Vehicle control device and vehicle control system

Abstract

The present invention relates to a vehicle control device and a vehicle control system. A vehicle control device capable of traveling in a single-pedal mode in which driving and braking are controlled only by operation of an accelerator pedal, the vehicle control device uses a deceleration map in which a plurality of decelerations in the travel direction are set for each arbitrary location based on travel history data to control the braking force of the vehicle, and during traveling in the single-pedal mode, the deceleration level is calculated based on deceleration information corresponding to the current travel direction and position of the vehicle in the deceleration information included in the deceleration map.

Description

Technical Field

[0001] The present invention relates to a vehicle control device and a vehicle control system. Background Art

[0002] Japanese Patent Application Laid-Open No. 2020-059367 discloses a control device for a vehicle that can travel in a single-pedal mode in which driving and braking are controlled only by operation of an accelerator pedal. The control device disclosed in Japanese Patent Application Laid-Open No. 2020-059367 controls the braking force in such a way that the vehicle is always stopped at a certain braking distance when the accelerator pedal is released during travel. In order to adjust the deceleration relative to the braking distance, the control device described in Japanese Patent Application Laid-Open No. 2020-059367 sets the deceleration at which the braking distance becomes a target distance as a target deceleration, and controls the braking force in such a way that the vehicle speed follows the target vehicle speed. Summary of the invention

[0003] Problems to be solved by the invention

[0004] As a method for calculating the deceleration of a vehicle, in addition to a method using a value detected by an on-vehicle sensor, a method using travel history data stored in a server, etc. is also considered. In the method using the travel history data stored in a server, etc., when calculating the deceleration relative to each point on the road included in the travel history data, the average deceleration in a predetermined range on the road is calculated, and the average deceleration is set for each range.

[0005] However, since the average deceleration set in a prescribed range on the road is a value obtained by averaging the data of various directions of travel, it does not accurately represent the deceleration value for each direction of travel. Therefore, on a curve or a road with a changing slope, the required deceleration varies depending on the direction of travel, so it may not be possible to control the vehicle to an appropriate deceleration. As a result, for example, the deceleration feeling is insufficient at the front of a downhill road, which makes the driver feel uneasy.

[0006] Technical solutions to solve problems

[0007] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device and a vehicle control system that can provide a driver with an appropriate deceleration feeling according to the traveling direction of the vehicle.

[0008] The control device of the vehicle involved in the present invention is a control device for a vehicle that can travel in a single-pedal mode in which driving and braking are controlled only by operation of an accelerator pedal, and is characterized in that the control device of the vehicle includes an electronic control unit, which is configured to control the braking force of the vehicle using a deceleration map that sets a plurality of decelerations in the travel direction for each arbitrary location based on travel history data, and to calculate the deceleration level based on the deceleration information corresponding to the current travel direction and position of the vehicle in the deceleration information contained in the deceleration map during driving in the single-pedal mode.

[0009] According to this structure, by extracting information that takes the traveling direction into consideration from the driving history data, the deceleration of the vehicle can be controlled based on the deceleration information corresponding to the current traveling direction and position of the vehicle during driving in the single-pedal mode. Thus, the burden of the driver on the accelerator pedal operation can be reduced, and the driver can be given an appropriate deceleration feeling corresponding to the current traveling direction.

[0010] In addition, the deceleration level may include a plurality of deceleration levels in which the maximum deceleration generated when the accelerator pedal is released is set to phase-by-phase different sizes, and during driving in the single-pedal mode, the setting is automatically changed to the calculated deceleration level, and when controlling the braking force of the vehicle, the required deceleration is calculated based on the set deceleration level.

[0011] According to this configuration, the deceleration level can be automatically switched to a level corresponding to the current traveling direction during traveling, thereby reducing the number of operations for switching the deceleration level.

[0012] Alternatively, while driving in the single-pedal mode, the current position information of the vehicle may be sent to a server, and the deceleration map in a surrounding range of the current position corresponding to the position information may be received from the server; while driving in the single-pedal mode, the deceleration level may be calculated based on the deceleration information corresponding to the current traveling direction and position of the vehicle in the received deceleration map in a surrounding range of the current position.

[0013] According to this configuration, it is possible to provide the driver with an appropriate deceleration feeling according to the traveling direction using information about the surrounding area of ​​the current position.

[0014] Alternatively, while driving in the single-pedal mode, the vehicle's current position information may be sent to a server, and the deceleration level calculated by the server based on the position information may be received from the server; and while driving in the single-pedal mode, the received deceleration level may be used to set the required deceleration.

