning, component temperature control) from the service application 10, and outputs the engine start or fuel cell (FC) start command within the range of satisfying the fuel efficiency / displacement requirements.

[0083] (4) Motion Manager Function

[0084] The integrated manager 24 coordinates requests to the motion system that controls the functions related to the motion of the vehicle, such as "driving", "turning", and "stopping". In the present embodiment, the integrated manager 24 reflects the requirements (driving status, motion status, transportation operation management) in the mobility system control unit 22 and new requests for MaaS services (start prohibition, vehicle stationary request / unbanning, etc.).

[0085] The integrated manager 24 receives inputs of indicators required for coordination and control permission / prohibition instructions from the travel system control unit 22. In addition, the integrated manager 24 receives inputs of control requests (or service requests) from the instruction library 21. The integrated manager 24 can function as a gateway that outputs the control requests input from the instruction library 21 to the vehicle device 30 unchanged. In addition, the integrated manager 24 outputs coordinated instructions (ACTR, communication, drive output, etc.) to the vehicle device 30. In addition, the integrated manager 24 can provide the coordination results of each manager to the information sharing portal 23 for public disclosure. In addition, the integrated manager 24 refers to the shared information disclosed by the information sharing portal 23 for coordination. In addition, the integrated manager 24 can provide the response and coordination results of the motion manager to the driving application 50. The integrated manager 24 can refer to the information related to the vehicle motion requested from the driving application 50 (acceleration, steering angle, etc.).

[0086] In addition to the above-mentioned managers, the integrated manager 24 may also include an HMI (Human Machine Interface) manager that controls functions related to appropriate display of navigation screens, instruments, etc. on the vehicle and appropriate electrical control (ease of use) for vehicle operation.

[0087] 6. Vehicle equipment 30

[0088] The vehicle device 30 is a functional module having devices such as sensors and actuators that are final input and output targets of control information, action requests, data, signals, etc. Examples of the vehicle device 30 include sensors that obtain information indicating the surrounding conditions of the vehicle, information indicating the state of the vehicle, or sensors that obtain information related to vehicle driving operations (acceleration, braking, steering, shifting, etc.) performed by the driver. In addition, examples of the vehicle device 30 include actuators such as a device (IGP) used to start the air conditioning system, a device (IGR) used to start the vehicle motion system, and a starter (ST) that controls the start of the engine.

[0089] The vehicle device 30 receives coordinated commands (ACTR, communication, driver output, etc.) from the integrated manager 24. The vehicle device 30 can also provide general information (sensors, communication, analog signals, etc.) to the information sharing portal 23 for public disclosure.

[0090] 7. Complete equipment library 40

[0091] The equipment library 40 is a functional module that provides a simulator, a database that can be viewed from inside and outside the vehicle, and an artificial intelligence (AI) or machine learning algorithm environment. The simulator can realize various simulations (remaining charging time estimation, mapping transformation, etc.) that can be used to improve the controllability in the service application 10. Some or all of these environments can be installed in the vehicle or configured in the cloud.

[0092] The equipment library 40 can request required information from the service application 10, the instruction library 21, and the driving application 50 via a predetermined API. The equipment library 40 can obtain information as a result of a predetermined process (such as simulation) from the service application 10, the instruction library 21, and the driving application 50. In principle, the functions of the equipment library 40 are installed in the vehicle, but part of the functions may be cloud-based.

[0093] 8. Driving Application 50

[0094] The driving application 50 is an application dedicated to driving the vehicle and assisting the vehicle, among applications installed in the vehicle, other than applications installed in the service application 10. Examples of the driving application 50 include remote driving such as automatic parking, autonomous driving (AD), autonomous driving based on MaaS (Autono-MaaS), and advanced driver assistance system (ADAS).

[0095] The driving application 50 can refer to the information (driving mode, destination, etc.) disclosed by the travel system control unit 22 via the prescribed vehicle driving API. In addition, the driving application 50 can make the travel system control unit 22 refer to information. In addition, the driving application 50 can provide the driving status (stop determination results, etc.) to the information sharing portal 23. In addition, the driving application 50 obtains the shared information (various data) disclosed by the information sharing portal 23. The driving application 50 can request the integrated manager 24 for vehicle movement (acceleration, steering angle, etc.). The driving application 50 can receive a response (coordination results, etc.) from the integrated manager 24. In addition, the driving application 50 can exchange information with the complete equipment library 40. In principle, each application of the driving application 50 is executed in the vehicle, but part of the application can also be clouded.

[0096] Since the vehicle control system of this embodiment has the above-mentioned functional modules, the vehicle control system can realize various services simply by installing applications developed without understanding the structure of the control platform, the specified instructions, the system composition of the vehicle, and the energy system processed by the vehicle.

[0097] control

[0098] Reference Figure 2 to Figure 12 The vehicle control mode management, which is one of the controls executed by the mobility system control unit 22 to realize various services in the vehicle control system of the present disclosure, will be specifically described. The vehicle control mode management is a control related to the behavior (usage method, action, etc.) of the vehicle.

[0099] In the vehicle control mode management, the mobility system control unit 22 controls the behavior (usage method, operation, etc.) of the vehicle using the following control modes and control conditions.

[0100] (1) Main mode (vehicle control mode)

[0101] 1-1: Car Mode

[0102] 1-2: Electric mode (fixed-point electric mode)

[0103] 1-3: Power generation mode (emergency power generation mode)

[0104] 1-4: Sleep mode

[0105] (2) Status

[0106] 2-1: Driving status (standby, start, driving, end)

[0107] 2-2: Movement status (fixed, stopped, startable, driving, stop required)

[0108] 2-3: Transportation status (standby, stop, departure, moving)

[0109] 2-4: Power infrastructure coordination status (standby, preparation, charging, power supply)

[0110] (3) Sub-mode

[0111] 3-1: Driving sub-mode (manual, semi-automatic, fully automatic)

[0112] 3-2: Charging sub-mode (rest, AC charging, DC charging, contact, non-contact, solar high voltage)

[0113] 3-3: Equipment power supply mode (rest, electric service, mobile preparation, passenger entry and exit, OTA)

[0114] 3-4: Auxiliary machine supplement sub-mode (rest, high-voltage transfer, solar low voltage)

[0115] 3-5: AC power supply mode (rest, indoor ACC, indoor V2L, external V2G, external V2L)

[0116] (1) Main mode

[0117] The main mode determines the overall usage of the vehicle corresponding to the situation. In the main mode, any one of the modes of the car mode, electric mode, power generation mode and rest mode can be selected. The "car mode" is a mode that responds to the need to move or transport the vehicle as a car. In the car mode, functions related to the movement of the vehicle such as driving, turning, and stopping and their peripheral functions can be operated. The "electric mode (or fixed-point electric mode)" is a mode that responds to the need to use the parked vehicle as an electrical equipment (electric product) with a battery instead of a car. In this electric mode, in addition to the flexible use of the on-board equipment, the battery charging including high-voltage extraction or charger operation corresponding to the required supply balance of electricity is carried out in cooperation with the power manager of the integrated manager 24. The "power generation mode (or emergency power generation mode)" is a mode that responds to the need to use the parked vehicle as a generator for emergency or daily life instead of a car. In this power generation mode, the power generation required for using electricity outside the vehicle is performed. The "rest mode" is the default mode when the vehicle is not operated as a car, an electric product, or a generator.

