Vehicle control device and control method

Abstract

The invention relates to a control apparatus and a control method of a vehicle. In a vehicle traveling by driving an electric motor, competing between traveling control by a vehicle model corresponding to a virtual moving body and original traveling control already installed in the vehicle is avoided. When there is a request for execution of on-demand travel control that simulates travel of a virtual moving body in accordance with a request from an occupant of a vehicle, and when the on-demand travel control includes first control executed under a first travel condition of the vehicle, the first control is executed when the first travel condition is satisfied. When there is a request for execution of on-demand travel control, if the original travel control installed in the vehicle includes second control executed under a second travel condition of the vehicle and the on-demand travel control does not include travel control corresponding to the second control, the second control is executed when the second travel condition is satisfied.

Description

Technical Field

[0001] This disclosure relates to an apparatus and method for controlling a vehicle driven by an electric motor. Background Technology

[0002] Patent Document 1 discloses a technique for simulating gear shifting in a vehicle driven by an electric motor. In this prior art, based on internal vehicle information such as vehicle speed, accelerator opening, and brake pedal depressurization, it is determined whether upshifting or downshifting conditions are met. Furthermore, if the upshifting or downshifting conditions are met, control is executed to change the carrier frequency of the inverter supplying power to the electric motor by a set amount.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-191366

[0006] The carrier frequency variation control in Patent Document 1 is not included in the original drive control of the electric motor. Therefore, the execution of the electric motor drive control and the execution of the carrier frequency variation control do not compete. However, the control content of the driving control installed in the vehicle for a specific purpose may be common to the original driving control already installed in the vehicle, and these driving controls may compete when the execution conditions of these driving controls are met.

[0007] In particular, the inventors of this disclosure, aiming to provide the driver of a vehicle with an experience akin to riding in various virtual mobile devices, considered using multiple vehicle models, each corresponding to one of these virtual mobile devices, for driving control. Here, to improve the reproducibility of driving based on a particular virtual mobile device, it is desirable to install a vehicle model that implements the driving control system installed on that virtual mobile device into the vehicle. However, in this case, the possibility of driving control implemented through a single vehicle model competing with the original driving control system already installed in the vehicle increases. Summary of the Invention

[0008] The problem that the invention aims to solve

[0009] This disclosure was made in view of the aforementioned issues. One object of this disclosure is to provide a technique for avoiding the competition between driving control implemented through a vehicle model corresponding to a virtual moving body and the original driving control already installed in the vehicle in a vehicle driven by an electric motor.

[0010] Methods for solving problems

[0011] The first point of this disclosure is a control device for a vehicle that is driven by an electric motor.

[0012] The control device includes one or more storage devices and one or more processing circuits. The one or more storage devices store programs and vehicle models; the programs are used for the original driving control of the vehicle, and the vehicle models are used for simulated on-demand driving control of a virtual mobile body corresponding to the requirements of the vehicle's occupants. The one or more processing circuits execute either the original driving control or the on-demand driving control.

[0013] The one or more processing circuits are configured to: when there is an execution requirement for the on-demand driving control, if the on-demand driving control includes a first control executed under a first driving condition of the vehicle, execute the first control when the first driving condition is met; and when there is an execution requirement, if the original driving control includes a second control executed under a second driving condition of the vehicle and the on-demand driving control does not include a driving control equivalent to the second control, execute the second control when the second driving condition is met.

[0014] The second point of this disclosure is a method for controlling a vehicle that is driven by an electric motor.

[0015] The control method enables a computer to perform either the original driving control installed on the vehicle or simulated on-demand driving control of a virtual mobile body corresponding to the requirements of the vehicle's occupants.

[0016] When there is an execution requirement for the on-demand driving control, if the on-demand driving control includes a first control executed under a first driving condition of the vehicle, the computer executes the first control when the first driving condition is met; and if there is an execution requirement, if the original driving control includes a second control executed under a second driving condition of the vehicle and the on-demand driving control does not include a driving control equivalent to the second control, the computer executes the second control when the second driving condition is met.

[0017] Invention Effects

[0018] When there is a requirement to execute on-demand driving control, and the on-demand driving control includes a first control executed under a first driving condition, and the original driving control includes a second control executed under a second driving condition, and the first and second driving conditions are common, the first and second controls may compete. In this regard, according to this disclosure, when the on-demand driving control includes the first control, the first control is executed when the first driving condition is met. Furthermore, when the original driving control includes the second control executed under the second driving condition, and the on-demand driving control does not include a driving control equivalent to the second control, the second control is executed when the second driving condition is met. Therefore, it is possible to select and appropriately execute either the first or the second control. Furthermore, "driving control equivalent to the second control" refers to on-demand driving control executed under driving conditions common to the second driving conditions. Attached Figure Description

[0019] Figure 1 This is a diagram illustrating a structural example of a vehicle according to an embodiment of the present disclosure.

[0020] Figure 2 This is a diagram illustrating a structural example of the motor control function of a control device.

[0021] Figure 3 This is a diagram showing an example of the structure of a vehicle model.

[0022] Figure 4 This is a diagram illustrating a structural example of the sound control function of a control device.

[0023] Figure 5 This is a diagram illustrating a structural example of the motor control function of a control device related to the execution of the first and second controls.

[0024] Figure 6 This is an example of a timing diagram where the first and second controls correspond to uphill control.

[0025] Figure 7 This is an example of a timing diagram where the second control corresponds to the uphill control and there is no equivalent driving control in the on-demand driving control.

[0026] Figure 8 This is a flowchart illustrating a computer processing example for the mediation of the first control and the second control.

[0027] Figure 9 This is a flowchart illustrating a computer processing example for the mediation of the first control and the second control.

