Control device for a vehicle

Abstract

A control device for a vehicle that estimates a predetermined driving path of the vehicle without using map information. The control device for the vehicle is equipped on a vehicle having a position information acquisition unit and a turning amount acquisition unit. The position information acquisition unit acquires the position information of the vehicle, and the turning amount acquisition unit acquires the turning amount of the vehicle. Among them, the control device for the vehicle includes: a departure point determination unit that determines the departure place of the vehicle based on the position information; a measurement start point setting unit that sets a measurement start point of the turning amount of the vehicle based on the position information; a driving path recording unit that records the measurement start point and the turning amount of the vehicle; and a predetermined path estimation unit that estimates the predetermined driving path of the vehicle based on the recorded measurement start point and the turning amount.

Description

[0001] Cross - reference to related applications

[0002] This application claims priority based on Japanese Patent Application No. 2021 - 060829 filed on March 31, 2021, and incorporates its content herein by reference. Technical field

[0003] The present invention relates to a control device for a vehicle. Background art

[0004] There is known the following technology: controlling a power storage device or the like mounted on a hybrid vehicle based on information related to the hybrid vehicle. For example, Japanese Patent No. 4438812 discloses the following technology: when a driving route is not set, calculating a destination and the reliability of the destination based on a driving history, and if the reliability is equal to or higher than a specified value, controlling the hybrid vehicle. In addition, Japanese Patent No. 6674637 discloses the following technology: storing locations where the precipitation risk of a storage battery is high, and when approaching within a specified distance from such a location, controlling the hybrid vehicle in a precipitation suppression mode for the storage battery. Summary of the invention

[0005] Problems to be solved by the invention

[0006] However, the invention described in Japanese Patent No. 4438812 has a drawback that map data is necessary. In addition, in the invention described in Japanese Patent No. 6674637, since only distance information between locations is used, there is a drawback that the probability of passing through that location cannot be evaluated.

[0007] A solution of the present invention provides a method for estimating a predetermined driving route of a vehicle without using map information.

[0008] Solutions for solving the problems

[0009] The control device for a vehicle of the present invention adopts the following structure.

[0010] (1): A vehicle according to one aspect of the present invention includes a position information acquisition unit and a turning amount acquisition unit. The position information acquisition unit acquires the position information of the vehicle, and the turning amount acquisition unit acquires the turning amount of the vehicle. The control device provided on the vehicle includes: a departure location determination unit that determines the departure location of the vehicle based on the position information; a measurement start point setting unit that sets a measurement start point of the turning amount of the vehicle based on the position information; a traveling path recording unit that records the measurement start point and the turning amount of the vehicle; and a predetermined path estimation unit that estimates the predetermined driving route of the vehicle based on the recorded measurement start point and the turning amount.

[0011] (2): In the solution of (1) above, the control device further includes a vehicle trajectory estimation unit. The vehicle trajectory estimation unit estimates the trajectory of the vehicle on a two-dimensional plane based on the position information obtained from the position information acquisition unit. When a reference line arranged in a grid pattern on the two-dimensional plane intersects with the trajectory, the measurement start point setting unit sets the intersection point of the reference line and the trajectory as the measurement start point.

[0012] (3): In the solution of (1) or (2) above, the turning amount acquisition unit acquires the turning amount by classifying the turning amount into a right turning amount and a left turning amount.

[0013] (4): In the solution of (1) or (2) above, the vehicle includes an engine, a storage battery, and an electric motor. The electric motor is connected to a drive wheel and is driven by power supplied from the power storage device, and supplies the regenerative power generated during regeneration to the storage battery. The control device of the vehicle includes an event occurrence recording unit, and the event occurrence recording unit records the position of the vehicle when an event related to the storage battery occurs.

[0014] (5): In the solution of (4) above, the event includes that the remaining capacity of the storage battery exceeds a specified value.

[0015] (6): In the solution of (4) or (5) above, the event includes that the vehicle has changed to an electric driving mode, and in the electric driving mode, the vehicle is driven by power supplied from the storage battery without using the engine.