[0118] Figure 2 It is the rest mode in the main mode ( Figure 2 (ID = 0)), car mode ( Figure 2 (ID = 1)), electric mode ( Figure 2 (ID = 2)) and power generation mode ( Figure 2 The state transition diagram of (ID=3) is shown in FIG. The transition between each mode is performed based on the conditions described below.

[0119] From sleep mode to car mode

[0120] If a need to move arises during rest mode ( Figure 2 [A]), then it moves from rest mode to car mode. Mobility demand ( Figure 2 The occurrence of [A]) can be determined based on the presence of direct or indirect operation from the driver of the vehicle, detection of a request from MaaS (API), and the release of the vehicle's fixed state (other than the parking (P) position).

[0121] From rest mode to electric mode

[0122] If a parking service request is generated in the idle mode ( Figure 2 [C]), it will migrate from rest mode to electric mode. Parking service demand ( Figure 2 The generation of [C]) can be determined based on the state of battery charge and discharge, the detection of various services such as external power supply, etc. In addition, the transition from the rest mode to the electric mode is implemented based on the power infrastructure cooperation status, charging sub-mode, equipment power supply sub-mode and auxiliary machine supplement sub-mode described later.

[0123] From rest mode to power generation mode

[0124] If a power generation demand is generated in the idle mode ( Figure 2 [E]), the rest mode will migrate to the power generation mode. Power generation demand ( Figure 2 The generation of [E]) can be determined by detecting a request for emergency power generation inside or outside the vehicle, etc. In addition, the transition from the rest mode to the power generation mode is implemented according to the state of the AC power supply mode described later.

[0125] From car mode to rest mode

[0126] If the movement is determined to be completed in car mode ( Figure 2 [B]), it will move from car mode to rest mode. Move completed ( Figure 2 [B]) can be based on mobile needs ( Figure 2 [A]) is completed and the parking of the vehicle is completed.

[0127] From car mode to electric mode

[0128] If a parking service request is generated in car mode ( Figure 2[C']), the car mode migrates to electric mode. Parking service demand ( Figure 2 [C']) and parking service demand ( Figure 2 [C]) is the same. In addition, the transition from the vehicle mode to the electric mode is implemented according to the power infrastructure cooperation status, the charging sub-mode, the equipment supply sub-mode and the auxiliary machine supplementation sub-mode described later.

[0129] From electric mode to car mode

[0130] If a movement demand occurs in electric mode ( Figure 2 [A']), then it migrates from electric mode to car mode. Mobility demand ( Figure 2 [A']) and mobile demand ( Figure 2 [A]) The same.

[0131] From electric mode to rest mode

[0132] If the parking service is completed in the electric mode ( Figure 2 [D]), it will switch from electric mode to rest mode. Figure 2 [D]) can be based on the service needs of parking ( Figure 2 [C]) is completed.

[0133] From motoring mode to generating mode

[0134] If a power generation demand is generated in electric mode ( Figure 2 [E']), then it will migrate from the motoring mode to the power generation mode. Figure 2 [E']) and power generation demand ( Figure 2 In addition, the transition from the motoring mode to the power generation mode is implemented according to the state of the AC power supply mode described later.

[0135] From power generation mode to shutdown mode

[0136] If power generation is determined to be complete in power generation mode ( Figure 2 [F]), it will migrate from power generation mode to rest mode. Figure 2 The power generation is completed ( Figure 2 [F]).

[0137] (2) Status

[0138] The status implements the transition of the vehicle state corresponding to the sequential control stage in a specific mode of the main mode. The status includes the driving status, sports status and transportation status selected in the car mode, and the power infrastructure cooperation status selected in the electric mode. In each status, the vehicle state transitions as follows according to the control stage.

[0139] 2-1: Driving conditions

[0140] The driving condition causes the state to transition in the car mode. The state of the vehicle obtained in this driving condition includes each state of standby, start, driving and end. "Standby" indicates the initial state of the vehicle control system. In "Standby", if there is an indication of a specified event, preparation for the vehicle's driving (travel) begins. If there is no indication, it moves to the dormant state. "Start" indicates the state of starting the powertrain system in order to start the vehicle to move. In "Start", a start request (start request) is sent. "Driving" indicates the state in which the start of the powertrain system is completed and the driving force can be generated. "End" indicates the state in which the driving force cannot be generated regardless of whether the vehicle is driving or stopped.

[0141] Figure 3 Is the standby mode in driving condition ( Figure 3 (ID = 0)), start ( Figure 3 (ID = 1)), driving ( Figure 3 (ID = 2)) and end ( Figure 3 The state transition diagram of (ID=3) is shown in FIG. The transition between each state is performed based on the conditions described below.

[0142] From standby to startup

[0143] If the travel starts ( Figure 3 The start of a trip can be determined based on the presence of direct or indirect operations by the vehicle driver and the detection of a request from MaaS (API). Figure 3 [A]).

[0144] From start to drive

[0145] If the powertrain is judged to be started in the starting state ( Figure 3 If the vehicle is a hybrid electric vehicle (HEV), electric vehicle (EV) or plug-in hybrid electric vehicle (PHEV), the powertrain can be started ( Figure 3 [B]). In the case where the vehicle is a car (conventional car) using an internal combustion engine as an engine, it can be determined that the powertrain is started based on the complete combustion of the engine ( Figure 3 [B]).

[0146] From driving to end

[0147] If the powertrain is judged to be stopped during driving ( Figure 3 The powertrain can be stopped ( Figure 3 [C]).

[0148] From end to standby

[0149] If the trip is judged to be over in the end state ( Figure 3 The end of the trip can be determined by the vehicle being stopped and fixed (the gear position is the parking (P) position). Figure 3 [D]).

[0150] From end to start

[0151] If the powertrain is restarted ( Figure 3 The powertrain restart ( Figure 3 of [A']).

[0152] From start to finish

[0153] If the powertrain fails to start during startup ( Figure 3 [C']), the start state is transferred to the end state. For example, it can be determined that the powertrain start cannot be detected even after a specified time has passed ( Figure 3 [B]) to judge the powertrain startup failure ( Figure 3 of [C']).