[0028] Explanation of reference numerals in the attached figures

[0029] 2… Electric motor, 14… Battery, 20… HMI, 21… Speaker, 22… Accelerator pedal, 24… Brake pedal, 35… Driving environment sensor, 50… Sensor system, 100… Vehicle, 101… Control device, 102… Processing circuit, 103… Storage device, 104… Program, 105… Data, 200… Vehicle model, 300… Engine sound source, 400… Control content, CNT-BEV, CNT-SMB. Detailed Implementation

[0030] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, the same or equivalent parts are labeled with the same reference numerals in the various drawings, and their descriptions are simplified or omitted.

[0031] 1. Structural Example

[0032] 1-1. Structural Example of a Dynamic System

[0033] Figure 1 This is a diagram illustrating a structural example of a vehicle according to an embodiment of the present disclosure. Figure 1 In the example shown, vehicle 100 has an electric motor (M) 2 as a driving source for travel. The electric motor 2 is, for example, a three-phase AC motor. The output shaft 3 of the electric motor 2 is connected to one end of a drive shaft 5 via a gear mechanism 4. The other end of the drive shaft 5 is connected to a drive shaft 7 at the front of the vehicle via a differential gear 6.

[0034] The vehicle 100 also includes drive wheels 8 as front wheels and driven wheels 12 as rear wheels. The drive wheels 8 are respectively located at both ends of the drive axle 7. That is, the vehicle 100 is a front-wheel-drive (FF) vehicle that uses one electric motor 2 to drive the front wheels. However, the vehicle 100 can also be a vehicle with two electric motors arranged at the front and rear, driving the front and rear wheels respectively. The vehicle 100 can also be a vehicle with an in-wheel motor in each wheel.

[0035] Vehicle 100 also includes a battery (BATT) 14 and an inverter (INV) 16. The battery 14 stores electrical energy to drive the electric motor 2. That is, vehicle 100 is a battery electric vehicle (BEV) that uses the electrical energy stored in the battery 14 for propulsion. However, vehicle 100 can also be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV) that uses electrical energy generated by a fuel cell to power the electric motor, and has a mode that operates solely by the electric motor. The inverter 16 is, for example, a voltage-type inverter. The inverter 16 controls the motor torque output by the electric motor 2 via PWM control.

[0036] 1-2. Example of a control system structure

[0037] exist Figure 1In the example shown, vehicle 100 includes an accelerator pedal travel sensor 32. The accelerator pedal travel sensor 32 is located on the accelerator pedal 22 and outputs a signal indicating the operating state of the accelerator pedal 22. The operating state of the accelerator pedal typically includes the accelerator opening degree and the accelerator opening speed. Additionally, vehicle 100 includes a brake pedal travel sensor 34. The brake pedal travel sensor 34 is located on the brake pedal 24 and outputs a signal indicating the operating state of the brake pedal 24. The operating state of the brake pedal 24 typically includes the brake opening degree and the brake opening speed. The accelerator pedal 22 and brake pedal 24 are respectively one of the operating components for driving and braking of vehicle 100. Alternatively, vehicle 100 may also include various driving operating components such as a steering wheel for steering vehicle 100.

[0038] In addition, the vehicle 100 is equipped with a driving environment sensor 35. The driving environment sensor 35 is a sensor used to detect the driving environment of the vehicle 100. Examples of driving environment sensors 35 include cameras, radar, LiDAR, GNSS (Global Navigation Satellite System) receivers, etc. The vehicle 100 also has a speed sensor 40. The speed sensor 40 is installed in the electric motor 2 and outputs a signal indicating the speed of the electric motor 2.

[0039] In addition, the vehicle 100 is equipped with a Human Machine Interface (HMI) 20 as a user interface and a speaker 21. The HMI 20 provides various information to the driver of the vehicle 100 and accepts various inputs from the driver. The HMI 20 includes a display, a switch, etc. For example, the HMI 20 displays various information on the display and accepts input from the driver regarding the displayed content through switch operation. Furthermore, if the HMI 20 is a touchscreen, various information is displayed on the touchscreen, and input from the driver regarding the displayed content is accepted through touch operation. The speaker 21 outputs sound into the interior of the vehicle 100. In particular, the speaker 21 is capable of outputting simulated engine sounds, which will be described later. The speaker 21 can also be incorporated into the HMI 20.

[0040] In addition, the vehicle 100 includes a control device 101. Various sensors and controlled devices mounted on the vehicle 100 are connected to the control device 101 via an in-vehicle network such as CAN (Controller Area Network). Alternatively, in addition to the aforementioned vehicle speed sensor 30, accelerator pedal travel sensor 32, brake pedal travel sensor 34, and speed sensor 40, the vehicle 100 may also be equipped with various other sensors, which are connected to the control device 101 via an in-vehicle network.

[0041] The control unit 101 generates control signals related to various controls of the vehicle 100 based on signals obtained from various sensors. The control unit 101 is typically composed of an ECU (Electronic Control Unit). The control unit 101 may also be a combination of multiple ECUs. The control unit 101 includes one or more processing circuits 102 and one or more storage devices 103. In the following description, the one or more processing circuits 102 will also be referred to as "processing circuit 102," and the one or more storage devices 103 will also be referred to as "storage device 103."

[0042] The processing circuit 102 performs various processes. The processing circuit 102 may be composed of, for example, a general-purpose processor, a special-purpose processor, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an ASIC (Application Specific Integrated Circuit), a FPGA (Field-Programmable Gate Array), an integrated circuit, conventional circuits, and combinations of one or more of these. A processor containing transistors and other circuitry is an example of the processing circuit 102. The processing circuit 102 may also be referred to as an electronic circuit or a processing circuitry. An electronic circuit is hardware programmed in a manner that implements the functions described in this disclosure or hardware that performs those functions.