[0016] Advantages of the Invention

[0017] According to the solutions of (1) to (3) above, it is possible to estimate a predetermined driving route without using map data.

[0018] According to the solutions of (4) to (6) above, it is possible to estimate a predetermined driving route and control a hybrid vehicle without using map data. Description of the Drawings

[0019] Figure 1 It is a diagram showing an example of the structure of the vehicle according to the first embodiment.

[0020] Figure 2 It is a diagram showing an example of the structure of the control device according to the first embodiment.

[0021] Figure 3A It is a diagram showing an example of the driving route stored in the driving route storage unit during driving.

[0022] Figure 3BIt is a diagram schematically showing the in - motion path recorded in the in - motion path storage unit.

[0023] Figure 4 It is a diagram showing an example of the path recorded in the past path storage unit.

[0024] Figure 5 It is a diagram schematically showing the estimation method of the predicted path estimation unit.

[0025] Figure 6 It is a diagram showing an example of the structure of the control device of the second embodiment.

[0026] Figure 7A It is a diagram showing an example of the in - motion path recorded in the in - motion path storage unit of the second embodiment.

[0027] Figure 7B It is a diagram schematically showing the in - motion path recorded in the in - motion path storage unit of the second embodiment.

[0028] Figure 8 It is an example of the event - occurring path stored in the event - occurring path storage unit.

[0029] Figure 9 It is a diagram schematically showing the update method of the event - occurring path update unit.

[0030] Figure 10 It is a diagram schematically showing the operation of the predicted path estimation unit of the second embodiment.

[0031] Figure 11 It is a diagram schematically showing the in - motion path. Detailed Embodiment

[0032] Hereinafter, embodiments of the control device of the present invention will be described with reference to the accompanying drawings.

[0033] [Overall Structure]

[0034] Figure 1 It is a diagram showing an example of the structure of the vehicle M of the first embodiment. The illustrated vehicle M is a hybrid vehicle capable of switching between a series mode and a parallel mode. The series mode is a mode in which the engine is not mechanically connected to the drive wheels, and the power of the engine is specifically used for power generation based on a generator, and the generated power is supplied to the driving motor. The parallel mode is a mode in which the engine can be mechanically (or via a fluid such as a torque converter) connected to the drive wheels, and the power of the engine can be transmitted to the drive wheels or used for power generation. Figure 1 The vehicle M with the illustrated structure can be switched between the series mode and the parallel mode by connecting or disconnecting the lock - up clutch 14.

[0035] As shown Figure 1 in FIG. 1, a vehicle M is equipped with, for example, an engine 10, a first motor (generator) 12, a lock-up clutch 14, a gearbox 16, a second motor (electric motor) 18, a braking device 20, drive wheels 25, a PCU (Power Control Unit) 30, a storage battery 60, battery sensors 62 such as a voltage sensor, a current sensor, and a temperature sensor, vehicle sensors such as an accelerator opening sensor 70, a vehicle speed sensor 72, and a brake pedal depression amount sensor 74, a position information acquisition unit 80, and a turning amount acquisition unit 90. The vehicle M has at least the engine 10, the second motor 18, and the storage battery 60 as drive sources.

[0036] The engine 10 is an internal combustion engine that outputs power by burning fuel such as gasoline. The engine 10 is, for example, a reciprocating engine including a combustion chamber, a hydraulic cylinder, a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, etc. In addition, the engine 10 may be a rotary engine.

[0037] The first motor 12 is, for example, a three-phase AC generator. The first motor 12 connects a rotor to an output shaft (e.g., a crankshaft) of the engine 10 and generates electricity using the power output from the engine 10. The output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side via the lock-up clutch 14.

[0038] The lock-up clutch 14 switches between the following two states according to an instruction from the PCU 30, the two states being a state in which the output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side and a state in which they are disconnected from the drive wheel 25 side.

[0039] The gearbox 16 is a transmission. The gearbox 16 speeds up the power output from the engine 10 and transmits it to the drive wheel 25 side. The gear ratio of the gearbox 16 is specified by the PCU 30.