[0015] According to this configuration, the calculation burden on the vehicle can be reduced.

[0016] Alternatively, the vehicle's current position information may be sent to a server while driving in the single-pedal mode, driving history data in a surrounding area of ​​the current position corresponding to the position information may be received from the server, and the deceleration map may be generated based on the received driving history data.

[0017] According to this structure, the calculation burden of the server can be reduced.

[0018] The driving history data includes time information, position information, and deceleration information transmitted from a plurality of vehicles including the vehicle to the server.

[0019] According to this configuration, it is possible to provide the driver with an appropriate deceleration feeling according to the traveling direction using information about the surrounding area of ​​the current position.

[0020] The vehicle control system involved in the present invention includes: a vehicle capable of traveling in a single-pedal mode in which driving and braking are controlled only by operating an accelerator pedal; and a server configured to communicate with the vehicle, characterized in that the server generates a deceleration map in which a plurality of decelerations in the direction of travel are set for each arbitrary location based on travel history data, and when receiving the current position information of the vehicle from the vehicle, the server sends the deceleration map corresponding to the current position information of the vehicle to the vehicle, the vehicle sends the current position information of the vehicle to the server while traveling in the single-pedal mode, and when controlling the braking force of the vehicle while traveling in the single-pedal mode, the server calculates the deceleration level based on the deceleration information corresponding to the current direction of travel and position of the vehicle in the deceleration information contained in the deceleration map.

[0021] According to this structure, by extracting information that takes the traveling direction into consideration from the driving history data, the deceleration of the vehicle can be controlled based on the deceleration information corresponding to the current traveling direction and position of the vehicle during driving in the single-pedal mode. This can reduce the burden of the driver on the accelerator pedal operation and provide the driver with an appropriate deceleration feeling corresponding to the current traveling direction.

[0022] In addition, the deceleration level may include a plurality of deceleration levels in which the maximum deceleration generated when the accelerator pedal is released is set to phase-by-phase different sizes, and the vehicle automatically changes the setting to the calculated deceleration level while traveling in the single-pedal mode, and calculates the required deceleration based on the set deceleration level when controlling the braking force of the vehicle.

[0023] According to this configuration, the deceleration level can be automatically switched to a level corresponding to the current traveling direction during traveling, thereby reducing the number of operations for switching the deceleration level.

[0024] In addition, it may also be that when the server receives the current position information of the vehicle, the server sends the deceleration map in the surrounding area of ​​the current position of the vehicle to the vehicle, and the vehicle sends the current position information of the vehicle to the server while traveling in the single-pedal mode, and receives the deceleration map in the surrounding area of ​​the current position corresponding to the position information from the server, and during traveling in the single-pedal mode, the deceleration level is calculated based on the deceleration information corresponding to the current traveling direction and position of the vehicle contained in the deceleration information received in the surrounding area of ​​the current position.

[0025] According to this configuration, it is possible to provide the driver with an appropriate deceleration feeling according to the traveling direction using information about the surrounding area of ​​the current position.

[0026] Furthermore, the server may generate the deceleration map in which the traveling direction and deceleration of the predetermined vehicle are set for each arbitrary point, based on information indicating the position and deceleration of the predetermined vehicle included in the travel history data.

[0027] According to this configuration, the calculation burden on the vehicle can be reduced.

[0028] In the present invention, by extracting information taking into account the traveling direction from the driving history data, the deceleration of the vehicle can be controlled based on the deceleration information corresponding to the current traveling direction and position of the vehicle during driving in the single-pedal mode. Thus, the burden of the driver on the accelerator pedal operation can be reduced, and the driver can be given an appropriate deceleration feeling corresponding to the current traveling direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like symbols represent like elements, and in which:

[0030] Figure 1It is a diagram schematically showing the overall configuration of a vehicle control system according to an embodiment.

[0031] Figure 2 This is a block diagram showing the structure of a vehicle control system.

[0032] Figure 3 This is a diagram for explaining the flow when collecting travel history data.

[0033] Figure 4 This is a diagram for explaining the flow of generating a deceleration map.

[0034] Figure 5 : is a flowchart showing the process of generating a deceleration map.

[0035] Figure 6 This is a diagram showing an example of travel history data.

[0036] Figure 7 This is a diagram for explaining the relationship between the traveling direction and the deceleration included in the deceleration map.