[0043] Storage device 103 stores various information required for the processing circuit 102 to perform its operations. Storage device 103 may be composed of recording media such as RAM (Random Access Memory), ROM (Read Only Memory), SSD (Solid State Drive), or HDD (Hard Disk Drive). Storage device 103 stores a program 104 executable by processing circuit 102 and various data 105. Program 104 consists of multiple instructions describing the processing to be performed by processing circuit 102. Program 104 may be recorded on a computer-readable recording medium. The functions of control device 101 are realized through the coordinated operation of processing circuit 102 executing program 104 and storage device 103.

[0044] Regarding the driving control of vehicle 100, control device 101 has at least two control modes: a default mode and an on-demand mode. Depending on the control mode selected by the driver of vehicle 100 (hereinafter also referred to as the "selection mode"), control device 101 executes changes in the driving control of vehicle 100. The control modes of vehicle 100 will be described below.

[0045] The original mode is a control mode that operates the vehicle 100 as a normal BEV. When the original mode is selected, the control unit 101 performs driving control on the vehicle 100 to make the vehicle 100 operate as a normal BEV. On the other hand, the on-demand mode is a control mode that uses the vehicle 100 to reproduce the action of a vehicle selected by the driver from multiple virtual vehicles (hereinafter also referred to as "selected vehicle"). When the on-demand mode is selected, the control unit 101 performs driving control on the vehicle 100 to give the feeling that the driver is driving the selected vehicle. Details of the various controls of the vehicle 100 in each of the original mode and the on-demand mode will be described later.

[0046] Multiple virtual moving bodies comprise various vehicles with different acceleration characteristics relative to driver input. Each virtual moving body can be conceived as a real moving body (e.g., a motor-driven vehicle, a hybrid vehicle) or assumed to be a moving body that does not exist in reality. Generally, the differences in acceleration characteristics arise from differences in the structure of the powertrain from the drive source to the drive wheels, and differences in the control methods of the powertrain. Therefore, multiple virtual moving bodies can also be considered as various moving bodies with different elements that affect at least some of the differences in acceleration characteristics.

[0047] The control mode is selected by the driver operating the HMI 20. The HMI 20 receives input from the driver related to the control mode. Additionally, regarding the on-demand mode, the HMI 20 receives input from the driver related to the selection of the moving body. The control device 101 performs driving control of the vehicle 100 according to the selected control mode (i.e., the selection mode).

[0048] 2. Example of the functional structure of a control device

[0049] 2-1. Motor control function

[0050] Regarding the driving control of the vehicle 100, the control device 101 functions as a motor control device that controls the electric motor 2 according to the driver's driving operations. Specifically, the control device 101 functions as a motor control device by having the processing circuit 102 execute the electric motor control program 104 stored in the storage device 103. The motor control function of the control device 101 will be described below.

[0051] Figure 2 This is a diagram illustrating a structural example of the motor control function of the control device 101. The control device (motor control device) 101 calculates the target driving force of the vehicle 100 based on the driver's driving operations. Furthermore, the control device 101 controls the electric motor 2 via the inverter 16 to provide the calculated target driving force to the vehicle 100.

[0052] Signals from the HMI 20 and sensor system 50 are input to the control device 101. Sensor system 50 includes the aforementioned vehicle speed sensor 30, accelerator pedal travel sensor 32, brake pedal travel sensor 34, driving environment sensor 35, and speed sensor 40. Sensor system 50 may also include other sensors not shown. For example, sensor system 50 may also include a steering angle sensor for detecting the steering wheel angle, a yaw rate sensor for detecting the yaw rate of the vehicle 100, and an IMU (Inertial Measurement Unit) for detecting the attitude of the vehicle 100.

[0053] The signals input from HMI20 to control device 101 include at least one of a signal indicating the control mode selected by the driver (i.e., selection mode) and a signal indicating the virtual vehicle selected by the driver (i.e., selection vehicle). The signals input from sensor system 50 to control device 101 include signals indicating the vehicle speed of vehicle 100, signals indicating the operating state of accelerator pedal 22, signals indicating the operating state of brake pedal 24, signals indicating the driving environment of vehicle 100, signals indicating the rotational speed of electric motor 2, etc.

[0054] As a module for implementing motor control functions, the control device 101 includes a mode information acquisition unit 110, an on-demand mode drive force calculation unit 120, an original mode drive force calculation unit 130, a target drive force adjustment unit 140, an electric motor control unit 150, and a vehicle model management unit 160. These functional modules are implemented through the coordinated operation of the processing circuit 102 of the execution program 104 and the storage device 103.

[0055] The mode information acquisition unit 110 receives a signal from the HMI 20 and acquires information about the selected mode. Additionally, the mode information acquisition unit 110 acquires information about the selected moving body. Furthermore, the mode information acquisition unit 110 sends the selected mode information to the target drive force adjustment unit 140. Having acquired the selected moving body information, the mode information acquisition unit 110 sends this information to the on-demand mode drive force calculation unit 120.

[0056] The on-demand mode drive force calculation unit 120 obtains information about the selected moving body from the mode information acquisition unit 110. Furthermore, the on-demand mode drive force calculation unit 120 calculates the target drive force in on-demand mode based on signals from the sensor system 50 and the vehicle model 200 of the selected moving body read from the vehicle model management unit 160. That is, the on-demand mode drive force calculation unit 120 calculates the target drive force for reproducing the acceleration sensation of the selected moving body relative to the driver's driving operation using the vehicle 100. For example, the on-demand mode drive force calculation unit 120 uses the vehicle model 200 of the selected moving body to calculate the virtual acceleration when the selected moving body is in motion. Furthermore, the on-demand mode drive force calculation unit 120 calculates the target drive force in a manner that makes the acceleration of the vehicle 100 a virtual acceleration.

[0057] The original mode driving force calculation unit 130 calculates the target driving force in the original mode based on signals from the sensor system 50. That is, the original mode driving force calculation unit 130 calculates the target driving force for making the vehicle 100 operate as a normal BEV. For example, the original mode driving force calculation unit 130 uses a mapping that takes the accelerator pedal 22 opening degree and the electric motor 2 speed as parameters to calculate the target driving force. The original mode driving force calculation unit 130 can also use the brake pedal 24 brake opening degree as a parameter to calculate the target driving force.

