Vehicle control device

Abstract

A vehicle control device controls a control object included in a vehicle on the basis of a predetermined and input vehicle travel plan, the vehicle control device specifies a command parameter for controlling the control object so that the control object operates in accordance with the travel plan, and controls the control object in accordance with the command parameter outside the travel plan. And a control unit that performs individual control that determines an allowance condition for allowing the instruction parameter, and in a case where the determined instruction parameter deviates from the allowance condition, changes the instruction parameter such that the instruction parameter is allowed by the allowance condition.

Description

Technical Field

[0001] This disclosure relates to a vehicle control device for automatically controlling objects within a vehicle. Background Technology

[0002] Patent Document 1 discloses a driving control plan generation device. This device is a vehicle control device capable of generating a driving control plan (hereinafter also referred to as a "driving plan") that reflects the driver's driving preferences and enables the vehicle to drive automatically. Specifically, the driving control plan generation device accepts the priority of each driving preference of the driver in a priority input section, and sets the value of the driving control plan generation parameter in a parameter value setting section according to the input priority. Then, the device generates the driving plan in a plan generation section using the driving control plan generation parameter that reflects the driver's driving preferences.

[0003] Existing technical documents Patent documents Patent Document 1: Japanese Patent No. 4952268 The driving control plan generation device in Patent Document 1 generates a driving plan as described above. However, if the amount of information required to generate the driving plan is small, the driving plan can be generated by the control device of the vehicle without using external computing resources.

[0004] However, with the recent rapid entry of electric vehicles and other vehicles into the market, the demand for long-term driving plans is increasing from an energy management perspective. In this context, the driving plan is a long-term plan, thus requiring a significant amount of computation to generate it. Therefore, there is a trend towards placing the computational resources for generating the driving plan outside the vehicle, such as in the cloud. Accompanying this is a need for functions that appropriately coordinate the generation and execution of the driving plan, and for safety systems that take precedence over executing the driving plan. The inventors discovered this situation through detailed research. Summary of the Invention

[0005] In view of the above, the present disclosure aims to provide a vehicle control device capable of executing a driving plan determined by an external computing device that can wirelessly connect to the vehicle, and capable of appropriately coordinating individual control and driving plans that have a higher priority than the driving plan.

[0006] To achieve the above objectives, one aspect of the present disclosure provides a vehicle control device that controls controlled objects within a vehicle based on a predetermined and input vehicle driving plan. The vehicle control device includes: a determining unit that determines instruction parameters for controlling the controlled objects so that the controlled objects operate according to the driving plan; a separate control execution unit that performs separate control outside the driving plan by determining permissible conditions that allow the instruction parameters; and a changing unit that, if the instruction parameters determined by the determining unit deviate from the permissible conditions, changes the instruction parameters so that the instruction parameters are permitted by the permissible conditions.

[0007] Thus, when the instruction parameters determined to make the controlled object act according to the driving plan are incompatible with the permissible conditions determined by the aforementioned individual control, the permissible conditions take precedence. Therefore, the driving plan can be executed, and the aforementioned individual control and driving plan, which have a higher priority than the driving plan, can be appropriately coordinated.

[0008] Furthermore, in the various sections of the application documents, reference numerals in parentheses are sometimes used to mark each element. In such cases, the reference numerals merely indicate one example of the correspondence between that element and the specific structure described in the embodiments described later. Therefore, this disclosure is not limited by the inclusion of the aforementioned reference numerals. Attached Figure Description

[0009] Figure 1 This is a schematic diagram illustrating the vehicle of the first embodiment.

[0010] Figure 2 It is shown in the first embodiment Figure 1 A block diagram of the general structure inside the vehicle and the general structure of the cloud that can be connected to the vehicle via wireless network communication.

[0011] Figure 3 It is schematically shown in the first embodiment. Figure 1 A diagram illustrating the progression of target vehicle speed, target vehicle interior temperature, target battery temperature, and predicted high-voltage battery charging rate in a driving plan determined before the vehicle begins to travel.

[0012] Figure 4 This is a flowchart illustrating the control process in the first embodiment for formulating and executing a driving plan, including a predetermined driving route for the vehicle.

[0013] Figure 5 It is shown schematically in Figure 4 The map shows the predetermined driving routes included in the driving plan determined in the control process.

[0014] Figure 6This is a flowchart illustrating the control processing performed by the vehicle-side computing device in the first embodiment.

[0015] Figure 7 This is a functional block diagram showing the functional units that are functionally included in the vehicle-side computing device in the first embodiment.