[0037] Figure 8 This is a diagram for explaining the raw data of the travel history data.

[0038] Fig. 9 It is a diagram for explaining information related to the first direction extracted from the travel history data.

[0039] Fig.10 It is a diagram for explaining information related to the second direction extracted from the travel history data.

[0040] Fig.11 This is a diagram for explaining information related to the third direction extracted from the travel history data.

[0041] Fig.12 It is a diagram for explaining information related to the fourth direction extracted from the travel history data.

[0042] Fig.13 It is a sequence diagram showing information processing between a vehicle and a server.

[0043] Fig.14 This is a diagram for explaining a deceleration map in the surrounding area of ​​the current position.

[0044] Fig.15 This is a diagram for explaining deceleration levels.

[0045] Fig.16 It is a diagram schematically showing the overall configuration of a vehicle control system according to a first modified example.

[0046] Fig.17It is a diagram schematically showing the overall configuration of a vehicle control system according to a second modified example. DETAILED DESCRIPTION

[0047] Hereinafter, a vehicle control device and a vehicle control system according to an embodiment of the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiment described below.

[0048] Figure 1 It is a diagram schematically showing the overall configuration of a vehicle control system according to an embodiment. Figure 2 This is a block diagram showing the structure of a vehicle control system.

[0049] The vehicle control system 1 includes a vehicle 2 and a server 3, and is a system configured to optimally control the deceleration according to the driving state of the vehicle 2. The vehicle 2 is a vehicle that can adjust the driving force and the braking force only according to the operation of the accelerator pedal 26. The server 3 is a management server provided in a management center, etc., and generates information required for the braking control of the vehicle 2 based on the driving history data stored in the driving history database 4. The server 3 can extract data from the driving history database 4 and can communicate wirelessly with the vehicle 2. In addition, the server 3 provides information to the vehicle 2 during driving. The vehicle 2 during driving uses the information provided from the server 3 to control the deceleration. At this time, the vehicle 2 can set the required deceleration using information related to the deceleration corresponding to the current direction of travel.

[0050] The vehicle 2 includes a communication unit 21 , a position coordinate acquisition device 22 , an ECU 23 , and a brake device 24 .

[0051] The communication unit 21 performs wireless communication with the server 3 . The communication unit 21 transmits information on the current position coordinates of the vehicle 2 to the server 3 , and receives information provided from the server 3 .

[0052] The position coordinate acquisition device 22 is a device that acquires information related to the current position coordinates of the vehicle 2 and is composed of, for example, a GPS receiver. The information related to the current position coordinates is position information indicating latitude and longitude. The position information acquired by the position coordinate acquisition device 22 is input to the ECU 23.

[0053] ECU23 is an electronic control device for controlling the vehicle 2. The electronic control device is configured to include a microcomputer having a CPU, a RAM, a ROM, and an input / output interface. ECU23 performs signal processing according to a program pre-stored in the ROM. In addition, signals from various sensors are input to ECU23. As signals input to ECU23, there can be cited a vehicle speed signal from a vehicle speed sensor 25 for detecting the vehicle speed of the vehicle 2, an accelerator opening signal from an accelerator opening sensor 27 for detecting the operation amount (accelerator opening) of an accelerator pedal 26, and the like. Moreover, ECU23 performs various controls based on the signals input from various sensors.

[0054] For example, when executing driving control, ECU 23 can execute a single pedal mode that controls driving and braking only according to the operation of accelerator pedal 26. ECU 23 can switch a plurality of driving modes. The driving modes include a normal mode that adjusts driving force and braking force according to the operation of accelerator pedal 26 and brake pedal, and a single pedal mode that adjusts driving force and braking force only according to the operation of accelerator pedal 26. Moreover, ECU 23 can switch between the normal mode and the single pedal mode according to a request from the driver of vehicle 2.

[0055] During the execution of the single pedal mode, the ECU 23 calculates the required driving force based on the accelerator opening and the vehicle speed. Furthermore, the ECU 23 controls the driving power source based on the required driving force. The driving power source includes an engine, an electric motor, etc. That is, the vehicle 2 may be any one of a vehicle using only an engine as a power source, a hybrid vehicle having an engine and an electric motor, and an electric vehicle using only an electric motor as a power source.

[0056] Furthermore, during the one-pedal mode, ECU 23 calculates the required deceleration based on the information obtained from server 3, the position information obtained by position coordinate acquisition device 22, and the vehicle speed. ECU 23 controls brake device 24 based on the required deceleration. That is, ECU 23 controls the braking force generated by brake device 24.