[0154] 2-2: Exercise status

[0155] The motion state causes the state to transition in the car mode. The state of the vehicle obtained in this motion state includes each state of fixed, stopped, startable judgment, driving, and stop-needed judgment. "Fixed" indicates the initial state of the vehicle control system. In "Fixed", services and activities are allowed on the premise that the vehicle does not move. During this period, the release of the fixed state of the vehicle is prohibited as needed. "Stop" indicates a state in which the vehicle cannot be started due to external factors other than the main road conditions. In "Stop", the vehicle is stopped by holding the brake. "Startable judgment" indicates a state in which the vehicle is temporarily stopped by holding the brake according to the intention of the driving sovereign (driver, etc.) based on road conditions, etc. "Drive" indicates a state in which the vehicle movement (driving, etc.) is implemented while the driving force is appropriately generated according to the intention of the driving sovereign (driver, etc.). "Stop-needed judgment" indicates a state in which the vehicle needs to be stopped mainly due to external factors other than road conditions and the generation of driving force of the powertrain system is not allowed.

[0156] Figure 4 is a fixed state in motion ( Figure 4 (ID = 0)), stop ( Figure 4 (ID = 1)), can start judging ( Figure 4 (ID = 2)), drive ( Figure 4 (ID = 3)) and need to stop judging ( Figure 4 The state transition diagram of (ID=4)). The startable judgment is a state selected when the driving force is allowed to be generated. The stop required judgment is a state selected when the vehicle is moving. The drive is a state selected when the driving force is allowed to be generated and the vehicle is moving. The transition between the states is performed based on the conditions described below.

[0157] From fixed to stopped

[0158] If the fixation is determined to be released in the fixed state ( Figure 4 The fixed state can be determined by the situation that the gear position is other than the parking (P) position (P lock release) and the parking brake is released. Figure 4 [A]).

[0159] Judging from stopping to starting

[0160] If it is determined that the drive is possible in the stopped state ( Figure 4 [B]), the vehicle will be moved from the stopped state to the startable state. The vehicle can be judged to be drivable ( Figure 4 [B]).

[0161] From startability to driving

[0162] If the vehicle is judged to have the intention to drive in the startable state ( Figure 4 The vehicle can be judged to have a driving intention ([C]) by the gear position being in the forward (D) or reverse (R) position and the brake being disconnected (no brake pedal being depressed). Figure 4 [C]).

[0163] From driving to stopping

[0164] If it is judged that it is not drivable in the driving state ( Figure 4 The vehicle can be judged as undriveable ([D]) based on any of the following situations: the vehicle's action state is Ready-OFF, the reliability of the vehicle's motion system is lost (system error), or an immediate stop is determined by the conductor function. Figure 4 [D]). The command function is a function that can restrict (lock) the movement of a vehicle in a movable state.

[0165] From need to stop judgment to stop

[0166] If the vehicle is judged to be stopped in the stop judgment state ( Figure 4 The vehicle can be judged to be stopped ( Figure 4 of [A']).

[0167] From judging whether to start to judging whether to stop

[0168] If the vehicle is judged to be ready to start in the start-up judgment state, Figure 4 [A”]), the startable judgment state is transferred to the stopped state. The departure standby state ( Figure 4 of [A”]).

[0169] Judging from driving to starting

[0170] If it is determined that there is an intention to stop during driving ( Figure 4 The vehicle will be judged to have the intention to stop (B') when the brake is turned on (the brake pedal is stepped on) and the vehicle speed is zero or substantially zero, which is equivalent to stopping. Figure 4 of [B']).

[0171] From need to stop judgment to drive

[0172] If the drivable ( Figure 4 [C']), it will move from the stop judgment state to the drive state. Figure 4 [C']) and can be driven ( Figure 4 [B]) Similarly, it can be judged based on the fact that the vehicle's operating state is Ready-ON and there is reliability of the vehicle's motion system.

[0173] From stop to need to stop judgment

[0174] If the vehicle is judged to be rolling (roll) in the stopped state ( Figure 4 The vehicle rolling state can be judged by the situation that the stopped vehicle starts to move forward or backward, etc. Figure 4 of [D']).

[0175] From stop, startable, driving, need to stop to fixed

[0176] If the vehicle is determined to be fixed in any of the states of stop, startable, driving and stop required, Figure 4 The vehicle can be determined to be fixed ([E]) based on whether the gear position is in the parking (P) position or the parking brake is in operation. Figure 4 [E]).

[0177] 2-3: Transportation status

[0178] The transportation status causes the state to transition in the car mode. The states of the vehicle obtained in this transportation status include each state of standby, stop, departure and movement. "Standby" indicates the initial state of the vehicle control system. When the vehicle is used as a personal vehicle (PoV) without travel needs, select "Standby". "Stop" indicates the state of parking for people getting on and off or loading and unloading goods at the destination for intermediate stops and the tasks attached to parking. "Departure" indicates the state of preparation or inspection before departure when heading to the next destination. In "Departure", the state is maintained until the preparation or inspection is completed. "Movement" indicates the state of realizing the planned progress status in transportation (refer to other information) and the state of the task sequence corresponding to the purpose.

[0179] Figure 5 It is the standby state in the transport state ( Figure 5 (ID = 0)), stay ( Figure 5 (ID = 1)), departure ( Figure 5 (ID = 2)) and mobile ( Figure 5 The state transition diagram of (ID=3) is shown in FIG. The transition between each state is performed based on the conditions described below.

[0180] From standby to stop

[0181] If the operation starts ( Figure 5 [A]), it will move from the standby state to the stay state. The start of operation can be determined based on the acceptance of the start of the mobile service, etc. ( Figure 5 As a main task accompanying the stay, switching of transition conditions of other situations can be exemplified.

[0182] From stop to departure

[0183] If the vehicle is judged to be ready to depart in the stop state ( Figure 5 [B]), it will move from the stop state to the departure state. It is possible to judge the departure preparation ( Figure 5 [B]). As the main tasks accompanying the departure, examples include closing of automatic doors in passenger flow services, prohibition of vehicle fixing release during closing operations, etc.

[0184] From departure to movement

[0185] If the departure vehicle is judged in the departure state ( Figure 5 [C]), it will migrate from the departure state to the moving state. The departure state can be determined based on the above-mentioned driving condition migrating to the driving state. Figure 5 [C]). As the main tasks accompanying the departure, various announcements related to the flow of people can be exemplified.

[0186] From moving to staying

[0187] If the movement is completed ( Figure 5 The movement is completed ( Figure 5 [D]). As the main tasks associated with the stop, it is possible to exemplify sending a command to fix the vehicle, opening an automatic door in a passenger flow service, and the like.