[0040] The second motor 18 is, for example, a three-phase AC motor. The rotor of the second motor 18 is connected to the drive wheel 25. The second motor 18 outputs power to the drive wheel 25 using the supplied electricity. In addition, the second motor 18 generates electricity using the kinetic energy of the vehicle M during deceleration of the vehicle M and stores the generated electricity in the storage battery 60 via a second converter 34 and a VCU 40 described later.

[0041] The braking device 20 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the hydraulic cylinder. The braking device 20 may include a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal to the hydraulic cylinder via a master hydraulic cylinder as a backup. It should be noted that the braking device 20 is not limited to the structure described above and may also be an electronically controlled hydraulic braking device that transmits the hydraulic pressure of the master hydraulic cylinder to the hydraulic cylinder.

[0042] The PCU 30 includes, for example, a first converter 32, a second converter 34, a VCU (Voltage Control Unit) 40, and a control device 50. It should be noted that taking these components as a unified structure of the PCU 30 is just an example, and these components may also be arranged dispersedly.

[0043] The first converter 32 and the second converter 34 are, for example, AC-DC converters. The DC side terminals of the first converter 32 and the second converter 34 are connected to the DC line DL. A battery 60 is connected to the DC line DL via the VCU 40. The first converter 32 converts the alternating current generated by the first motor 12 into direct current and outputs it to the DC line DL, or converts the direct current supplied via the DC line DL into alternating current and supplies it to the first motor 12. Similarly, the second converter 34 converts the alternating current generated by the second motor 18 into direct current and outputs it to the DC line DL, or converts the direct current supplied via the DC line DL into alternating current and supplies it to the second motor 18.

[0044] The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied from the battery 60 and outputs it to the DC line DL.

[0045] The functions of the control device 50 will be described later. The battery 60 is, for example, a secondary battery such as a lithium-ion battery.

[0046] The throttle opening sensor 70 is installed on the throttle pedal, which is an example of an operating member that receives an acceleration instruction from the driver, for detecting the operation amount of the throttle pedal and outputting it as the throttle opening to the control device 50. The vehicle speed sensor 72 includes, for example, wheel speed sensors installed on each wheel and a speed computer, and synthesizes the wheel speeds detected by the wheel speed sensors to derive the speed (vehicle speed) of the vehicle M and outputs it to the control device 50. The brake pedal depression amount sensor 74 is installed on the brake pedal, which is an example of an operating member that receives a deceleration or stop instruction from the driver, for detecting the operation amount of the brake pedal and outputting it as the brake pedal depression amount to the control device 50.

[0047] The position information acquisition unit 80 acquires the position information of the vehicle M. The position information acquisition unit 80 can be realized, for example, by using GPS (Global Positioning System). The turning amount acquisition unit 90 acquires the turning amount of the vehicle M. The turning amount is, for example, a value obtained by summing up the angles by which the vehicle M turns. The turning amount acquisition unit can be realized, for example, by using a yaw rate sensor.

[0048] <First Embodiment>

[0049] [Structure of Control Device 50]

[0050] Figure 2 This is a diagram showing an example of the structure of the control device 50 of the first embodiment.

[0051] The control device 50 includes a departure point determination unit 100, a measurement start point setting unit 102, a traveling path recording unit 104, a planned path estimation unit 106, a vehicle trajectory estimation unit 108, a past path recording unit 110, a traveling path storage unit 200, and a past path storage unit 202. These components are realized, for example, by causing a hardware processor such as a CPU (Central Processing Unit) to execute a program (software). In addition, some or all of these components can be realized by hardware (circuit unit; including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or can be realized by the cooperation of software and hardware.

[0052] The departure point determination unit 100 determines the departure point of the vehicle M by acquiring the position information from the position information acquisition unit 80. The measurement start point setting unit 102 sets the measurement start point of the turning amount of the vehicle M by acquiring the position information from the position information acquisition unit 80. The traveling path recording unit 104 records the measurement start point determined by the measurement start point setting unit 102 and the turning amount acquired from the turning amount acquisition unit 90 in the traveling path storage unit 200.