[0058] The target drive force adjustment unit 140 adjusts the target drive force of the vehicle 100 used in the control of the electric motor 2. For example, the target drive force adjustment unit 140 obtains selection mode information from the mode information acquisition unit 110 and determines the target drive force of the vehicle 100 based on this information. That is, when the on-demand mode is selected, the target drive force adjustment unit 140 sends the target drive force calculated by the on-demand mode drive force calculation unit 120 as the target drive force of the vehicle 100 to the electric motor control unit 150. When the original mode is selected, the target drive force adjustment unit 140 sends the target drive force calculated by the original mode drive force calculation unit 130 as the target drive force of the vehicle 100 to the electric motor control unit 150.

[0059] Alternatively, when the on-demand mode is selected, the target driving force adjustment unit 140 sends the target driving force calculated by the original mode driving force calculation unit 130 to the electric motor control unit 150 as the target driving force of the vehicle 100. That is, even though the on-demand mode is selected, the target driving force adjustment unit 140 does not use the target driving force calculated by the on-demand mode driving force calculation unit 120 as the target driving force of the vehicle 100, but instead uses the target driving force calculated by the original mode driving force calculation unit 130 as the target driving force of the vehicle 100.

[0060] The target driving force of the vehicle 100 is input to the electric motor control unit 150 via the target driving force adjustment unit 140. The electric motor control unit 150 changes the motor torque output of the electric motor 2 to provide the input target driving force to the vehicle 100. More specifically, the electric motor control unit 150 generates a control signal for the inverter 16 based on the input target driving force. Furthermore, the electric motor control unit 150 changes the motor torque output of the electric motor 2 via PWM control based on the inverter 16.

[0061] In this way, the control device 101 controls the electric motor 2 to provide the target driving force to the vehicle 100. Therefore, when the target driving force calculated by the on-demand mode driving force calculation unit 120 is input to the electric motor control unit 150, the acceleration characteristics of the vehicle 100 become the acceleration characteristics simulated for the selected moving body. When the target driving force calculated by the original mode driving force calculation unit 130 is input to the electric motor control unit 150, the acceleration characteristics of the vehicle 100 become the acceleration characteristics of a typical BEV.

[0062] The vehicle model management unit 160 stores multiple vehicle models 200. The vehicle model management unit 160 is primarily implemented by the storage device 103. Each vehicle model 200 is a model obtained by modeling multiple virtual mobile bodies. These vehicle models 200 are, for example, database-based and managed. The database of vehicle models 200 is contained in data 105 stored in the storage device 103.

[0063] Each vehicle model 200 is a model that takes the operating state of the accelerator pedal 22 (e.g., accelerator opening) and the driving state of the vehicle 100 (e.g., vehicle speed) as inputs and simulates the movement of a virtual moving body relative to the driver's driving operations. Each vehicle model 200 is configured to at least simulate the driving force provided to the virtual moving body relative to driving operations, especially the operation of the accelerator pedal 22, and the acceleration and deceleration movements of the virtual moving body generated by activating that driving force.

[0064] Typically, each vehicle model 200 consists of a control model that simulates the control system associated with the powertrain of the virtual moving body, and a device model that simulates the acceleration and deceleration of the virtual moving body based on control signals from the control model. In this case, the device model includes a model of the powertrain system that operates based on control signals from the control model, and a model for simulating the movement of the virtual moving body generated by the action of virtual driving forces output from the powertrain system model. An example of the structure of the vehicle model 200 is described later.

[0065] Each vehicle model 200 has parameters associated with the movement of the virtual moving body during simulation. These parameters may include vehicle weight, tire diameter, gear ratios, maximum engine torque, engine torque response, and shift timing. The specific parameters may vary for each vehicle model. The vehicle model 200 represents a virtual moving body model through a combination of its parameter settings.

[0066] Figure 3 This is a diagram showing a structural example of vehicle model 200. Figure 3 In the example shown, vehicle model 200 includes control model 210 and device model 220. Control model 210 simulates a control system associated with the powertrain system of the virtual mobile body. Device model 220 simulates the acceleration and deceleration of the virtual mobile body based on control signals from control model 210. Device model 220 includes a model of the powertrain system that operates based on control signals from control model 210 and a model for simulating the motion of the virtual mobile body generated by the action of virtual driving forces output through the powertrain system model. Control model 210 can also simulate a control system that calculates the required output of the powertrain system for the virtual mobile body. In addition, device model 220 can also simulate the physical constraints on the required output of the powertrain system.

[0067] Furthermore, the specifications of the control model 210 and the equipment model 220 vary depending on the type of powertrain system. For example, the structures of the control system, transmission, and drive system differ in engine vehicles and hybrid vehicles. Therefore, the control model 210 and the equipment model 220 have different specifications in the engine vehicle model 200 and the hybrid vehicle model 200, respectively. Figure 3 The example shown illustrates a virtual mobile vehicle that is an automatic transmission (AT) vehicle equipped with an engine.

[0068] Control model 210 includes a target virtual driving force calculation unit 211 and a required output calculation unit 212. The target virtual driving force calculation unit 211 calculates the required virtual driving force (target virtual driving force) in the output of the powertrain system of the virtual moving body based on the accelerator opening and vehicle speed. For example, the target virtual driving force calculation unit 211 uses a mapping that provides the target virtual driving force for the combination of accelerator opening and vehicle speed to perform the calculation. The required output calculation unit 212 calculates the required output for the powertrain system so as to meet the calculated target virtual driving force. The calculated required output includes the target engine torque of the internal combustion engine and the target gear of the transmission. Control model 210 sends the calculated required output to device model 220.