[0188] From stop to standby

[0189] If the operation is judged to be over in the stop state ( Figure 5 [E]), it will move to the standby state. The end of operation can be determined based on the completion of the mobile service, the acceptance of the termination of the mobile service, etc. ( Figure 5 [E]). As a main task associated with the standby, resetting of the transition condition can be exemplified.

[0190] 2-4: Power infrastructure cooperation status

[0191] The power infrastructure cooperation status causes the state to transition in the electric mode. The state of the vehicle obtained in the power infrastructure cooperation status includes each state of standby, preparation, charging and power supply. "Standby" indicates the initial state without a request for infrastructure cooperation. "Preparation" indicates the state in which the vehicle is waiting for the specified state of the charging or discharging (power supply) process or the state in the middle of switching these processes after recognizing the request for infrastructure cooperation. "Charging" indicates the state of the charging process of charging the vehicle (its battery) from the infrastructure. "Power supply" indicates the state of the supply process of supplying energy from the vehicle (its battery) to the infrastructure.

[0192] Figure 6 It is the standby in the power infrastructure collaboration status ( Figure 6 (ID=0)), prepare ( Figure 6 (ID = 1)), charging ( Figure 6 (ID=2)) and supply ( Figure 6 The state transition diagram of (ID=3) is shown in FIG. The transition between each state is performed based on the conditions described below.

[0193] From standby to ready

[0194] If the coordination starts in the standby state ( Figure 6 [A]), it will move from the standby state to the ready state. It is possible to determine whether the collaboration starts based on the situation of detecting the request for infrastructure collaboration, etc. ( Figure 6 [A]).

[0195] From Ready to Standby

[0196] If the coordination is judged to be over in the prepared state ( Figure 6 [B]), it will move from the preparation state to the standby state. It is possible to determine the end of collaboration based on the situation where no request for infrastructure collaboration is detected, etc. ( Figure 6 [B]).

[0197] From preparation to charging

[0198] If charging starts in the ready state ( Figure 6 The start of charging can be determined based on the fact that the infrastructure has instructed the vehicle to charge. Figure 6 [C]).

[0199] From charging to preparation

[0200] If the charging is judged to be completed during the charging state ( Figure 6The charging state is changed to the standby state if [D] is given. The charging end ( Figure 6 The process switching from charging to power supply also transitions to the power supply state after temporarily returning from the charging state to the standby state.

[0201] From preparation to power supply

[0202] If it is determined that the power supply starts in the preparation state ( Figure 6 [E]), it will move from the preparation state to the power supply state. The power supply start ( Figure 6 [E]).

[0203] From power supply to preparation

[0204] If the power supply is judged to be ended during the power supply state ( Figure 6 The power supply state can be determined based on whether the infrastructure has given the vehicle an instruction to end power supply or an instruction to start charging. Figure 6 The process switching from power supply to charging also transitions to the charging state after temporarily returning from the power supply state to the standby state.

[0205] Figure 7 An example of the transition relationship under various conditions (driving, sports, transportation) in the car mode is shown in FIG. Figure 7 As shown, in the vehicle control mode management of this embodiment, the transition to other states is prohibited by the main mode and a single state or a combination of multiple states of each condition, thereby avoiding interference of various requests and avoiding control stagnation by forcibly transitioning to other states.

[0206] Figure 7 <a1> If a travel start request is generated and the main mode is changed from rest to car, the driving status is changed from standby to start. Figure 7 <a2> In the case of MaaS mobility services, it is also linked with a higher-level mobility service request.

[0207] Figure 7 If the driving condition changes to driving after Ready-ON, the sport condition changes to ready-to-start judgment. Figure 7 <b2> In the case of MaaS mobility services, the stopped state of the movement status is maintained until the departure preparation is completed (transition to departure in the transportation status).

[0208] Figure 7<c> In the case of MaaS mobility services, when there is a request to stay, transition to the startable judgment is prohibited in the motion status.

[0209] Figure 7 When the vehicle is judged to be Ready-OFF during driving, the driving condition is shifted to a stop determination, and the vehicle is stopped without outputting driving force.

[0210] Figure 7 At the end of the vehicle's travel, the motion state is transferred to a fixed state to complete the journey. Then, Figure 7 <e2> causes the main mode to migrate from car mode to rest mode to complete the use of the vehicle. Figure 7 In the case of MaaS mobility service, the driving status is shifted from stop to standby according to the transportation status.

[0211] (3) Sub-mode

[0212] The sub-mode defines the control purpose and means in a single or multiple main modes. The sub-modes include a driving sub-mode, a charging sub-mode, an equipment supply sub-mode, an auxiliary machine replenishment sub-mode, and an AC supply sub-mode. In each sub-mode, the vehicle state transitions as follows according to the control purpose or means.

[0213] 3-1: Driving sub-mode

[0214] The driving sub-mode transitions the state in the car mode. The state of the vehicle obtained in this driving sub-mode includes manual, semi-automatic and fully automatic states. "Manual" indicates the initial state of the vehicle control system, which is a driving state under the sovereignty of the driver (manual and manned). The operation of driving assistance functions such as adaptive cruise control (ACC) and lane tracking assist (LTA) is also performed in the manual state. "Semi-automatic" means a driving state under the sovereignty of the automatic driving system, but it is a state (automatic and manned) on the premise of handing over driving sovereignty to the driver in case of an emergency. This semi-automatic assumes the level 4 or less of automatic driving defined by the Society of Automotive Engineers (SAE). "Fully automatic" means a state (automatic and unmanned) on the premise that it is established even if the driver is not driving in the driving state under the sovereignty of the automatic driving system. This fully automatic assumes the level 5 or above of automatic driving defined by the Society of Automotive Engineers (SAE). The remote parking function can be performed in the fully automatic state.

[0215] Figure 8 It is the manual mode in the driving sub-mode ( Figure 8 (ID=0)), semi-automatic ( Figure 8 (ID = 1)), and fully automatic ( Figure 8The state transition diagram of (ID=2) is shown in FIG. The transition between each state is performed based on the conditions described below.

[0216] From manual to semi-automatic

[0217] If the automatic driving starts in manual mode ( Figure 8 The start of automatic driving (level 1 to level 4) can be determined based on the situation where the driver of the vehicle has a request for automatic driving (level 1 to level 4). Figure 8 [A]).

[0218] From semi-automatic to manual

[0219] If the automatic driving is judged to be terminated in the semi-automatic state ( Figure 8 The end of the autonomous driving can be determined by the vehicle driver's request to withdraw the autonomous driving (level 1 to level 4), the exit from the autonomous driving target area (travel completion), the transfer of sovereignty to the driver after an autonomous driving system error (transfer completion), etc. Figure 8 [B]).