[0057] The brake device 24 is a brake device that generates a braking force for the vehicle 2. The brake device 24 includes a regenerative brake 24a and a friction brake 24b. The regenerative brake 24a functions by causing the braking force generated by the electric motor mounted on the vehicle 2 to act on the wheels. The friction brake 24b is a brake device such as an electric brake or a hydraulic brake that generates friction through an actuator to apply a braking force to the wheels.

[0058] The server 3 includes a communication unit 31 , a control unit 32 , and a storage unit 33 .

[0059] The communication unit 31 performs wireless communication with the vehicle 2. The communication unit 31 receives the current coordinate position information transmitted from the vehicle 2, and transmits information required for the travel of the vehicle 2 to the vehicle 2. In addition, the communication unit 31 can communicate with the travel history database 4. The communication unit 31 receives the travel history data stored in the travel history database 4.

[0060] The control unit 32 is an electronic control device that performs information processing for controlling the braking force of the vehicle 2. The control unit 32 is configured similarly to the ECU 23 in terms of hardware configuration. The control unit 32 executes various controls based on information stored in the storage unit 33.

[0061] The storage unit 33 stores the travel history data acquired from the travel history database 4 , the deceleration map generated by the control unit 32 , information received from the vehicle 2 , and the like.

[0062] The driving history database 4 is a database for storing driving history data. The driving history data is information indicating the actual driving situation of a specified vehicle. The driving history data includes time information, location information (latitude, longitude) and deceleration information. Moreover, the driving history data is a big data consisting of information of a plurality of vehicles. As a method of collecting driving history data, for example, Figure 3 As shown, the server 3 receives the driving history data of the vehicle 2, stores the data in the driving history database 4, and collects the driving history data of various vehicles obtained in the collection path that does not pass through the server 3 into the driving history database 4. The driving history data sent by the vehicle 2 to the server 3 includes the driving time, latitude, longitude and deceleration.

[0063] Furthermore, based on the big data stored in the driving history database 4, the server 3 generates information used when the vehicle 2 is braked. Figure 4 As shown, the server 3 averages the deceleration of each location on the road based on the driving history data as big data and classifies the data for each direction of travel. The method for generating information used when the vehicle 2 is braked includes: a classification step of classifying the driving history data into information for each direction of travel; and a calculation step of averaging the classified acceleration information for each specified range. The specified range is set to a range of 5m square, for example. The deceleration is averaged for each of the specified ranges. Thus, a deceleration level map is generated as information used when the vehicle 2 is braked. The deceleration level map is a deceleration map that includes deceleration information in which the deceleration for each direction of travel is set for each arbitrary location on the road.

[0064] Figure 5 : is a flowchart showing the process of generating a deceleration map. Figure 5 The processing shown is performed by the server 3 .

[0065] The server 3 extracts the driving history data from the driving history database 4 (step S1). In step S1, the driving history data including the latitude and longitude indicating the coordinates of the vehicle 2 and the information indicating the deceleration at the position are extracted. Figure 6 As shown, the extracted driving history data (extracted data) includes time, longitude, latitude and deceleration (G) of the vehicle. In addition, Figure 6 The driving history data shown is time series data with 1 second as the unit, and represents the driving history when the time advances by 1 second from data D1 to data D18.

[0066] The server 3 determines whether the change in latitude is less than zero based on the extracted driving history data (step S2). In step S2, the change in latitude per unit time (Δ latitude) is calculated based on the extracted data, and it is determined whether the change is less than zero. Moreover, the calculated change in latitude is stored as generated data corresponding to the time series data. The generated data includes the change in longitude, the change in latitude, and the direction of travel.

[0067] For example, in step S2, Figure 6 In the case of the data D1 and the data D2 shown, the server 3 calculates the change in latitude (Δ latitude) by subtracting the latitude of the data D1 from the latitude of the data D2. The calculated change in latitude is stored as the Δ latitude of the data D2. The change in latitude obtained from the latitudes of the data D1 and D2 is a value less than zero. Therefore, it is determined positively in the determination process of step S2.

[0068] When it is determined that the change in latitude is less than zero (step S2: yes), the server 3 determines whether the change in longitude is greater than or equal to zero (step S3). In step S3, the change in longitude per unit time (Δ longitude) is calculated based on the extracted data, and it is determined whether the change is greater than or equal to zero. The calculated change in longitude is stored as generated data corresponding to the time series data. In this step S3, the change in longitude is determined based on the time series data determined in step S2.