[0016] Figure 8 This is a flowchart illustrating the control process for formulating and executing a driving plan in the second embodiment, which is equivalent to Figure 4 The image.

[0017] Figure 9 This is a flowchart illustrating the control process for formulating and executing a driving plan in the third embodiment, which is equivalent to Figure 4 The image.

[0018] Figure 10 This is a flowchart illustrating the control process for formulating and executing a driving plan in the fourth embodiment, which is equivalent to Figure 4 The image.

[0019] Figure 11 This is a flowchart illustrating the control process for formulating and executing a driving plan in a variation of the fourth embodiment, which is equivalent to Figure 4 The image.

[0020] Figure 12 This is a flowchart illustrating the control process for formulating and executing a driving plan in the fifth embodiment, which is equivalent to Figure 4 The image.

[0021] Figure 13 This illustrates a variation of the third embodiment where the substitution is... Figure 9 The diagram for step S207a is shown in step S207a.

[0022] Figure 14 This illustrates a variation of the third embodiment where the substitution is... Figure 9 The diagram for step S306a is shown in step S306a. Detailed Implementation

[0023] Hereinafter, each embodiment will be described with reference to the accompanying drawings. Furthermore, in each of the following embodiments, the same or equivalent parts are labeled with the same symbols in the drawings.

[0024] (First Implementation) In this embodiment, Figure 1 , Figure 2The vehicle 30 shown is, for example, an electric vehicle. The electric vehicle 30 in this embodiment is also called a "BEV," which does not include an engine, but includes a high-voltage battery 34 as a rechargeable battery, and operates using electricity obtained from the high-voltage battery 34. BEV is short for "Battery Electric Vehicle."

[0025] like Figure 2 As shown, the vehicle 30 of this embodiment includes a vehicle-side computing device 32, a vehicle-side communication device 33, a high-voltage battery 34, an electric motor 35, a power inverter 36, a refrigeration cycle device 37, an electric compressor 38, a water circuit device 39, and an electric heater 40. Furthermore, the vehicle 30 includes a downstream load inverter 42, an auxiliary equipment DC-DC converter 43, a charger 44, and an HMI unit 45.

[0026] The vehicle-side communication device 33 is a communication device that enables multiple devices connected to the vehicle-side communication device 33 to communicate with each other via wired or wireless connection. For example, within the vehicle 30, the vehicle-side computing device 32 and the vehicle-side communication device 33 can be connected to each other for information communication, and the HMI unit 45 and the vehicle-side communication device 33 can also be connected to each other for information communication.

[0027] Furthermore, the vehicle 30 of this embodiment can wirelessly connect to the cloud 50 disposed outside the vehicle 30. Specifically, the vehicle-side communication device 33 in the vehicle 30 can communicate with the manager 51 included in the cloud 50 via a wireless network NW. The wireless network NW is configured, for example, with wireless communication lines and networks including 4G or 5G. Moreover, the manager 51 and the cloud-side computing device 52 included in the cloud 50 can communicate with each other. Based on the above connection relationships, each device within the vehicle 30 can respectively send and receive information with the manager 51 and the cloud-side computing device 52 of the cloud 50 disposed outside the vehicle 30. The cloud 50, i.e., the cloud server 50, represents an external information processing environment that can communicate with the vehicle 30, for example, via the wireless network NW. The cloud 50 can be implemented as long as it can perform the functions described in this specification, and can be implemented as a physical server, a server group, a virtualization environment, or any combination thereof.

[0028] The vehicle-side computing device 32, the manager 51, and the cloud-side computing device 52 each have a structure that serves as a microcomputer, including processors (CPUs) 32a, 51a, 52a and RAM, ROM, and storage units 32b, 51b, 52b including non-volatile rewritable memory. Furthermore, the vehicle-side computing device 32, the manager 51, and the cloud-side computing device 52 each read and execute computer programs stored in ROM or non-volatile rewritable memory, which are non-transferable physical recording media. By executing the computer programs, methods corresponding to the computer programs are performed. That is, the vehicle-side computing device 32, the manager 51, and the cloud-side computing device 52 each perform various control processes according to the computer programs.

[0029] Furthermore, the vehicle-side computing device 32 is equivalent to a vehicle control device installed on the vehicle 30. In contrast, as described above, the vehicle 30 and the cloud 50 can be wirelessly connected. Therefore, the manager 51 of the cloud 50 and the cloud-side computing device 52 are respectively equivalent to external computing devices installed outside the vehicle 30 and wirelessly connected to the vehicle 30.