[0220] From semi-automatic to fully automatic

[0221] If the level is determined to be increased in semi-automatic mode ( Figure 8 The level upgrade can be determined based on the situation that there is a request for autonomous driving (level 5 or above) from the vehicle driver or the MaaS mobility service, the situation that there is a remote parking (in / out) acceptance, the situation that the driver faints (death determination), etc. Figure 8 [C]).

[0222] From fully automatic to semi-automatic

[0223] If the level is judged to be lowered in the fully automatic state ( Figure 8 The level can be downgraded ([D]) based on the recognition of the driver of the vehicle and the request for automatic driving (level 1 to level 4). Figure 8 [D]).

[0224] From manual to fully automatic

[0225] If the automatic driving starts in manual mode ( Figure 8The start of automatic driving can be determined based on whether there is a request for automatic driving (level 5 or above) from the driver of the vehicle or the MaaS mobility service, or whether there is a request for remote parking (entry / exit). Figure 8 [E]).

[0226] From fully automatic to manual

[0227] If the automatic driving is judged to be over in the fully automatic state ( Figure 8 The end of the automatic driving can be determined by the vehicle driver's request to cancel the automatic driving (level 5 or above), the exit from the automatic driving target area (travel completion), the completion of the exit related to valet parking, etc. Figure 8 [F]).

[0228] 3-2: Charging sub-mode

[0229] The charging sub-mode makes the state transition in the electric mode. The vehicle state acquired in this charging sub-mode includes each state of rest, AC charging, DC charging, non-contact, contact, and solar high voltage. "Rest" indicates the default state when the vehicle is not being charged. "AC charging", "DC charging", "non-contact", "contact", and "solar high voltage" respectively indicate the state of charging the vehicle shown below.

[0230] AC charging indicates that the state of charging the vehicle's battery using an AC power source is selected. This AC charging is selected when charging is performed by plugging in an AC power source device by a user (including starting based on a timer), receiving AC power during vehicle-to-infrastructure collaboration (V2G), and directly supplying power to vehicle equipment from an AC charger during parking services (pre-air conditioning, personal room use, etc.). Triggers for transitioning to the AC charging state include a plug connection operation input by the user, a pre-air conditioning request and a personal room request, or the arrival of a timer set time requested by the system, and V2x / VPP.

[0231] DC charging indicates that the state of charging or discharging the battery of the vehicle by the DC power supply is selected. This DC charging is selected when charging is performed by plugging the DC power supply device into a plug by the user, receiving or supplying DC power during vehicle-to-infrastructure cooperation (V2G), and power supply in parallel with parking services. As a trigger for transitioning to the DC charging state, examples include a plug connection operation input by the user, a pre-air conditioning request and a personal room request, or the arrival of a timer setting time determined by the system, and V2x / VPP.

[0232] Contactless means that the state of charging the battery of the vehicle without contacting the charging equipment is selected. This is selected when manual charging involving a switch (SW) operation of the user is performed on the vehicle set at the charging station. As a trigger for transitioning to the contactless state, a SW operation input by the user after the vehicle is set at the charging station can be exemplified.

[0233] Contact indicates that the state of charging the battery of the vehicle in contact with the charging device is selected. This contact is selected when charging is performed on the vehicle that has been positioned and paired and is set at the charging station based on the coupling between the charging station and the vehicle. As a trigger for transitioning to the contact state, the setting of the vehicle to the charging station can be completed after the positioning and pairing of the vehicle.

[0234] Solar high voltage indicates the state in which charging from the buffer battery to the high voltage storage battery is selected. The buffer battery temporarily stores the power generated by the solar power generation system. The solar high voltage is selected when the storage capacity (SOC) of the buffer battery reaches a predetermined threshold value. As a trigger for the transition to solar high voltage, the storage capacity of the buffer battery determined by the system reaches a threshold value, etc.

[0235] Fig. 9 Is the rest in the charging sub-mode ( Fig. 9 (ID = 0)), AC charging ( Fig. 9 (ID = 1)), DC charging ( Fig. 9 (ID=2)), non-contact ( Fig. 9 (ID=3)), contact ( Fig. 9 (ID = 4)) and solar high voltage ( Fig. 9 State transition diagram of (ID=5). If at least one request among AC charging, DC charging, contactless, contact and solar high voltage is generated in the rest state, it will migrate from the rest state to the requested charging state. If there is no request for any charging, it will migrate to the rest state. In the case of multiple repeated requests, AC charging and DC charging have the highest priority, and solar high voltage has the lowest priority. For AC charging and DC charging, the state in which the charging request was generated first is selected (first wins). When requests are generated at the same time, DC charging is selected. In addition, contactless and contact are in an exclusive relationship and are not established at the same time.

[0236] 3-3: Equipment power supply mode

[0237] The equipment power supply sub-mode makes the state transition between the car mode, electric mode and power generation mode. The vehicle state obtained in the equipment power supply sub-mode includes each state of rest, electric service, mobile preparation, passenger boarding and alighting, and OTA. "Rest" indicates the default state when the service related to equipment power supply is not implemented. "Electric service", "mobile preparation", "passenger boarding and alighting", and "OTA" respectively indicate the state in which the service related to equipment power supply shown below is being implemented.

[0238] The electric service indicates a state where the provision of a vehicle-specific service other than direct driving is selected. The electric service is selectable in all of the car mode, electric mode, and power generation mode. Examples of the specific service selected as the electric service include monitoring functions, connected vehicle functions, and the like.

[0239] The mobile preparation indicates a state in which provision of a unique service in preparation for the vehicle before driving is selected. The mobile preparation is a state selectable only in the electric mode (or in the car mode when the electric service is continuously transferred to the passenger getting on and off the vehicle). As a unique service for selecting the mobile preparation, a service such as a pre-air conditioning function can be exemplified.

[0240] Passenger boarding and exiting indicates a state where a unique service is provided before and after the door is opened and closed while the vehicle is running. Passenger boarding and exiting is a state that can be selected from all of the car mode, electric mode, and power generation mode. As a unique service for selecting passenger boarding and exiting, services such as an electronic rearview mirror and a hospitality function can be exemplified.

[0241] OTA indicates a state where provision of reprogramming based on wireless communication is selected. This OTA is a state that can be selected only in electric mode. OTA is a state selected on the premise that all other services are stopped.