[0053] The planned path estimation unit 106 estimates the planned traveling path of the vehicle M based on the departure point and the turning amount stored in the traveling path storage unit 200 and the past path storage unit 202. The vehicle trajectory estimation unit 108 estimates the trajectory of the vehicle M on a two-dimensional plane based on the position information acquired from the position information acquisition unit 80.

[0054] Figure 3AThis is a diagram showing an example of the driving path recorded in the in - driving path storage unit 200. Figure 3B This is a diagram schematically showing the driving path recorded in the in - driving path storage unit 200. As Figure 3B shown, the two - dimensional plane representing the position information is divided (hereinafter, this division is called a grid). The grid is, for example, a division obtained by dividing based on longitude and latitude. When the measurement start point setting unit 102 determines that the trajectory of the vehicle M estimated by the vehicle trajectory estimation unit 108 intersects the boundary line between the grids, the location where the trajectory intersects the boundary line is set as the measurement start point.

[0055] In Figure 3A the path shown, the grid numbers correspond to Figure 3B the grid numbers shown.

[0056] The measurement start point represents the measurement start point in each grid. The right - turn amount and the left - turn amount respectively represent the right - turn amount and the left - turn amount of the vehicle in each grid.

[0057] The past path recording unit 110 records the in - driving path stored in the in - driving path storage unit 200 after the driving ends as a past path in the past path storage unit 202. The in - driving path storage unit 200 stores the in - driving path. The past path storage unit 202 stores the past path. In addition, when the past path recording unit 110 records the in - driving path in the past path storage unit 202, it deletes the path with the earliest record among the past paths stored in the past path storage unit 202. For example, when 100 past paths are stored in the past path storage unit 202, the latest 100 past paths can be stored. Thus, the paths that were used in the past but are not currently used can be deleted from the past path storage unit 202 to save capacity.

[0058] It is also possible to record the past path in the past path storage unit 202 in association with the number of driving times of the past path. In this case, when there is a path in the past paths stored in the past path storage unit 202 that is the same as the in - driving path, the past path recording unit 110 adds 1 to the number of driving times of this past path (hereinafter referred to as "update"). In addition, when there is no path in the past paths stored in the past path storage unit 202 that is the same as the in - driving path, the past path recording unit 110 records the in - driving path as a new past path in the past path storage unit 202. At this time, the past path recording unit 110 deletes the path that was recorded earliest or has been updated. Thus, by not recording the same path in the past path storage unit 202 and deleting the paths that have not been updated, the capacity of the past path storage unit 202 can be saved.

[0059] Figure 4This is a diagram showing an example of a path recorded in the past path storage unit 202. The past path storage unit 202 stores the in-travel path stored in the in-travel path storage unit 200.

[0060] Figure 5 This is a diagram schematically showing the estimation method of the predicted path estimation unit 106.

[0061] The predicted path estimation unit 106 counts how many paths (matching paths) in the past paths stored in the past path storage unit 202 match the in-travel path stored in the in-travel path storage unit 200. The predicted path estimation unit 106 counts how many matching paths exist when the vehicle travels and sets the measurement start point of the in-travel path. That is, as the vehicle travels, the number of matching paths decreases. For example, in Figure 5 the number of matching paths in grid number 1 is 13, but the number of matching paths in grid numbers 1 and 2 decreases to 12, and the number of matching paths in grid numbers 1, 2, and 3 decreases to 11.

[0062] The number of matching paths can contribute to the prediction of the path the vehicle travels. For example, the difference in the number of matching paths indicates the frequency of passing through that path. In Figure 5 according to the past paths, for the vehicle traveling on the path of grid number 1 of the in-travel path, 12 out of 13 times it travels on the path of grid number 2 of the in-travel path.

[0063] When the past paths are recorded in the past path storage unit 202 in association with the number of travel times of the past paths, the predicted path estimation unit 106 counts the number of travel times of the paths in the past paths stored in the past path storage unit 202 that match the in-travel path stored in the in-travel path storage unit 200.

[0064] The control device 50 of the first embodiment can estimate the predicted path of the vehicle based on the measurement start point and the turning amount. Therefore, even without map information, the predicted path of the vehicle can be estimated.