[0030] Furthermore, the vehicle-side computing unit 32, the manager 51, and the cloud-side computing unit 52 can each independently perform control processing. Moreover, the vehicle-side computing unit 32, the manager 51, and the cloud-side computing unit 52 can communicate with each other, thus enabling them to collaborate and perform control processing like a single computer.

[0031] The high-voltage battery 34 is a rechargeable battery, such as a lithium-ion battery or a nickel-metal hydride battery. The high-voltage battery 34 is a vehicle power source that supplies current to various on-board electrical equipment, such as the power inverter 36 included in the vehicle 30.

[0032] The electric motor 35 is a driving motor that drives the wheels (specifically, the drive wheels 301) of the vehicle 30 to rotate. In short, the electric motor 35 is the power source for driving the vehicle 30. The electric motor 35 drives the vehicle 30 by receiving power from the power inverter 36 to rotate the drive wheels 301. The power inverter 36 converts the direct current from the high-voltage battery 34 into alternating current and applies it to the electric motor 35, thereby causing the electric motor 35 to rotate.

[0033] Furthermore, when the vehicle 30 decelerates or brakes, the electric motor 35 generates electricity, which in turn produces braking torque to decelerate the vehicle 30. The electricity generated by the electric motor 35 is supplied to the high-voltage battery 34 via the power inverter 36 to charge the high-voltage battery 34.

[0034] The refrigeration cycle unit 37 includes multiple heat exchangers, expansion valves, and flow path switching valves. Furthermore, the refrigeration cycle loop for refrigerant circulation is composed of the refrigeration cycle unit 37 and the electric compressor 38. In this refrigeration cycle loop, a vapor compression refrigeration cycle is performed as the refrigerant circulates. Moreover, by performing this refrigeration cycle, the temperature of the high-voltage battery 34, the electric motor 35, and the power inverter 36, as well as the air conditioning within the vehicle compartment 30a, are regulated.

[0035] Electricity is supplied from high-voltage battery 34 to operate electric compressor 38. With this power supply, electric compressor 38 draws in refrigerant from the refrigeration cycle loop, compresses the drawn-in refrigerant, and discharges it. That is, in the refrigeration cycle loop, the operation of electric compressor 38 circulates the refrigerant, and as the refrigerant circulates, heat moves from one of the multiple heat exchangers to the others.

[0036] The water circuit device 39 includes a pump and a heat exchanger that form a water circuit for circulating liquid media such as cooling water. For example, the liquid media in the water circuit exchanges heat with the refrigerant in the refrigeration cycle circuit in a heat exchanger that spans both the water circuit and the refrigeration cycle circuit. Therefore, the water circuit and the refrigeration cycle circuit cooperate to regulate the temperature of various temperature-controlled devices connected to the water circuit and to regulate the air in the vehicle compartment 30a. Examples of such temperature-controlled devices include, for instance, a high-voltage battery 34, a motor 35, and a power inverter 36.

[0037] The electric heater 40 is disposed, for example, within the vehicle's interior air conditioning unit and is heated by power supplied from the high-voltage battery 34. The electric heater 40 heats the air blown from the vehicle's interior air conditioning unit into the vehicle's interior 30a.

[0038] As described above, the refrigeration cycle unit 37, electric compressor 38, water circuit unit 39, and electric heater 40, as a whole, regulate the air inside the vehicle compartment 30a, regulate the temperature of the high-voltage battery 34, and regulate the temperature of the electric motor 35 and the power inverter 36. Therefore, it can also be said that these refrigeration cycle unit 37, electric compressor 38, water circuit unit 39, and electric heater 40 constitute a temperature regulation device 46 for various temperature regulation in the vehicle 30.

[0039] The downstream load inverter 42 is used to supply power to electrical loads that can be subsequently installed in the vehicle 30, i.e., downstream electrical loads. After converting the voltage of the high-voltage battery 34 in a manner suitable for the downstream electrical load, the downstream load inverter 42 applies power from the high-voltage battery 34 to the downstream electrical load. Examples of such downstream electrical loads include, for instance, household appliances such as portable refrigerators that can be connected to an AC 100V socket installed in the vehicle 30.

[0040] The auxiliary equipment DC-DC converter 43 converts the high-voltage power from the high-voltage battery 34 into low-voltage power as specified in the form of DC12V or DC48V. Furthermore, the auxiliary equipment DC-DC converter 43 supplies the converted low-voltage power to various general electrical loads, i.e., auxiliary equipment, of the vehicle 30.

[0041] The charger 44 includes: a charging socket for inserting a charging plug to supply power to the vehicle 30 from outside the vehicle 30; and an electrical circuit for controlling the power supply. Furthermore, the charger 44 applies the regulated voltage of the power supplied from outside the vehicle 30 to the high-voltage battery 34. Thus, the high-voltage battery 34 is charged.