[0069] Equipment model 220 includes engine model 221, transmission model 222, drive system model 223, and moving body environment model 224. Engine model 221, transmission model 222, and drive system model 223 are models of the power transmission system from the drive source to the drive wheels. Moving body environment model 224 is a model used to simulate the movement of a virtual moving body generated by the virtual driving force output through the power transmission system model.

[0070] Engine model 221 is a model of the internal combustion engine possessed by the virtual mobile body. Engine model 221, for example, simulates the action of the internal combustion engine relative to the input torque of the target engine. Engine model 221 outputs virtual engine speed and virtual engine torque. Parameters that can be changed in engine model 221 according to the selected mobile body include, for example, maximum engine torque and engine torque responsiveness.

[0071] The transmission model 222 is a model of the transmission possessed by the virtual mobile body. For example, the transmission model 222 simulates the action of the transmission relative to the target gear input. The transmission model 222 outputs the virtual transmission output torque based on the virtual engine torque output by the engine model 221 and the gear ratio determined by the virtual gear. The transmission model 222 includes a stepped transmission model simulating a stepped transmission and a continuously variable transmission (CVT) model simulating a continuously variable transmission (CVT). The stepped transmission model and the CVT model are selected based on the selected mobile body. Parameters that can be changed in the transmission model 222 based on the selected mobile body include, for example, gear ratios and shift timings. In the case of the stepped transmission model, the gear ratio refers to the ratio of the number of teeth in each gear stage.

[0072] Drive system model 223 is a model of the drive system for the virtual moving body. Drive system model 223, for example, models the mechanical structure from the transmission to the drive wheels. Drive system model 223 uses the output torque of the virtual transmission from transmission model 222 and a specified reduction ratio to calculate the drive wheel torque and output the virtual driving force of the virtual moving body. Parameters that can be changed in drive system model 223 depending on the selected moving body include, for example, the reduction ratio and the maximum allowable torque of the drive shaft.

[0073] The mobile environment model 224 represents the mechanical characteristics and driving environment of the virtual mobile body. The mobile environment model 224 calculates the driving resistance applied to the virtual mobile body based on its driving environment. Furthermore, the mobile environment model 224 simulates the acceleration and deceleration of the virtual mobile body based on the virtual driving force output from the drive system model 223, the calculated driving resistance, and the mechanical characteristics of the virtual mobile body. The mobile environment model 224 outputs virtual acceleration based on the acceleration and deceleration of the virtual mobile body. Parameters that can be changed in the mobile environment model 224, such as vehicle weight, tire diameter, and CD value, can be selected.

[0074] 2-2. Voice control function

[0075] Regarding the driving control of vehicle 100, control device 101 also functions as a sound control device, which controls speaker 21 to output engine sound (hereinafter also referred to as "virtual engine sound") generated by the engine vehicle as the selected moving body. Specifically, control device 101 functions as a sound control device by having processing circuit 102 execute sound control program 104 stored in storage device 103. The sound control function of control device 101 will be described below.

[0076] Figure 4 This diagram illustrates a structural example of the sound control function of the control device 101. As a module for implementing motor control functions, the control device 101 includes a mode information acquisition unit 110 and a virtual engine sound generation unit 170. These functional modules are implemented through the coordinated operation of the processing circuit 102 of the execution program 104 and the storage device 103.

[0077] The mode information acquisition unit 110 receives signals from the HMI 20 and acquires information about the selected mobile body and mode. Furthermore, upon acquiring the information about the selected mobile body, the mode information acquisition unit 110 sends this information to the virtual engine sound generation unit 170.

[0078] The virtual engine sound generation unit 170 functions when the selection mode is on-demand mode and the selected mobile body is an engine vehicle. In this case, the control device 100 reads the vehicle model 200 of the selected mobile body based on information from the mode information acquisition unit 110 and sets parameters corresponding to that selected mobile body. The virtual engine sound generation unit 170 generates a virtual engine sound based on the virtual engine torque and virtual engine speed calculated using the vehicle model 200 of the selected mobile body, and the engine sound source 300 of the selected mobile body read from the engine sound source management unit 180.

[0079] The virtual engine sound generation unit 170 includes a sound pressure calculation unit 171 for calculating engine sound pressure and an audio calculation unit 172 for calculating the frequency of engine sound. The sound pressure calculation unit 171 uses a sound pressure mapping M11 and calculates the sound pressure of the virtual engine sound based on the virtual engine torque. The sound pressure mapping M11 is a control mapping created in a manner where the sound pressure increases as the virtual engine torque increases. The audio calculation unit 172 uses a frequency mapping M12 and calculates the frequency of the virtual engine sound based on the virtual engine speed. The frequency mapping M12 is a control mapping created in a manner where the frequency increases as the virtual engine speed increases.

[0080] The control device 101 outputs virtual engine sounds generated by the virtual engine sound generation unit 170 from the speaker 21. In this way, by using the control device 101 for sound control, when the selected mode is on-demand mode and the selected vehicle is an engine vehicle, the driver can be given the feeling of driving an engine vehicle as the selected vehicle.

[0081] 3. Driving control when selecting on-demand mode

[0082] 3-1. Mediation of the first and second controls

[0083] The vehicle 100 that switches between the original mode and the on-demand mode refers to switching the execution requirements of driving control of the vehicle 100 in the original mode and the execution requirements of driving control of the vehicle 100 in the on-demand mode according to the driver's intention.

[0084] When the original mode is selected, driving control of vehicle 100 in on-demand mode is not performed. This is because, in this case, there is no information on the selected moving body, and the vehicle model 200 for selecting the moving body cannot be determined. However, when the on-demand mode is selected, processing for driving control of vehicle 100 in on-demand mode and processing for driving control of vehicle 100 in original mode are performed simultaneously. That is, processing for on-demand driving control according to the selected moving body vehicle model 200 and processing for original driving control according to procedure 104 are performed simultaneously.