[0069] For example, in step S3, Figure 6 In the case of the data D1 and the data D2 shown, the server 3 calculates the change in longitude (Δ longitude) by subtracting the longitude of the data D1 from the longitude of the data D2. The calculated change in longitude is stored as the Δ longitude of the data D2. The change in longitude obtained from the longitudes of the data D1 and D2 is a value greater than zero. Therefore, it is determined affirmatively in the determination process of step S3.

[0070] If the result of the determination in step S3 is that the change in longitude is greater than zero (step S3: Yes), the server 3 determines that the travel direction of the specified vehicle corresponding to the time series data is the first direction (step S4). In step S4, for the deceleration included in the extracted data, it is determined that the travel direction of the vehicle corresponding to the deceleration is the first direction.

[0071] For example, in the use Figure 6 When the calculation processing of the data D1 and the data D2 shown is positively determined in step S3, the vehicle's travel direction corresponding to the deceleration "0.008G" of the data D2 is set as the "first direction" in step S4. The set travel direction is stored as generated data corresponding to the time series data.

[0072] If the result of the determination in step S3 is that the change in longitude is not greater than zero (step S3: No), the server 3 determines that the travel direction of the predetermined vehicle corresponding to the time series data is the second direction (step S5). In step S5, for the deceleration included in the extracted data, it is determined that the travel direction of the vehicle corresponding to the deceleration is the second direction.

[0073] If the result of the determination in step S2 is that the change in latitude is not less than zero (step S2: No), the server 3 determines whether the change in longitude is equal to or greater than zero (step S6). The processing in step S6 is the same as that in step S3.

[0074] If the result of the determination in step S6 is that the change in longitude is greater than zero (step S6: Yes), the server 3 determines that the travel direction of the specified vehicle corresponding to the time series data is the third direction (step S7). In step S7, for the deceleration included in the extracted data, it is determined that the travel direction of the vehicle corresponding to the deceleration is the third direction.

[0075] If the result of the determination in step S6 is that the change in longitude is not greater than zero (step S6: No), the server 3 determines that the travel direction of the predetermined vehicle corresponding to the time series data is the fourth direction (step S8). In step S8, for the deceleration included in the extracted data, it is determined that the travel direction of the vehicle corresponding to the deceleration is the fourth direction.

[0076] Then, when the server 3 performs any of the processing of steps S4, S5, S7, and S8, it generates a deceleration level map corresponding to the determined traveling direction (step S9). In step S9, a deceleration level map storing information related to deceleration is generated for each determined traveling direction. At this time, the deceleration is averaged for each specified range.

[0077] Specifically, the server 3 separates the driving history data into four parts based on the determination result of the traveling direction, such as Figure 7 As shown, the average deceleration in a certain position coordinate range is calculated for each direction of travel. Thus, four deceleration level maps are generated. That is, the deceleration level maps include: a deceleration level map (first map) representing the deceleration corresponding to the case where the direction of travel is a first direction; a deceleration level map (second map) representing the deceleration corresponding to the case where the direction of travel is a second direction; a deceleration level map (third map) representing the deceleration corresponding to the case where the direction of travel is a third direction; and a deceleration level map (fourth map) representing the deceleration corresponding to the case where the direction of travel is a fourth direction. In Figure 7 In FIG. 1 , an example is given of a case where the deceleration is averaged for each arbitrary point in the deceleration level map corresponding to the fourth direction. Figure 7 In the example shown, when three deceleration data of "0.12G", "0.10G" and "0.05G" exist in the predetermined position coordinate range, the server 3 sets the average value of these decelerations, that is, "0.09G", as the deceleration at the location.

[0078] In this way, when the deceleration level map is generated in step S9, the decelerations corresponding to a plurality of travel directions are averaged and set for each arbitrary point. After the processing of step S9 is performed, the control routine ends.

[0079] In addition, according to Figure 5 The processing flow shown is as follows: Figure 8 As shown, the travel history data extracted in step S1 is data including information indicating deceleration in various directions. Figure 8 The road shown in the example is an uphill road when the vehicle is traveling in one lane and a downhill road when the vehicle is traveling in the opposite lane. Figure 8 The deceleration when driving on this road is depicted in . Figure 8 The plotted points shown are data that do not distinguish the direction of travel, that is, data including the first direction, the second direction, the third direction, and the fourth direction. Figure 8 The data shown is Figure 5 The processing shown is separated into four for each direction of travel.