[0042] The aforementioned high-voltage battery 34, electric motor 35, power inverter 36, expansion valve and flow path switching valve of refrigeration cycle equipment 37, electric compressor 38, pump of water circuit equipment 39, and electric heater 40 are all electrically connected to the vehicle-side computing device 32 as controlled objects. Furthermore, the downstream load inverter 42, auxiliary equipment DC-DC converter 43, and charger 44 are also electrically connected to the vehicle-side computing device 32 as controlled objects.

[0043] These multiple controlled objects act according to the instruction value CD, indicating that the control signal of the instruction value CD is output from the vehicle-side computing device 32 to the multiple controlled objects respectively. The vehicle-side computing device 32 controls the multiple controlled objects respectively by determining the instruction value CD for each of the multiple controlled objects.

[0044] The vehicle 30 has an information acquisition unit 90 electrically connected to the vehicle-side computing unit 32. This information acquisition unit 90 acquires information from multiple sensors (VS), a navigation device (ND), GPS, and a cloud (50). The detection signals of the physical quantities detected by each of the multiple sensors (VS), the navigation device (ND), GPS, and the cloud (50) are shown being input to the vehicle-side computing unit 32. For example, the multiple sensors (VS) include a vehicle speed sensor for detecting vehicle speed, a vehicle interior temperature sensor for detecting the temperature inside the vehicle compartment 30a, and a battery temperature sensor for detecting the temperature of the high-voltage battery 34.

[0045] The HMI unit 45 includes an interface unit 45a and a controller 45b. The controller has input and output functions. The input function accepts various inputs from a passenger 80 as a user via the interface unit 45a, and the output function provides various information to the passenger 80 via the interface unit 45a. For example, the HMI unit 45 may be configured such that the interface unit 45a includes a touch panel display having both display and input functions as output functions, and is installed in the dashboard or similar space within the vehicle compartment 30a. HMI is short for "Human Machine Interface".

[0046] As input information from passenger 80 to HMI unit 45, for example, the driving plan PN formulated by cloud computing device 52 (described later) can be listed. Figure 3 , Figure 5 The destination in the HMI unit 45, the expectations of the passenger 80 related to the travel plan PN, etc. The passenger 80's expectations may include, for example, the expected value of the remaining charge of the high-voltage battery 34 when the vehicle 30 arrives at the destination, or the expected level of the remaining charge expressed as low, medium, high, etc. Furthermore, as output information from the HMI unit 45 to the passenger 80, information representing the recommended travel route in the aforementioned travel plan PN can be listed. Moreover, as output information, the locations of charging devices available in the aforementioned travel plan PN, and the sequence of the target vehicle speed Vct of the vehicle 30 in the travel plan PN, etc., can also be listed.

[0047] Furthermore, information not provided to the passenger 80 but to the vehicle-side computing device 32 is also transmitted and received between the vehicle 30 and the cloud 50. Information provided to the vehicle-side computing device 32 includes, for example, information on controlling the temperature of the high-voltage battery 34 to achieve a target temperature during charging. Additionally, the remaining charge of the high-voltage battery 34 is sometimes simply referred to as the charge level or remaining charge level of the high-voltage battery 34. Furthermore, the aforementioned charging equipment is also called a charging facility, and within the charging equipment, information can be transmitted from… Figure 2 The charger 44 charges the high-voltage battery 34.

[0048] The manager 51 of the cloud 50 plays a role in binding the information sent and received between the vehicle 30, the API server 54 set up in the cloud 50, and the cloud-side computing device 52. API is short for "Application Programming Interface".

[0049] The cloud-based computing device 52 receives various information via the manager 51, such as information related to the energy of the vehicle 30 traveling to the destination, based on the passenger 80's purpose. Figure 3The driving plan PN is calculated. In summary, the cloud-side computing device 52 formulates and determines the driving plan PN. At this time, when information related to the vehicle 30 is needed to formulate the driving plan PN, the information is appropriately sent from the vehicle 30 to the cloud 50. As the information related to the vehicle 30, various information such as the remaining charge of the high-voltage battery 34, the temperature of the high-voltage battery 34, and the current position of the vehicle 30 can be listed.

[0050] API server 54 is installed, for example, on a server within cloud 50. When API server 30 is defined in cloud 50, one of its functions is to act as a mechanism that enables hardware / software components of cloud 50 to communicate with (i) other internal cloud components and (ii) external hardware / software components via defined and predefined protocol sets.