[0085] The following considers the scenario where on-demand mode is selected. In this case, on-demand driving control and original driving control may compete. Regarding this, in Figure 2 The target driving force adjustment unit 140, as described above, adjusts the target driving force of the vehicle 100 calculated according to the vehicle model 200 of the selected moving body and the target driving force of the vehicle 100 calculated according to program 104. Therefore, based on this adjustment function, it is possible to make a decision to prohibit the execution of original driving control and allow the execution of on-demand driving control.

[0086] In particular, when the execution conditions for on-demand driving control and the execution conditions for original driving control are the same, these driving control execution conditions may be activated simultaneously. Regarding this, according to the aforementioned mediation function, even if these execution conditions are activated simultaneously, it is possible to make a decision to prohibit the execution of original driving control and execute on-demand driving control. Hereinafter, the driving control activated under the "first driving condition" as on-demand driving control will be referred to as "first control." Furthermore, the driving control activated under the "second driving condition" as original driving control will be referred to as "second control."

[0087] The first and second driving conditions may sometimes be common. "Common" in driving conditions here means not only that at least one condition constituting the driving conditions is the same, but also that a portion of that at least one condition differs. Examples of differences in the portion of the at least one condition include variations in the type, value, unit, or threshold of the condition parameters. When the control content of the first control and the control content of the second control are common, the likelihood of the first and second driving conditions being common is high. "Common" in control content here means that at least one aspect of the control content's purpose or objective is the same.

[0088] In this implementation, when the first and second driving conditions are common, and both the first and second controls can be executed, the execution of the first control takes priority. This is because selecting the on-demand mode can be considered a representation of the driver's expectation of driving control of the virtual mobile body based on the on-demand mode.

[0089] Furthermore, in the implementation, if the first driving condition and the second driving condition are not common, either the first control or the second control is executed. If the first control can be executed, and there is no driving control equivalent to the second control in the original driving control, the first control is executed when the first driving condition is met. That is, if the first driving condition and the second driving condition are not common and only the first control can be executed, the first control is executed when the first driving condition is met. This is for the same reason as prioritizing the execution of the first control.

[0090] On the other hand, when the first and second driving conditions are not common and only the second control can be executed, and there is no driving control equivalent to the second control in the on-demand driving control, the question arises as to whether the second control should be executed when the second driving conditions are met. This is because one can conceive of both the option to execute the second control when the second driving conditions are met and the option to respect the driver's wishes and not execute the second control even when the second driving conditions are met.

[0091] Therefore, in this implementation, if at least the first control can be performed, the first control is performed when the first driving condition is met. Furthermore, if the first and second driving conditions are not common and only the second control can be performed, the second control is performed when the second driving condition is met. Figure 5 This is a diagram illustrating a structural example of the motor control function of the control device 101 associated with the execution of the first and second controls. Figure 5 The structural example shown is similar to Figure 2 The structural examples shown are basically the same. The difference between the two lies in the driving control management unit 190.

[0092] The driving control management unit 190 stores multiple driving control control contents 400. The driving control management unit 190 is mainly implemented by the storage device 103. Each control content 400 is the driving control content installed on multiple virtual mobile bodies. Each control content 400 includes, for example, an identification number indicating at least one of the control theme and control purpose.

[0093] For example, the control device 101 compares the identification number of the control content reproduced by the vehicle model 200 as driving control installed on the virtual mobile body (hereinafter also referred to as "control content CNT-SMB") with the identification number of the control content of the original driving control performed according to procedure 104 as driving control installed in the vehicle 100 (hereinafter also referred to as "control content CNT-BEV"). If their identification numbers match, the control device 101 determines that the control content CNT-SMB and the control content CNT-BEV are common. Furthermore, the control device 101 determines that the first driving condition related to the first control corresponding to the control content CNT-SMB and the second driving condition related to the second control corresponding to the control content CNT-BEV are common.

[0094] If a control content CNT-BEV exists with an identification number matching the identification number of the control content CNT-SMB, the control device 101 disables the execution of the second control corresponding to the control content CNT-BEV. Conversely, if a control content CNT-BEV with an identification number matching the identification number of the control content CNT-SMB does not exist, the control device 101 does not disable the execution of the second control corresponding to the control content CNT-BEV. In this case, the control device 101 may also enable the execution of the second control corresponding to the control content CNT-BEV.

[0095] exist Figure 5In the example shown, the target driving force adjustment unit 140 determines the target driving force of the vehicle 100 based on the invalidation information of the second control and the selected mode information obtained from the mode information acquisition unit 110. For example, if the on-demand mode is selected and the invalidation information of the second control exists, in order to perform the first control during the period when the first driving condition is met, the target driving force calculated by the on-demand mode driving force calculation unit 120 is set as the target driving force of the vehicle 100. On the other hand, if the on-demand mode is selected and the invalidation information of the second control does not exist, in order to perform the second control only during the period when the second driving condition is met, the target driving force calculated by the original mode driving force calculation unit 130 is set as the target driving force of the vehicle 100.

[0096] Thus, when the on-demand mode is selected, the control device 101 switches between the target driving force calculated by the on-demand mode driving force calculation unit 120 and the target driving force calculated by the original mode driving force calculation unit 130, switching between the target driving force that satisfies at least one of the first driving conditions and the second driving conditions. Therefore, when the first and second driving conditions are the same, the first control can be performed during the period when the first driving condition is met. Furthermore, when the first and second driving conditions are not the same and there is no driving control equivalent to the first control in the original driving control, the first control can be performed during the period when the first driving condition is met. Moreover, when the first and second driving conditions are not the same and there is no driving control equivalent to the second control in the on-demand driving control, the second control can be performed during the period when the second driving condition is met.

[0097] Furthermore, the term "driving control equivalent to the first control" as used herein refers to the original driving control executed under driving conditions common to the first driving conditions. Additionally, "driving control equivalent to the second control" refers to on-demand driving control executed under driving conditions common to the second driving conditions.