[0065] <Second Embodiment>

[0066] Figure 6 This is a diagram showing an example of the structure of the control device 50 of the second embodiment.

[0067] The control device 50 of the second embodiment further includes an event occurrence recording unit 112, an event occurrence path recording unit 114, a battery estimation unit 116, a converter control unit 118, an event occurrence path update unit 120, and an event occurrence path storage unit 204 in addition to the control device 50 of the first embodiment.

[0068] The event occurrence recording unit 112 records events that occur during the running of the vehicle. Examples of events include a case where the remaining capacity of the battery 60 exceeds a specified reference value, or a case where the vehicle has changed to an electric driving mode in which the vehicle is driven by power supplied from the battery 60 without using the engine 10. Figure 7A FIG. is an example of a driving path stored in the driving path storage unit 200 of the second embodiment. Figure 7B FIG. schematically shows the driving path stored in the driving path storage unit 200 of the second embodiment. In Figure 7A , a case where an event has occurred when the measurement start point is X8, Y9 and the location where the event has occurred are shown. In Figure 7B , the location where the event has occurred is indicated by a cross.

[0069] When the path stored in the driving path storage unit 200 includes an event occurrence, the event occurrence path recording unit 114 records the path stored in the driving path storage unit 200 in the event occurrence path storage unit 204.

[0070] Figure 8 FIG. is an example of an event occurrence path stored in the event occurrence path storage unit 204. The event occurrence path includes at least one event occurrence. In addition, the number of events that have occurred at the event occurrence location is recorded in the event occurrence path. The number of matching paths is recorded in the event occurrence path. The number of recorded matching paths will be described later.

[0071] The battery estimation unit 116 estimates the charge amount of the battery 60 based on data obtained from the battery sensor 62. The converter control unit 118 controls the switching of the first converter 32, the second converter 34, and the VCU 40.

[0072] Figure 9 FIG. schematically shows the update method of the event occurrence path update unit 120. The event occurrence path update unit 120 counts how many paths (matching paths) that match the paths stored in the past path storage unit 202 exist for one event occurrence path stored in the event occurrence path storage unit 204. That is, the operation performed by the event occurrence path update unit 120 on one path stored in the event occurrence path storage unit 204 is the same as the operation performed by the predetermined path estimation unit 106 on the driving path in the first embodiment. The event occurrence path update unit 120 records the counted number of matching paths in the corresponding event occurrence path. The event occurrence path update unit 120 records the counted number of matching paths in all the event occurrence paths in the same way. The above operation is called the update of the event occurrence path storage unit 204.

[0073] When the past path is recorded in the past path storage unit 202 in association with the number of times of travel of the past path, the event occurrence path update unit 120 counts the number of times of travel of the path that matches the path stored in the past path storage unit 202 for one event occurrence path stored in the event occurrence path storage unit 204.

[0074] The event occurrence path update unit 120 periodically updates the event occurrence path storage unit 204. For example, when a prescribed number of past paths are newly stored in the past path storage unit 202, the event occurrence path update unit 120 updates the event occurrence path storage unit 204.

[0075] The event occurrence path update unit 120 deletes the path with the number of matching paths being 0 from the event occurrence path storage unit 204. Thereby, the event occurrence path update unit 120 deletes the path that is not included in the past path storage unit 202, that is, the unused path, from the event occurrence path storage unit 204. Thereby, the burden in the comparison with the in-travel path described later can be reduced, and the storage capacity of the event occurrence path storage unit 204 can be saved.

[0076] Figure 10 It is a diagram schematically showing the operation of the predetermined path estimation unit 106 of the second embodiment.

[0077] The predetermined path estimation unit 106 of the second embodiment is different from the predetermined path estimation unit 106 of the first embodiment and uses the event occurrence path. The measurement start point of the in-travel path and the event occurrence location of the event occurrence path are compared. When the distance between the measurement start point of the in-travel path and the event occurrence location of the event occurrence path is within a prescribed distance, the predetermined path estimation unit 106 compares the measurement start point and the turning amount of the in-travel path with the measurement start point and the turning amount of the event occurrence path including the event occurrence. This time means when the measurement start point is included in a circle with a prescribed radius centered on the event occurrence location in the diagram showing the in-travel path shown. Figure 11 shown in the in-travel path diagram.