[0051] For example, the current position of vehicle 30 can be obtained from a navigation device ND, GPS, multiple sensors VS, etc., installed on vehicle 30. GPS is short for "Global Positioning System". The aforementioned driving plan PN is a driving plan determined before vehicle 30 actually drives, but the driving plan PN will be described in detail later. In the description of this embodiment, the current position of vehicle 30 is sometimes referred to as "the current position of this vehicle".

[0052] The driving plan PN, formulated and completed by the cloud-side computing device 52, is sent to the vehicle-side computing device 32 via the manager 51, the wireless network NW, and the vehicle-side communication device 33. Furthermore, when the computing functions related to the driving plan PN are distributed among multiple computing devices, the manager 51 also has the function of comprehensively controlling these multiple computing devices. The vehicle-side computing device 32 in this embodiment is as follows... Figure 7 The structure shown includes a determination unit 11, a separate control execution unit 12, a change unit 13, an output unit 14, and a judgment execution unit 15 as its functional structure.

[0053] Specifically, the cloud computing device 52 according to Figure 4 The flowchart describes the driving plan PN for vehicle 30, and the vehicle-side computing device 32 executes the planned driving plan PN. Figure 4 The control process shown in the flowchart is initiated, for example, by the manual operation of the HMI unit 45 by the passenger 80.

[0054] like Figure 3 , Figure 5As shown, the driving plan PN includes a predetermined driving path Lr. The predetermined driving path Lr is the driving route of the vehicle 30 recommended in the driving plan PN; in other words, it is the driving route provided to the passenger 80 as the predetermined route traveled by the vehicle 30. Furthermore, the driving path PN also includes information on charging equipment that should stop midway along the predetermined driving path Lr and the shift in target temperatures for each onboard device, among other information. Specifically, in this embodiment, the driving plan PN includes, in addition to the predetermined driving path Lr and the information on charging equipment, the target vehicle speed Vct, target cabin temperature Trt, target battery temperature Tbt, and predicted charging rate Spr, respectively, from the start point Xst to the end point Xed of the predetermined driving path Lr.

[0055] Additionally, the target vehicle speed Vct is the target vehicle speed, the target cabin temperature Trt is the target temperature of the cabin 30a regulated by the air conditioning system within the cabin 30a, and the target battery temperature Tbt is the target battery temperature of the high-voltage battery 34. Furthermore, the predicted charge rate Spr is the predicted charge rate of the high-voltage battery 34 calculated by the cloud-side computing device 52. The charge rate of the high-voltage battery 34 is also referred to as Soc, which is short for "State of Charge".

[0056] exist Figure 3 In the diagram, the horizontal axis represents the position of vehicle 30 on the predetermined driving path Lr, and the vertical axis represents the target vehicle speed Vct, target vehicle interior temperature Trt, target battery temperature Tbt, and the predicted charging rate Spr of the high-voltage battery 34. For example... Figure 3 , Figure 5 As shown, the driving plan PN is a plan that includes a predetermined driving path Lr, and adjusts the vehicle speed and other physical quantities related to the energy consumption of the vehicle 30, excluding vehicle speed, according to the vehicle 30's movement along the predetermined driving path Lr. At this time, from... Figure 3 The vertical axis shows the target vehicle interior temperature Trt and the target battery temperature Tbt. It can be seen that the temperature inside the vehicle interior 30a and the battery temperature correspond to the other physical quantities mentioned above.

[0057] like Figure 4As shown, firstly, in step S101, the cloud-side computing device 52 accepts information input operations from the passenger 80 to the HMI unit 45. This information input operation involves the passenger 80 inputting information referenced for formulating the travel plan PN to the controller 45b via the interface 45a of the HMI unit 45. For example, as part of this information input operation, the passenger 80 inputs the destination in the travel plan PN to the controller 45b via the interface 45a of the HMI unit 45. In addition, the passenger 80 can also input to the controller 45b via the interface 45a of the HMI unit 45 the expected value of the remaining charge of the high-voltage battery 34 when the vehicle 30 arrives at the destination, the availability of toll roads in the travel plan PN, and preference information indicating the passenger 80's preferences.

[0058] The input preference information includes, for example, information such as adjusting the air conditioning strength in the vehicle compartment 30a, prioritizing time, or prioritizing power consumption. Input methods via the interface 45a of the HMI unit 45 include, for example, assuming the touch panel display is set as the interface 45a, operating a switch or retractable lever displayed on the touch panel display. Input information input to the controller 45b of the HMI unit 45 is transmitted to the cloud computing device 52 via the vehicle-side communication device 33 and the wireless network NW. Figure 4 After step S101, proceed to step S102.