[0098] 3-2. Example of uphill control

[0099] Taking the uphill control when the moving body is an automatic transmission vehicle (AT vehicle) with an engine as an example, the original driving control and on-demand driving control will be explained in detail. Figure 6 This is an example of a timing diagram where the first and second controls correspond to uphill control. Figure 7 This is an example of a timing diagram where the second control corresponds to the uphill control and there is no equivalent driving control in the on-demand driving control.

[0100] exist Figure 6 and Figure 7In the example shown, vehicle 100 is traveling uphill. This uphill travel can be determined, for example, based on signals from sensor system 50 or from driving environment sensor 35. When the first and second controls correspond to uphill control, the first and second driving conditions include the situation where vehicle 100 is traveling uphill (e.g., traveling on a road surface with a gradient of 5% or more). By determining that the first or second driving condition is met, the uphill determination is switched from "no" to "yes".

[0101] exist Figure 6 In the example shown, the motor torque remains constant before the uphill determination switches from "No" to "Yes," therefore, the vehicle speed (vehicle speed) gradually decreases. However, after the uphill determination switches from "No" to "Yes," uphill control, as the first control, begins, and the gear train downshifts from 6th to 4th gear. Along with this downshift, the virtual engine speed calculated based on vehicle model 200 increases, and the virtual engine torque decreases. However, because the target driving force of vehicle 100 increases, the motor torque increases. Thus, the vehicle speed of 100 recovers.

[0102] In addition, Figure 6 In the example shown, the engine frequency is calculated based on the virtual engine speed, and the engine sound pressure level is calculated based on the virtual engine torque. The calculation of engine frequency and engine sound pressure level is, for example, based on... Figure 4 The frequency mapping M12 and sound pressure mapping M11 described herein are used for this purpose. Thus, different virtual engine sounds are reproduced before and after the execution of the uphill control, which serves as the first control.

[0103] exist Figure 7 In the example shown, there is no driving control equivalent to hill-start control in the on-demand driving control. Therefore, after the hill-start determination switches from "no" to "yes", hill-start control, as a second control, begins, increasing the motor torque. As a result, the driving speed of vehicle 100 is restored. Furthermore, the virtual engine speed and virtual engine torque remain unchanged before and after the execution of hill-start control as a second control.

[0104] The fact that the virtual engine speed and virtual engine torque remain unchanged before and after the execution of the hill-start control as a secondary control means that the virtual engine sound also remains unchanged. However, although the motor torque and driving speed change due to the execution of the hill-start control as a secondary control, the virtual engine sound does not change, which can cause discomfort to the driver.

[0105] Therefore, in Figure 7In the example shown, during the execution of the uphill control as a second control, the engine frequency calculated based on the virtual engine speed and the engine sound pressure calculated based on the virtual engine torque are adjusted. For example, the engine frequency is multiplied by a coefficient K1 (>1.0), and the engine sound pressure is multiplied by a coefficient K2 (<1.0). Thus, by reproducing different virtual engine sounds before and after the execution of the uphill control as a second control, the aforementioned discomfort can be eliminated.

[0106] In addition, Figure 6 and Figure 7 The driving control example described can also be applied to downhill control when the moving body is selected as an automatic transmission (AT) vehicle with an engine. Uphill control is a transmission control system that combines prohibiting upshifts and downshifts during uphill driving; the principle of downhill control is essentially the same as that of uphill control. Therefore, for example in... Figure 6 and Figure 7 The explanation uses the term "uphill" to refer to "downhill", "downshifting from 6th gear to 4th gear" to refer to "downshifting from 4th gear to 3rd gear", and reverses the direction of the change in driving speed before and after the execution of uphill control (from downhill to uphill) to illustrate the example of downhill control.

[0107] 3-3. Example of computer processing

[0108] Figure 8 and 9 This is a flowchart illustrating a computer processing example for the mediation of the first control and the second control. Figure 8 The example shown is by Figure 1 The processing circuit 102 shown executes repeatedly at a predetermined cycle. Figure 9 The routine shown is executed repeatedly by the processing circuit 102 at a predetermined cycle, for example, during the period when the on-demand mode is selected.

[0109] exist Figure 8 In the illustrated routine, first, step S11 is performed. In step S11, information related to driving control is obtained. This driving control related information includes control content CNT-BEV and control content CNT-SMB reproduced by the vehicle model 200 of the virtual mobile body. As already explained, control content CNT-BEV is the driving control installed in the vehicle 100 and is the original driving control performed according to procedure 104. Control content CNT-SMB is the driving control installed in the virtual mobile body and reproduced by the vehicle model 200.

[0110] After the processing in step S11, the processing in step S12 is performed. In step S12, the control content CNT-BEV and the control content CNT-SMB are compared. Furthermore, it is determined whether there is a control content CNT-SMB that is common to both control content and control content CNT-BEV. This determination is made, for example, by comparing the identification number of control content CNT-BEV with the identification number of control content CNT-SMB. If the determination result in step S12 is negative, the processing ends.

[0111] If the determination result in step S12 is positive, the process proceeds to step S13. In step S13, the execution of control content CNT-BEV, which is common to both control content CNT-SMB, is invalidated. The invalidation information of control content CNT-BEV is stored in storage device 103.

[0112] exist Figure 9 In the illustrated routine, firstly, step S21 is performed. In step S21, various information is obtained. This information includes information related to the selected mobile body and information related to driving control. The information related to driving control includes information related to original driving control and information related to on-demand driving control. The information related to original driving control includes control content CNT-BEV, information on the invalidation of control content CNT-BEV, and a second driving condition. The information related to on-demand driving control includes control content CNT-SMB reproduced by the vehicle model 200 of the selected mobile body and a first driving condition.