[0080] In from Figure 5 In the case where step S4 proceeds to step S9, Fig. 9 As shown in FIG. 1 , a deceleration level map representing the deceleration corresponding to the first direction is generated. Fig. 9In the first map, since the first direction corresponds to the direction of travel of the vehicle when traveling downhill, each plotted point becomes the deceleration of the vehicle when traveling downhill. According to the plotted points included in the deceleration level map (first map), it can be seen that when the vehicle is traveling downhill, the brake pedal is pressed hard before turning, resulting in a large deceleration.

[0081] In from Figure 5 In the case where step S5 proceeds to step S9, Fig.10 As shown in FIG. 1 , a deceleration level map representing the deceleration corresponding to the second direction is generated. Fig.10 In the diagram, since the second direction corresponds to the direction of travel of the vehicle when traveling uphill, the plotted points become the deceleration of the vehicle when traveling uphill. According to the plotted points included in the deceleration level map (second map), it can be seen that the vehicle decelerates when the brake pedal is stepped on before turning when traveling uphill.

[0082] In from Figure 5 In the case where step S7 proceeds to step S9, Fig.11 As shown in FIG. 1 , a deceleration level map indicating the deceleration corresponding to the third direction is generated. Fig.11 In the third direction, the vehicle travels in a downhill direction, so the plotted points are the vehicle's deceleration when traveling downhill. According to the plotted points included in the deceleration level map (third map), it can be seen that the vehicle decelerates when the brake pedal is depressed in front of and just before the turn when traveling downhill.

[0083] In from Figure 5 In the case where step S8 enters step S9, Fig.12 As shown in FIG. 1 , a deceleration level map representing the deceleration corresponding to the fourth direction is generated. Fig.12 In the fourth direction, the fourth direction corresponds to the direction of travel of the vehicle when traveling uphill, so the plotted points become the deceleration of the vehicle when traveling uphill. According to the plotted points included in the deceleration level map (fourth map), it can be seen that the vehicle decelerates when the brake pedal is pressed in the middle of a turn and before the turn when traveling uphill.

[0084] in addition, Figure 8 to Figure 12 The roads shown represent the same road. Figure 8 to Figure 12 The mapping shown in the upper part of each figure is equivalent to a deceleration level mapping divided into a range of 1 km square. In the deceleration level mapping, a deceleration level is set for each 5 m square range. The set deceleration level is a value obtained by averaging the decelerations corresponding to the plotted points. In addition, the server 3 is configured to store the generated deceleration level mapping in the storage unit 33 and provide it to the vehicle 2.

[0085] Fig.13It is a sequence diagram showing information processing between a vehicle and a server.

[0086] The vehicle 2 acquires current coordinate position information while traveling in the one-pedal mode (step S101 ). In step S101 , the position coordinate acquisition device 22 acquires information indicating the current position coordinates.

[0087] Then, the vehicle 2 transmits the current coordinate position information to the server 3 (step S102 ). In step S102 , information indicating the current position is transmitted from the communication unit 21 to the server 3 .

[0088] The server 3 receives the current coordinate position information transmitted from the vehicle 2 (step S103 ). In step S103 , the communication unit 31 receives the current coordinate position information of the vehicle 2 .

[0089] The server 3 selects a deceleration level map including the surrounding position based on the received current coordinate position information (step S104). In step S104, a portion of the deceleration level map including a specified range of the current position coordinates, for example, a range of 1 km square, is selected. In this case, the direction of travel is not distinguished, and for the four deceleration level maps from the first direction to the fourth direction, the specified range including the surrounding position is selected. Fig.14 As shown, for the same range, four deceleration level maps with different travel directions are selected. For example, in step S104, select Fig. 9 The deceleration level map corresponding to the first direction is extracted into a 1 km square range, Fig.10 The deceleration level map corresponding to the second direction is extracted into a 1 km square range, Fig.11 The deceleration level map corresponding to the third direction is extracted into a 1 km square range, Fig.12 The deceleration level map shown is extracted for a range of 1 km square corresponding to the fourth direction.

[0090] Then, the server 3 transmits the selected surrounding deceleration level map to the vehicle 2 (step S105). In step S105, the server 3 transmits the selected surrounding deceleration level map to the vehicle 2 that has transmitted the current coordinate position information.