[0059] In step S102, the cloud-side computing device 52 acquires the driving route L in the driving plan PN, and the information required to determine the sequence of the target vehicle speed Vct, the target vehicle interior temperature Trt, and the target battery temperature Tbt, i.e., the basic driving plan information. This basic driving plan information includes, for example, input information such as the destination entered in step S101, external information such as temperature and road congestion information, and vehicle information indicating the state of the vehicle 30, such as the current charging rate of the high-voltage battery 34.

[0060] In step S102, external information is obtained, for example, from an existing API server 54. Figure 4 After step S102, proceed to step S103.

[0061] In step S103, the cloud-side computing device 52 formulates and determines the driving plan PN for vehicle 30 based on the basic driving plan information obtained in step S102. The cloud-side computing device 52 may use, for example, a known optimization algorithm to formulate the driving plan PN. For instance, multiple candidate driving routes Lr are prepared using an existing API server 54, and the cloud-side computing device 52 selects one of the candidate driving routes Lr to determine as the driving plan PN. For example, the start point Xst of the driving route Lr is set to the current position of vehicle 30, and the end point Xed of the driving route Lr is set to the destination input by passenger 80.

[0062] Furthermore, the cloud-based computing device 52 determines the target vehicle speed Vct and the respective sequences of target temperatures Trt and Tbt in each section of the predetermined travel path Lr as components of the travel plan PN. Additionally, if charging is required midway through the predetermined travel path Lr, the cloud-based computing device 52 also determines the charging equipment used midway through the predetermined travel path Lr and the amount of charge generated by the charging equipment as components of the travel plan PN. For the various parameters determined as components of these travel plan PNs, for example, an evaluation function is determined where a higher evaluation value results in a larger value, and the parameters are determined in a manner that maximizes this value.

[0063] Furthermore, the cloud-side computing device 52 determines the driving plan PN as follows: the charging rate of the high-voltage battery 34 during vehicle operation according to the driving plan PN is maintained at a predetermined lower limit Ls (refer to...). Figure 3 (Above) and capable of vehicle operation. Therefore, such as Figure 3 As shown, the cloud-side computing device 52 calculates the shift of the predicted charging rate Spr from the start point Xst to the end point Xed of the predetermined driving path Lr. Then, the cloud-side computing device 52 determines the driving plan PN such that the predicted charging rate Spr remains above the lower limit allowable value Ls between the start point Xst and the end point Xed of the predetermined driving path Lr.

[0064] For example, the predicted charging rate Spr is calculated based on the distance that vehicle 30 can travel per unit of electricity consumed, i.e., energy consumption, the predetermined travel path Lr, and the target vehicle interior temperature Trt. Furthermore, the lower limit Ls can be either a constant determined experimentally in advance to prevent vehicle 30 from running out of power, or it can be based on... Figure 4 The variable value of the change in passenger 80's preference information obtained in step S102. Figure 4 After step S103, proceed to step S104.

[0065] In step S104, the cloud-side computing device 52 will, for example, perform the computation in step S103 as described above. Figure 3 , Figure 5 The determined driving plan PN is sent to the manager 51. Then, the manager 51 sends the driving plan PN to the vehicle-side computing device 32 via the wireless network NW and the vehicle-side communication device 33. That is, the driving plan PN, predetermined by the cloud-side computing device 52 (which is an external computing device), is input to the vehicle-side computing device 32.

[0066] As described above, the driving plan PN includes a predetermined driving path Lr and sequences of target vehicle speeds Vct, target temperatures Trt, Tbt, and predicted charging rates Spr for each section of the predetermined driving path Lr. Furthermore, the driving plan PN may, as needed, also include charging equipment used along the predetermined driving path Lr and the charging capacity of said charging equipment. Figure 4 After step S104, proceed to step S105.

[0067] In step S105, the vehicle-side computing unit 32 executes the accepted driving plan PN. That is, the decision execution unit 15 of the vehicle-side computing unit 32 executes control according to the driving plan PN. For example, the control according to the driving plan PN begins when the passenger 80, acting as the driver, starts the vehicle 30, and the HMI unit 45 provides the passenger 80 with information such as the predetermined driving route Lr, the target vehicle speed Vct, and the target interior temperature Trt according to the driving plan PN.

[0068] Furthermore, the vehicle 30 in this embodiment is a vehicle capable of automatically controlling its speed. Moreover, while the vehicle speed is automatically controlled during the execution of the travel plan PN, the travel route of the vehicle 30 is not automatically controlled. Therefore, the HMI unit 45 automatically reports navigation according to the predetermined travel path Lr to the passenger 80, and the passenger 80 operates the travel route of the vehicle 30. The passenger 80 can operate the travel route of the vehicle 30 according to the navigation according to the predetermined travel path Lr, so that the vehicle 30 travels along the predetermined travel path Lr.