[0078] When the measurement start point and the turning amount of the in-travel path match the measurement start point and the turning amount of the event occurrence path including the event occurrence, the converter control unit 118 controls the switching of the first converter 32, the second converter 34, and the VCU 40. For example, when the event is that the remaining capacity of the storage battery 60 exceeds a prescribed reference value, the converter control unit 118 controls the switching of the first converter 32, the second converter 34, and the VCU 40 so as to cause the storage battery 60 to perform power waste. Here, power waste means consuming by converting power into heat, kinetic energy other than the driving energy of the vehicle, etc., so as to prevent overcharging of the storage battery 60.

[0079] Power waste can be carried out, for example, by driving the engine 10 using renewable energy or by other methods. In the event that the vehicle has changed to an electric driving mode in which the vehicle is driven by power supply from the battery 60 without using the engine 10, the switching of the first converter 32, the second converter 34, and the VCU 40 is controlled in such a way as to charge the battery 60.

[0080] The control device 50 of the second embodiment can estimate the predetermined path of the vehicle travel and the occurring event based on the measurement starting point and the turning amount. Therefore, even without map information, the predetermined path of the vehicle travel and the occurring event can be estimated.

[0081] <Other embodiments>

[0082] The travel path can also include the average speed or travel distance in each grid.

[0083] In the path of each grid, when the distance is below a certain value, the in-travel path recording unit 104 may not record this path in the in-travel path storage unit 200. Additionally, when the distance of the in-travel path is below a certain value, the past path recording unit 110 may not record the in-travel path as a past path in the past path storage unit 200.

[0084] The specific embodiments of the present invention have been described above using the embodiments, but the present invention is in no way limited by such embodiments, and various modifications and substitutions can be made without departing from the gist of the present invention.

Claims

1. A control device for a vehicle, which is equipped on a vehicle having a position information acquisition unit and a turning amount acquisition unit, the position information acquisition unit acquires the position information of the vehicle, and the turning amount acquisition unit acquires the turning amount of the vehicle, wherein, the control device for the vehicle includes: a departure point determination unit that determines the departure place of the vehicle based on the position information; a measurement start point setting unit that sets a measurement start point of the turning amount of the vehicle based on the position information; a traveling path recording unit that records the measurement start point and the turning amount of the vehicle for each grid area; and a predetermined path estimation unit that counts the number of matches for each grid area between the measurement start point and the turning amount recorded in the past and the measurement start point and the turning amount during this travel, and estimates the grid area that the vehicle will pass through next based on the change in the number of matches between grid areas.

2. The control device for a vehicle according to claim 1, wherein, the control device for the vehicle further includes a vehicle trajectory estimation unit that estimates the trajectory of the vehicle on a two-dimensional plane based on the position information acquired from the position information acquisition unit, when a reference line arranged in a grid pattern on the two-dimensional plane intersects the trajectory, the measurement start point setting unit sets the intersection point of the reference line and the trajectory as the measurement start point.

3. The control device for a vehicle according to claim 1 or 2, wherein, the turning amount acquisition unit acquires the turning amount by dividing the turning amount into a right turning amount and a left turning amount.

4. The control device for a vehicle according to claim 1 or 2, wherein, the vehicle includes: an engine; a storage battery; and an electric motor that is connected to a drive wheel, is driven by power supplied from the storage battery, and supplies the regenerative power generated during regeneration to the storage battery, the control device for the vehicle includes an event occurrence recording unit that records the position of the vehicle when an event related to the storage battery occurs.

5. The control device for a vehicle according to claim 4, wherein, the event includes that the remaining capacity of the storage battery exceeds a specified value.

6. The control device for a vehicle according to claim 4, wherein, the event includes that the vehicle has changed to an electric driving mode in which the vehicle is driven by power supplied from the storage battery without using the engine.

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