[0091] The vehicle 2 receives the surrounding deceleration level map transmitted from the server 3 (step S106 ). In step S106 , the communication unit 21 receives the surrounding deceleration level map.

[0092] The vehicle 2 calculates the current traveling direction based on the deviation of the coordinates (step S107 ). In step S107 , the traveling direction is calculated based on the deviation of the coordinates acquired by the position coordinate acquisition device 22 .

[0093] Then, the vehicle 2 calculates the deceleration level based on the deceleration level map for each traveling direction around the current position (step S108). In step S108, the deceleration level is calculated using the deceleration level map for the direction corresponding to the current traveling direction among the four deceleration level maps received from the server 3.

[0094] The deceleration level is a deceleration level in which the magnitude of the maximum deceleration generated when the accelerator pedal 26 is released is set to a magnitude that varies in stages. Fig.15 As shown, the deceleration level is represented by a braking force map in which the maximum deceleration is set in stages such as "-0.05G", "-0.10G", "-0.15G", and "-0.20G". In the braking force map, the deceleration is determined by the deceleration level and the vehicle speed. Then, ECU23 uses the braking force map to calculate the required deceleration. That is, during driving in the single-pedal mode, ECU23 sets the required deceleration based on the deceleration level set based on the deceleration level map and the vehicle speed of the vehicle 2.

[0095] In addition, Fig.15 In the figure, the vertical axis is the front and rear acceleration of the vehicle, the positive area represents acceleration, and the negative area represents deceleration. Fig.15 In the description of , a negative sign is added to the deceleration value in order to distinguish between acceleration and deceleration. Figure 4 , Figure 6 , Figure 7 In the description of , no negative sign is added to the deceleration value in order to avoid confusion between deceleration and acceleration.

[0096] For example, Figure 7 As shown, when the current traveling direction of the vehicle 2 is determined to be the fourth direction during the single-pedal mode driving, the required deceleration is calculated using the deceleration level map of the fourth direction. Figure 7 When the 5m square range of the deceleration of "0.09G" illustrated in the example is the current position, ECU23 calculates "0.09G" corresponding to the deceleration level map as the deceleration level. Then, ECU23 calculates the required deceleration using the braking force map with the deceleration level set to "0.09G" and the vehicle speed, and controls the brake device 24 based on the calculated required deceleration.

[0097] Thus, during the driving in the single-pedal mode, the ECU 23 of the vehicle 2 automatically changes the setting to the deceleration level calculated according to the deceleration level map, and calculates the required deceleration according to the set deceleration level. That is, since the deceleration level is automatically updated according to the system requirements, even if the driver does not switch the deceleration level by manual operation, it is automatically switched to an appropriate deceleration level corresponding to the current traveling direction.

[0098] As described above, according to the embodiment, by classifying and extracting data corresponding to the travel direction from the driving history data, the deceleration level corresponding to the current travel direction can be set. Thus, when the vehicle 2 is traveling in the single-pedal mode, the driver can be provided with an appropriate deceleration feeling corresponding to the travel direction.

[0099] In the embodiment, the driving history database 4 is described as being separate from the server 3, but the present invention is not limited thereto. That is, the server 3 may include the driving history database 4. That is, the storage location of the driving history data is not particularly limited.

[0100] In addition, in the embodiment, the deceleration level map is generated on the server 3 side and the deceleration level is calculated on the vehicle 2 side, but the present invention is not limited thereto. As a modified example, the server 3 may also perform the processing up to the calculation of the deceleration level, or the vehicle 2 may also perform the processing starting from the generation processing of the deceleration level map.

[0101] Fig.16 : is a diagram schematically showing the overall structure of the vehicle control system of the first variant. In the first variant, the server 3 performs the production process of the deceleration level map and the calculation process of the deceleration level. When the server 3 receives the current coordinate position information from the vehicle 2, it determines the direction of travel of the vehicle 2 based on the deviation of its coordinates. Then, the server 3 uses the deceleration level map corresponding to the determined direction of travel to calculate the deceleration level corresponding to the current position and direction of travel of the vehicle 2. The calculated deceleration level is sent from the server 3 to the vehicle 2. When the vehicle 2 is traveling in the single-pedal mode, the deceleration level calculated by the server 3 is obtained and set to the required deceleration corresponding to the deceleration level.