[0242] Fig.10 Is the device in the power supply mode of the rest ( Fig.10 (ID=0)), Electric Service ( Fig.10 (ID = 1)), mobile preparation ( Fig.10 (ID = 2)), passengers boarding and alighting ( Fig.10 (ID=3)) and OTA( Fig.10State transition diagram of (ID=4). If at least one request among electric service, mobility preparation, passenger boarding and exiting, and OTA is generated during the rest period, the state will be transitioned from "rest" to the state where the requested service can be provided. If there is no request for any service provision, it will be transitioned to the rest state. In the case of multiple repeated requests, OTA has the highest priority. For other states, under the condition that the upper level includes the lower level, the priority becomes higher in the order of passenger boarding and exiting, mobility preparation, and electric service.

[0243] 3-4: Auxiliary machine supplement sub-mode

[0244] The auxiliary machine replenishment sub-mode transitions between the vehicle mode, the electric mode, and the power generation mode. The vehicle states acquired in the auxiliary machine replenishment sub-mode include each state of rest, high voltage extraction, and solar low voltage. "Resistance" indicates the default state when the vehicle is not being charged. "High voltage extraction" and "solar low voltage" respectively indicate the states in which the vehicle is being charged as shown below.

[0245] High-voltage extraction indicates a state where the power extraction process is selected. In the power extraction process, since the capacity of the auxiliary battery decreases when the vehicle is parked for a long time, power is transferred from the high-voltage battery to the auxiliary battery. This high-voltage extraction is a state that can be selected only in the electric mode. The power extraction function of the high-voltage battery is based on the premise that the system automatically starts regardless of the user's instructions, etc.

[0246] Solar low voltage indicates the state where charging from the buffer battery to the high voltage storage battery is selected. The buffer battery temporarily stores the power generated by the solar power generation system when the vehicle is parked, etc. This solar low voltage is a state that can be selected in all of the car mode, electric mode, and power generation mode. The function of charging from the buffer battery to the high voltage storage battery is based on the system automatically starting when it is detected that the storage capacity (SOC) of the buffer battery has reached a specified threshold.

[0247] Fig.11 It is the rest in the auxiliary machine supplement sub-mode ( Fig.11 (ID = 0)), high pressure absorption ( Fig.11 (ID = 1)) and solar low voltage ( Fig.11 (ID=2))State transition diagram. If at least one of high voltage extraction and solar low voltage is requested during the rest period, the state transitions from the rest period to a state capable of providing the requested charge. If there is no request for any charge, the state transitions to the rest period. In the case of multiple requests being repeated, the high voltage extraction state takes precedence over the solar low voltage state.

[0248] 3-5: AC power supply mode

[0249] The AC power supply mode transitions the state between the car mode, the electric mode, and the power generation mode. The vehicle state obtained in the AC power supply mode includes each state of rest, indoor ACC, indoor V2L, external V2G, and external V2L. "Resistance" indicates the default state when the vehicle is not charged. "Indoor ACC", "Indoor V2L", "External V2G", and "External V2L" respectively indicate the states of charging the vehicle shown below.

[0250] Indoor ACC indicates a state where the user has selected the use of an accessory device by operating a dedicated switch (SW). The indoor ACC is selectable between the car mode and the electric mode. The indoor ACC can be selected in combination with a unique parking service.

[0251] Indoor V2L indicates a state where emergency power generation is selected by a unique command operation. This indoor V2L is a state that can be selected only in the power generation mode. In order to perform emergency power generation, the engine is started and the use of FC (fuel cell) is allowed.

[0252] External V2G indicates a state where AC charging and discharging in coordination with a house or a power system is selected based on an external command after a dedicated clamp is inserted into the vehicle. This external V2G is a state selectable only in the electric mode.

[0253] External V2L indicates a state where emergency power generation is selected based on a unique command operation after a dedicated clamp is inserted into the vehicle. This external V2L is a state that can be selected only in the power generation mode. In order to perform emergency power generation, the engine is started and the use of FC (fuel cell) is allowed.

[0254] Fig.12 is the rest period in AC power supply mode ( Fig.12 (ID = 0)), indoor ACC ( Fig.12 (ID = 1)), indoor V2L ( Fig.12 (ID = 2)), external V2G ( Fig.12 (ID=3)) and external V2L ( Fig.12 If at least one request from indoor ACC, indoor V2L, external V2G, and external V2L is generated during the idle state, the state transitions from the idle state to the requested charging state. If there is no request for charging, the state transitions to the idle state.

[0255] Specific example

[0256] Further reference Figure 13 to Figure 25, the specific examples of the state transition of the above-mentioned main mode's various conditions (automobile, electric, power generation, rest), various states (driving, movement, transportation, power infrastructure coordination) and various sub-modes (driving, charging, equipment power supply, auxiliary machine supplementation and AC power supply) are described. In the following description, the main mode, condition and sub-mode state are referred to as "mobility system state".

[0257] Case 1

[0258] Fig.13 The figure shows an example (Case 1) summarizing the migration of the charging sub-mode and the AC power supply sub-mode linked to the power infrastructure cooperation status. In the absence of instructions for infrastructure cooperation, the state is fixed to "standby state". According to the instructions of infrastructure cooperation, it migrates to each state of "ready state", "charging state" and "power supply state". When switching between charging and power supply in cooperation, the state is temporarily switched through the "ready state". The same applies to the case where the vehicle cannot follow the instructions of infrastructure cooperation due to the condition of the vehicle. Fig.13 In (*1), only charging is possible. Fig.13 In (*2), only discharge is possible.

[0259] Case 2

[0260] Fig.14 2 is a diagram summarizing an example (Case 2) of switching of the transition permission conditions to the "start" state of the driving condition involving the driving sub-mode state. Fig.14 , the determination conditions for allowing the state transition from the standby state to the start state of the driving condition in each of the manual, semi-automatic and fully automatic states are shown. Fig.14 (*1) is applied to the case of remote operation from outside the vehicle (out-car). In addition, Fig.14 (*2) is linked to situations where a driver has driver qualifications (elderly people, etc.).

[0261] Case 3

[0262] Fig.15 2 shows a diagram summarizing examples (Case 3) of direct requests to the motion system related to the status in the car mode. Fig.15 As shown, by inputting the mobility system status to the management unit (integrated manager, motion manager) that controls the main functions, the behavior of the entire vehicle across multiple functions can be managed in one go. In addition, direct instructions can be determined based on the mobility system status.

[0263] Case 4

[0264] Fig.16The figure shows an example (Case 4) of entrance and exit coordination involving the travel system state requested by the upper level in the car mode. Fig.16 As shown, by inputting the state of the travel system to the management unit (integrated manager, motion manager) that controls the main functions, the overall behavior of the vehicle across multiple functions can be managed at once. In addition, for action requests from the upper level, the output can be prohibited or restricted by combining with the travel system state or any scene information.