[0069] For example, when the driving plan PN is started, the vehicle-side computing unit 32 controls the electric motor 35 and the power inverter 36 to bring the vehicle speed close to the target vehicle speed Vct of the driving plan PN. In other words, the vehicle-side computing unit 32 controls the electric motor 35 and the power inverter 36 to bring the vehicle speed to the target vehicle speed Vct of the driving plan PN. Furthermore, the vehicle-side computing unit 32 controls the temperature regulation device 46 to bring the temperature inside the passenger compartment 30a close to the target passenger compartment temperature Trt of the driving plan PN and the battery temperature close to the target battery temperature Tbt of the driving plan PN. In other words, the vehicle-side computing unit 32 controls the temperature regulation device 46 to bring the temperature inside the passenger compartment 30a to the target passenger compartment temperature Trt of the driving plan PN and the battery temperature to the target battery temperature Tbt of the driving plan PN.

[0070] Thus, during the execution of the driving plan PN in vehicle 30, the vehicle speed, the temperature inside the vehicle compartment 30a, and the battery temperature are automatically controlled. Furthermore, as... Figure 3 As shown, the target vehicle speed Vct, target vehicle interior temperature Trt, and target battery temperature Tbt are automatically changed according to the driving plan PN and the vehicle's movement.

[0071] When the driving plan PN is executed, speed control is initiated by starting the motor 35 and the power inverter 36 in a manner described above to bring the vehicle speed close to the target vehicle speed Vct. Specifically, speed control during the execution of the driving plan PN involves... Figure 6 Control processing. That is, when in Figure 4 When the driving plan PN is executed in step S105, the vehicle-side computing device 32 also starts at the same time. Figure 6 The control processing is performed. Furthermore, the vehicle-side computing unit 32 periodically repeats this process before the end of the driving plan PN. Figure 6 Control and processing.

[0072] When it begins Figure 6 During the control processing, firstly, in step SA01, the determining unit 11 determines a command value CD for controlling the motor 35, so that the motor 35, as the controlled object, operates according to the driving plan PN. The command value CD corresponds to the command parameters in this disclosure. The vehicle-side computing device 32 can output a control signal showing the command value CD to the power inverter 36 in step SA05, so as to control the motor 35 via the power inverter 36.

[0073] Specifically, in order to determine the instruction value CD, the determining unit 11 identifies the vehicle's current position. Figure 3The driving plan PN has a target vehicle speed Vct, and the vehicle speed is known from the detection signal from the vehicle speed sensor. Furthermore, the determination unit 11 calculates the motor torque (i.e., the output torque of the motor 35) required to bring the vehicle speed to converge to the target vehicle speed Vct based on the difference between the target vehicle speed Vct and the vehicle speed, and uses this as a command value CD. For example, when the vehicle speed is lower than the target vehicle speed Vct, the greater the difference between the target vehicle speed Vct and the vehicle speed, the greater the motor torque. Figure 6 After step SA01, proceed to step SA02.

[0074] Here, if we describe the individual control execution unit 12 included in the vehicle-side computing device 32, the individual control execution unit 12 executes individual controls, including safety system controls to ensure the safe operation of the vehicle 30, while executing the driving plan PN. That is, the individual control execution unit 12 executes the individual controls outside of the driving plan PN. For example, the safety system controls include at least one of collision avoidance control, inter-vehicle distance control, slippage traction control, and pre-curve deceleration control. The collision avoidance control is vehicle control to avoid a collision with the vehicle 30, and the inter-vehicle distance control is vehicle control to maintain a pre-set inter-vehicle distance between the vehicle 30 and the vehicle ahead of it (in other words, the vehicle in front). Furthermore, the slippage traction control is vehicle control to suppress slippage of the drive wheels 301 of the vehicle 30, and the pre-curve deceleration control is vehicle control to decelerate the vehicle 30 near a curve based on map information obtained from a navigation device.

[0075] In the aforementioned individual control, to achieve the purpose of the individual control, the individual control execution unit 12 determines the allowable condition RQ that permits the motor torque as the command value CD, and updates the allowable condition RQ sequentially according to changes in the vehicle state. For example, if the individual control is a safety system control, the purpose of the individual control is to ensure the safe operation of the vehicle 30. Moreover, if the command value CD is a value permitted by the allowable condition RQ, the control of the motor torque in the individual control is executed normally. The allowable condition RQ can be an upper and lower limit range having an upper and lower limit value of the command value CD, or it can be a certain value of the motor torque without a range.