[0113] Following step S21, step S22 is performed. In step S22, it is determined whether there is a driving control function to be activated (i.e., original driving control or on-demand driving control). Step S22 processes the first and second driving conditions obtained in step S21. If the determination result of step S22 is negative, the process ends.

[0114] If the determination result in step S22 is positive, the process proceeds to step S23. In step S23, it is determined whether the driving control to be activated is the first control. By satisfying the first driving condition, the execution condition for the first control becomes activated; by satisfying the second driving condition, the execution condition for the second control becomes activated. Therefore, in step S22, if the first driving condition is satisfied, the driving control to be activated is determined to be the first control in step S23. Conversely, if the second driving condition is satisfied in step S22, the driving control to be activated is determined to be the second control in step S23.

[0115] If the determination result in step S23 is positive, the process proceeds to step S24. In step S24, the first control is executed. During the execution of the first control, the process proceeds to step S25. In step S25, the execution condition of the first control is repeatedly determined based on the first driving condition to determine whether it is disconnected. If the determination result in step S25 is negative, the process returns to step S24. That is, steps S24 and S25 are repeatedly executed until a positive determination result occurs in step S25.

[0116] If the determination result in step S23 is negative, proceed to step S26. In step S26, it is determined whether the execution of the control content CNT-BEV is invalid. For example, in... Figure 8 As described in the explanation, the control content CNT-BEV, which is common to both control content CNT-SMB, is invalidated. In step S21, if the invalidation information for control content CNT-BEV is obtained, it is determined that the execution of control content CNT-BEV is invalid. If the determination result in step S26 is positive, the process ends.

[0117] If the determination result in step S26 is negative, proceed to step S27. In step S27, the second control is executed. During the execution of the second control, proceed to step S28. In step S28, the execution condition of the second control is repeatedly determined based on the second driving condition to determine whether it is disconnected. If the determination result in step S28 is negative, return to step S27. That is, steps S27 and S28 are repeatedly executed until a positive determination result occurs in step S28.

Claims

1. A control device for a vehicle, the vehicle being driven by an electric motor, characterized in that, The vehicle's control device includes: One or more storage devices, the one or more storage devices storing a program and a vehicle model, the program being used for the original driving control of the vehicle, and the vehicle model being used for simulated on-demand driving control of a virtual mobile body corresponding to the requirements of the vehicle's occupants. as well as One or more processing circuits, which perform the original driving control or the on-demand driving control. The one or more processing circuits are configured to: when there is an execution requirement for the on-demand driving control, and when the on-demand driving control includes a first control executed under a first driving condition of the vehicle, execute the first control when the first driving condition is met, and... When the execution requirement exists, and the original driving control includes a second control executed under the second driving condition of the vehicle, and the on-demand driving control does not include a driving control equivalent to the second control, the second control is executed when the second driving condition is met.

2. The vehicle control device according to claim 1, characterized in that, The one or more processing circuits are configured such that, when the execution requirement exists, and the on-demand driving control includes the first control, regardless of whether the original driving control includes a driving control equivalent to the first control, the first control is executed when the first driving condition is met.

3. The vehicle control device according to claim 1 or 2, characterized in that, At least one of the first driving condition and the second driving condition includes the condition that the vehicle is driving uphill. At least one of the first control and the second control includes uphill control.

4. The vehicle control device according to claim 3, characterized in that, The virtual mobile entity includes engine vehicles that move by being driven by an engine. The one or more storage devices also store an engine sound source, which is used for sound control of outputting engine sounds generated by the vehicle to the vehicle's interior. The one or more processing circuits are configured such that, in the sound control, when the object of the execution request is the driving control of the engine vehicle, and when the first control corresponds to uphill control, based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model, an engine sound is generated accompanying the execution of the uphill control as the first control, and... When the object of the execution requirement is the driving control of the engine vehicle, and when the second control corresponds to uphill control and the on-demand driving control does not include uphill control, the engine sound generated during the uphill control process, which is the second control, is generated based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model, in conjunction with the on-demand driving control. The engine sound generated during the uphill control process, which is the second control, is generated by adjusting at least one of the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model.

5. The vehicle control device according to claim 1 or 2, characterized in that, At least one of the first driving condition and the second driving condition includes the condition that the vehicle is driving downhill. At least one of the first control and the second control includes downhill control.

6. The vehicle control device according to claim 5, characterized in that, The virtual mobile entity includes engine vehicles that move by being driven by an engine. The one or more storage devices also store an engine sound source, which is used for sound control of outputting engine sounds generated by the vehicle to the vehicle's interior. The one or more processing circuits are configured such that, in the sound control, when the object of the execution request is the driving control of the engine vehicle, and when the first control corresponds to downhill control, based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model, an engine sound is generated accompanying the execution of the downhill control as the first control, and... When the object of the execution requirement is the driving control of the engine vehicle, and when the second control corresponds to downhill control and the on-demand driving control does not include downhill control, the engine sound generated during the downhill control process, which is the second control, is generated based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model, in conjunction with the on-demand driving control. The engine sound during the downhill control process, which is the second control, is generated by adjusting at least one of the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model.

7. A method for controlling a vehicle, wherein the vehicle is driven by an electric motor, characterized in that, The control method enables a computer to perform either the original driving control installed in the vehicle or simulated on-demand driving control of a virtual mobile body corresponding to the requirements of the vehicle's occupants. When there is a requirement to execute the on-demand driving control, and the on-demand driving control includes a first control executed under a first driving condition of the vehicle, the computer executes the first control when the first driving condition is met. When the execution requirement exists, and the original driving control includes a second control executed under the second driving condition of the vehicle, and the on-demand driving control does not include a driving control equivalent to the second control, the second control is executed when the second driving condition is met.

8. The vehicle control method according to claim 7, characterized in that, When the execution requirement exists, and the on-demand driving control includes the first control, the computer executes the first control when the first driving condition is met, regardless of whether the original driving control includes a driving control equivalent to the first control.

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