[0265] Case 5

[0266] Fig.17 The figure shows an example (Case 5) of coordinating activities in the transportation service. The basic process of the transportation service is as follows. When the vehicle arrives at the stop, if there are passengers getting on and off the vehicle, the automatic door can be opened after the vehicle is secured. Before departure, the automatic door is fully closed in the departure waiting state. Fig.17 As shown, by inputting the mobility system status to the management unit that controls the main functions, the behavior of the entire vehicle across multiple functions can be managed in a unified manner. In addition, direct instructions can be determined based on the mobility system status.

[0267] Case 6

[0268] Fig.18 The figure in FIG. 6 summarizes an example (Case 6) of power coordination in a vehicle mode related to a mobility system state and scenario information. Fig.18 As shown, by inputting the travel system status to the management unit that controls the main functions, the overall behavior of the vehicle across multiple functions can be managed at once. In addition, direct instructions can be determined based on the travel system status. In addition, for action requests from the upper level, output prohibition and restriction can be implemented by combining with the travel system status or any scene information.

[0269] Case 7

[0270] Fig.19 2 is a diagram summarizing examples of combinations of sub-mode transition states related to charge and discharge request coordination (Case 7). Fig.19 The states of the charging sub-mode are shown in columns, and the states of the equipment power supply sub-mode and the auxiliary machine supplementation sub-mode are shown in rows. It is shown that only charging, only discharging, and both charging and discharging can be performed in each combination.

[0271] When the equipment power supply sub-mode is OTA and the charging sub-mode is AC charging or DC charging ( Fig.19 (*1)), the equipment that is the prerequisite for driving should not be driven during charging with a plug connection. However, migration is allowed after unplugging the plug. When the equipment power supply mode is other than rest and the charging sub-mode is solar high voltage ( Fig.19 (*2)), since the loss in the absorption is likely to be greater than the charging power, solar charging should not be used. Fig.19 (*3)), since high-voltage charging and low-voltage supplementation are in an exclusive relationship in the solar system, the high-voltage side is prioritized. When the auxiliary machine supplementation sub-mode is high-voltage extraction and the charging sub-mode is AC charging, DC charging, non-contact or contact ( Fig.19 (*4)), if the charging system is the object of reprogramming, only extraction is performed. In addition, in order to avoid reprogramming failure caused by power outage, reprogramming is performed after accumulating the required energy in advance. In the case where the auxiliary machine supplementation sub-mode is solar low voltage and the charging sub-mode is AC charging, DC charging, non-contact or contact ( Fig.19 (*5)), even in normal charging, it is assumed that the auxiliary battery capacity is reduced by the main DDC (DCDC converter). When the charging sub-mode is AC charging, DC charging, contactless or contact ( Fig.19 (*6)), and the simultaneous driving of the existing DDC and the solar energy extraction DDC is allowed as a prerequisite. When the equipment power supply mode is ready for movement and the charging sub-mode is non-contact or contact ( Fig.19 (*7)), there is a possibility that some users may need to refuse services that accompany the ride (such as charging in a private room). When the equipment power supply mode is OTA and the charging sub-mode is contactless or contact ( Fig.19 (*8)), the contactless charging may need to be temporarily interrupted before and after the driver gets on and off the vehicle while driving.

[0272] Fig. 20 The coordination requirements between the equipment power supply sub-mode and the auxiliary machine supplement sub-mode are shown in . When the equipment power supply sub-mode is OTA, the equipment power supply takes priority. When the equipment power supply sub-mode is other than OTA, the equipment power supply and auxiliary machine supplement can coexist. Whether each power supply and high-voltage extraction are adopted each time ultimately depends on the demand-supply coordination based on priority sorting. For the coexistence of power supply and solar low voltage, seamless continuation after driving transition can also be achieved. If coexistence can be achieved in the travel system, efficient use of energy can be expected even when the buffer battery is eliminated.

[0273] Case 8

[0274] Fig.21 2 is a diagram summarizing an example of coordination requirements (Case 8) in a combination of an AC power supply sub-mode and other charge and discharge sub-modes. Fig.21The diagram is shown with the states of the AC power supply sub-mode as columns and the states of the charging sub-mode, the equipment power supply sub-mode, and the auxiliary machine replenishment sub-mode as rows. Fig.21 A to H in the table represent the following contents.

[0275] Fig.21 A: Charging and discharging can coexist

[0276] Fig.21 B: can only be charged or discharged

[0277] Fig.21 C: AC powered only

[0278] Fig.21 D: Exclusive (win first)

[0279] Fig.21 E: It can realize the migration of the discharge side during the power generation in AC (not vice versa)

[0280] Fig.21 F: Exclusive (switch appropriately)

[0281] Fig.21 G: can only coexist in specific "electric services" (others can only charge or discharge)

[0282] Fig.21 H: Only when "mobile preparation" is not implemented, it can be migrated to AC (others are exclusive first-come-first-served)

[0283] in, Fig.21 Nothing means that there is no such combination. For bracketed coexistence ( Fig.21 As for (A)), whether migration in the travel system is allowed is ultimately determined by the priority coordination between activities by the power manager of the integrated manager, and whether the request is feasible based on scene information on the activity side.

[0284] Case 9

[0285] Fig. 22 An example of the control flow of AC charging is shown in FIG. 9 (Case 9).

[0286] Fig. 22 Mode starts by edge detection of charging plug connection operation or time setting notification from schedule management during connection. As a result, an IGB signal is output to start the powertrain charging system. Even when the default charging timer is valid and the time has not arrived, the AC relay connection is implemented after edge detection to calculate the required time.

[0287] Fig. 22The accepts the timer request and calculates the required time based on the infrastructure, battery status, and target charge level to schedule the start. In addition, it starts immediately when there is insufficient time just after connection.

[0288] Fig. 22 <c> receives the transmission of the selection result of the charging mode and the execution request, and manages the charging execution through the powertrain (including the interruption migration caused by power outage, plug pulling, etc.). Moreover, after the charging is completed or the termination is confirmed, the result is transmitted to the travel system and the control mode ends.

[0289] Case 10

[0290] Fig.23 An example of a high-voltage auxiliary battery replenishment control flow is shown (Case 10).

[0291] Fig.23 Upon receiving a VPP implementation request from the infrastructure, the switching state is transitioned to "ready" and the main mode is transitioned to "electric".

[0292] Fig.23 recognizes that the charging and discharging method is AC based on information from the connected infrastructure.

[0293] Fig.23 <c> accepts the infrastructure request and causes the charging sub-mode to shift to "AC charging" to perform charging.

[0294] Fig.23 After charging is completed, the switching state is returned to "Ready". The same applies to the case where there is an interrupt request from the infrastructure.

[0295] When there is a power supply request from the infrastructure, the AC power supply sub-mode is shifted to "external V2G" for execution.