[0102] Fig.17: is a diagram schematically showing the overall structure of the vehicle control system of the second modified example. In the second modified example, the vehicle 2 performs a process of creating a deceleration level map and a process of calculating the deceleration level. The server 3 receives the current coordinate position information from the vehicle 2 and sends the driving history data corresponding to the surrounding of the current position of the vehicle 2. When the vehicle 2 is driving in the single-pedal mode, the deceleration level map is generated based on the driving history data of the surrounding of the current position obtained from the server 3, and the deceleration level is calculated using the deceleration level map corresponding to the current direction of travel.

Claims

1. A control device for a vehicle capable of traveling in a one-pedal mode in which driving and braking are controlled only by operation of an accelerator pedal, characterized in that: The vehicle control device comprises an electronic control unit, The electronic control unit is configured to control the braking force of the vehicle using a deceleration map that sets multiple decelerations in the direction of travel for each arbitrary location based on driving history data, and to calculate the deceleration level based on the deceleration information corresponding to the current direction of travel and position of the vehicle in the deceleration information contained in the deceleration map during driving in the single-pedal mode.

2. The vehicle control device according to claim 1, characterized in that: The deceleration levels include a plurality of deceleration levels in which the maximum deceleration generated when the accelerator pedal is released is set to be different in magnitude in stages. During the driving in the one-pedal mode, the setting is automatically changed to the calculated deceleration level, and when the braking force of the vehicle is controlled, the required deceleration is calculated based on the set deceleration level.

3. The vehicle control device according to claim 1 or 2, characterized in that: During driving in the single-pedal mode, the current position information of the vehicle is sent to a server, receiving the deceleration map in the surrounding area of ​​the current position corresponding to the position information from the server, During the traveling in the one-pedal mode, the deceleration level is calculated based on the deceleration information corresponding to the current traveling direction and position of the vehicle in a received deceleration map in a surrounding area of ​​the current position.

4. The vehicle control device according to claim 1 or 2, characterized in that: During driving in the single-pedal mode, the current position information of the vehicle is sent to a server, receiving from the server the deceleration level calculated by the server based on the position information, During traveling in the one-pedal mode, the received deceleration level is used to set a requested deceleration.

5. The vehicle control device according to claim 1 or 2, characterized in that: During driving in the single-pedal mode, the current position information of the vehicle is sent to a server, receiving the driving history data in the surrounding area of ​​the current position corresponding to the position information from the server, The deceleration map is generated based on the received travel history data.

6. The vehicle control device according to claim 1, characterized in that: The travel history data includes time information, position information, and deceleration information transmitted from a plurality of vehicles including the vehicle to a server.

7. A vehicle control system, characterized in that: include: A vehicle capable of traveling in a one-pedal mode in which driving and braking are controlled only by operation of an accelerator pedal; and A server configured to communicate with the vehicle, wherein the server generates a deceleration map in which a plurality of decelerations in the traveling direction are set for each arbitrary location based on the driving history data, and upon receiving the current position information of the vehicle from the vehicle, sends the deceleration map corresponding to the current position information of the vehicle to the vehicle, In which, the vehicle sends the current position information of the vehicle to the server while traveling in the single-pedal mode, and when controlling the braking force of the vehicle while traveling in the single-pedal mode, the deceleration level is calculated based on the deceleration information corresponding to the current traveling direction and position of the vehicle in the deceleration information contained in the deceleration map.

8. The vehicle control system according to claim 7, characterized in that: The deceleration levels include a plurality of deceleration levels in which the maximum deceleration generated when the accelerator pedal is released is set to be different in magnitude in stages. The vehicle automatically changes the setting to the calculated deceleration level while traveling in the one-pedal mode, and calculates a required deceleration based on the set deceleration level when controlling the braking force of the vehicle.

9. The vehicle control system according to claim 7 or 8, characterized in that: When the server receives the current position information of the vehicle, it sends the deceleration map in the surrounding area of ​​the current position of the vehicle to the vehicle, and While traveling in the single-pedal mode, the vehicle sends the current position information of the vehicle to a server, and receives the deceleration map in the surrounding range of the current position corresponding to the position information from the server, and while traveling in the single-pedal mode, calculates the deceleration level based on the deceleration information corresponding to the current direction and position of the vehicle contained in the deceleration information received in the surrounding range of the current position.

10. The vehicle control system according to any one of claims 7 to 9, characterized in that: The server generates the deceleration map in which the traveling direction and deceleration of the predetermined vehicle are set for each arbitrary point, based on the information indicating the position and deceleration of the predetermined vehicle included in the travel history data.

Images