[0296] As with charging, the switching state is returned to "ready" and the power supply is terminated. The mode is appropriately completed in "standby" by time protection, etc. In this way, by setting the charge and discharge switching state, exclusive coordination of charging and power supply can be implemented to avoid control interference.

[0297] Case 11

[0298] Fig.24 An example of a complex control flow involving parking service, high voltage extraction, and AC charging is shown in FIG. 1 (Case 11).

[0299] Fig.24 When a service request is generated, the equipment power supply mode is shifted to "electric service" to start the electric mode. In addition, the power supply corresponding to the requested service is turned on.

[0300] Fig.24 When high voltage utilization is permitted in coordination with the power manager of the integrated manager, the IGB is instructed to start up by drawing.

[0301] Fig.24 <c> Furthermore, when AC charging is possible, if AC power supply is permitted in coordination with the power manager of the integrated manager, the charging sub-mode is shifted to "AC charging" and AC charging is performed in parallel by outputting a charging command.

[0302] Case 12

[0303] Fig.25 An example of an emergency power generation control flow is shown in (Case 12).

[0304] Fig.25 In response to a power generation request based on a user operation, the AC power supply sub-mode is switched to either "external V2L" or "indoor V2L". In addition, the main mode is switched from "rest" to "(emergency) power generation".

[0305] Fig.25 In the output processing unit, an IGP signal is output to start the powertrain system. At the same time, an AC power supply instruction is output. In addition, in the case of external power supply, an IGB signal for starting the charging system and an external output instruction for relay switching are also output.

[0306] Fig.25 <c> receives power supply and output instructions from the upper level and implements the request in the powertrain domain.

[0307] Fig.25 <d> Even if the request is withdrawn without user operation, if the supply limit is reached, the service is terminated.

[0308] Effects, etc.

[0309] As described above, an information processing device involved in one embodiment of the present disclosure is pre-equipped with various instructions as a library in a control architecture that can realize activities. These various instructions can automatically determine the coordination of complex actuator actions, power start-up for starting the required systems, energy supply coordination for energy demand (feasibility judgment, supply source selection), and mode migration that determines the overall behavior of the vehicle simply by calling predetermined abstract instructions.

[0310] As a result, application developers can easily develop new or additional applications (services) based on intuitive algorithm designs for their purposes without having to understand the vehicle's electronic platform structure, specified instructions, system configuration (hardware changes), and energy system, etc.

[0311] Furthermore, the information processing device according to the present embodiment can add functions simply by referencing shared entry information and utilizing a command library and by installing a new or additional application individually, without requiring modification of related applications.

[0312] In addition, application developers can easily develop new or additional applications.

[0313] In addition, the information processing device involved in this embodiment can avoid the increase of inspection time for the occurrence of adverse conditions caused by unexpected vehicle behavior, inspection time for control interference confirmation, etc. by operating within the scope of each hierarchically structured input and output interface (I / F).

[0314] Furthermore, since the information processing device according to the present embodiment can centrally manage the control status of the vehicle by using the transition of the mode and status, the entire vehicle can be appropriately controlled so that there is no conflict between the operations of the functions of the plurality of different functional systems.

[0315] An embodiment of the technology disclosed herein has been described above, but the present disclosure can be understood not only as an information processing device, but also as a method executed by an information processing device having a processor and a memory, a program of the method, a computer-readable non-temporary recording medium storing the program, or a vehicle equipped with an information processing device, etc.

[0316] The present disclosure is useful in an information processing device mounted on a vehicle or the like.

Claims

1. An information processing device, mounted on a vehicle, characterized in that: The invention comprises a processor, wherein the processor is configured as follows: determining, based on a request for the vehicle, a mode from among a plurality of modes that determine a method of using and an action of the vehicle; Transitioning the state of the vehicle between a plurality of conditions indicating the state of the vehicle permitted in the determined mode and a plurality of states obtainable in a plurality of sub-modes defining control purposes and means; as well as controlling the vehicle based on the state of the vehicle after the migration, The multiple modes include: The car mode is for the needs of moving or transporting the vehicle as a car. The electric mode is designed to meet the need to use a parked vehicle not as a car but as an electrical device with a battery. The power generation mode should meet the demand to use the parked vehicle not as a car but as a generator for emergency or daily use; and The rest mode is the default mode when the vehicle does not function as a car, electric product, or generator. The use method and actions of the entire vehicle across multiple functions are managed in a unified manner based on the state transition of the mode, the situation, and the sub-mode linkage.

2. The information processing device according to claim 1, characterized in that The conditions for the processor to cause the state of the vehicle to transition depend on the determined mode.

3. An information processing method, executed by a processor of an information processing device mounted on a vehicle, characterized in that: include: determining, based on a request for the vehicle, a mode from among a plurality of modes that determine a method of using and an action of the vehicle; Transitioning the state of the vehicle between a plurality of conditions indicating the state of the vehicle permitted in the determined mode and a plurality of states obtainable in a plurality of sub-modes limiting control purposes and means; as well as controlling the vehicle based on the state of the vehicle after the migration, The multiple modes include: The car mode is for the needs of moving or transporting the vehicle as a car. The electric mode is designed to meet the need to use a parked vehicle not as a car but as an electrical device with a battery. The power generation mode should meet the demand to use the parked vehicle not as a car but as a generator for emergency or daily use; and The rest mode is the default mode when the vehicle does not function as a car, electric product, or generator. The use method and actions of the entire vehicle across multiple functions are managed in a unified manner based on the state transition of the mode, the situation, and the sub-mode linkage.

4. A non-transitory storage medium, characterized in that: The system stores instructions that can be executed by one or more processors of an information processing device mounted on a vehicle and cause the one or more processors to execute the following functions: determining, based on a request for the vehicle, a mode from among a plurality of modes that determine a method of using and an action of the vehicle; Transitioning the state of the vehicle between a plurality of conditions indicating the state of the vehicle permitted in the determined mode and a plurality of states obtainable in a plurality of sub-modes limiting control purposes and means; as well as controlling the vehicle based on the state of the vehicle after the migration, The multiple modes include: The car mode is for the needs of moving or transporting the vehicle as a car. The electric mode is designed to meet the need to use a parked vehicle not as a car but as an electrical device with a battery. The power generation mode should meet the demand to use the parked vehicle not as a car but as a generator for emergency or daily use; and The rest mode is the default mode when the vehicle does not function as a car, electric product, or generator. The use method and actions of the entire vehicle across multiple functions are managed in a unified manner based on the state transition of the mode, the situation, and the sub-mode linkage.

5. A vehicle, characterized in that: The information processing device according to claim 1 or 2 is mounted thereon.

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