[0076] exist Figure 6 In step SA02, the individual control execution unit 12 identifies the allowable condition RQ determined in the aforementioned individual control. Figure 6 After step SA02, proceed to step SA03.

[0077] In step SA03, the changing unit 13 determines whether the command value CD determined in step SA01 is permitted by the allowable condition RQ; in other words, whether the command value CD is consistent with the allowable condition RQ. For example, if the allowable condition RQ is composed of the upper and lower limits of the command value CD, and the command value CD is within the upper and lower limits of the allowable condition RQ, then the command value CD is permitted by the allowable condition RQ. Furthermore, if the allowable condition RQ is composed of a certain value of the motor torque, and the command value CD is consistent with a certain value of the allowable condition RQ, then the command value CD is permitted by the allowable condition RQ.

[0078] In step SA03, if the instruction value CD is allowed by the allowable condition RQ (if step A03 is yes), proceed to step SA05. On the other hand, if it is determined that the instruction value CD is not allowed by the allowable condition RQ, that is, if it is determined that the instruction value CD deviates from the allowable condition RQ (if step SA03 is no), proceed to step SA04.

[0079] In step SA04, the modification unit 13 changes the command value CD so that the command value CD is enabled by the enable condition RQ. For example, if the enable condition RQ is constituted by a certain value of the motor torque, the modification unit 13 changes the command value CD to a certain value that is the enable condition RQ.

[0080] Furthermore, when the allowable condition RQ is defined by the upper and lower limits of the instruction value CD, the modification unit 13 changes the instruction value CD to a value within the said upper and lower limits. Specifically, when the instruction value CD exceeds the upper limit of the said upper and lower limits, the modification unit 13 changes the instruction value CD to the upper limit of the said upper and lower limits. Conversely, when the instruction value CD is less than the lower limit of the said upper and lower limits, the modification unit 13 changes the instruction value CD to the lower limit of the said upper and lower limits.

[0081] For example, the motor torque of the command value CD determined in step SA01 is 20 Nm, and the upper and lower limits of the allowable condition RQ are 0 to 15 Nm. In this case, in step SA04, the changing unit 13 changes the command value CD from 20 Nm to 15 Nm, which is the upper limit of the upper and lower limit range. Figure 6 After step SA04, proceed to step SA05.

[0082] In step SA05, the output unit 14 outputs a control signal indicating the command value CD to the power inverter 36. As a result, the power inverter 36 causes the motor 35, which is the controlled object, to operate according to the command value CD. That is, the power inverter 36 causes the motor 35 to rotate in a manner that generates the motor torque specified by the command value CD. Furthermore, the motor 35 is connected to the drive wheel 301 and drives the drive wheel 301 to rotate; therefore, the motor 35 regulates the vehicle speed by operating according to the command value CD. Figure 6 After step SA05, return to step SA01.

[0083] As described above, the vehicle-side computing device 32 according to this embodiment, in Figure 6 In step SA01, a command value CD is determined for controlling the motor 35 so that the motor 35, as the controlled object, operates according to the driving plan PN. Then, if the command value CD determined in step SA01 deviates from the allowable condition RQ determined by the aforementioned individual control, the command value CD is changed to be allowed by the allowable condition RQ.

[0084] Therefore, when the instruction value CD determined to make the controlled object act according to the driving plan PN is incompatible with the allowable condition RQ determined by the above-mentioned individual control, the allowable condition RQ takes precedence. Thus, the vehicle-side computing device 32 of this embodiment can execute the driving plan PN and appropriately coordinate the above-mentioned individual control and the driving plan PN, which have a higher priority than the driving plan PN. As a result, the vehicle 30 can continue to drive based on the driving plan PN without hindering the normal execution of the higher-priority individual control.

[0085] (1) Furthermore, according to the vehicle-side computing device 32 of this embodiment, the aforementioned individual control includes safety system control, and the controlled object that operates according to the command value CD is the electric motor 35, which serves as a driving power source. Moreover, the vehicle speed is adjusted by the operation of the electric motor 35 according to the command value CD. Therefore, the vehicle 30 can continue to drive based on the driving plan PN without compromising the safety of the vehicle 30 during driving.

[0086] (Second Implementation) Next, the second embodiment will be described. In this embodiment, the differences from the first embodiment described above will be mainly explained. Furthermore, parts that are the same as or equivalent to those in the previous embodiment will be omitted or simplified in the description. The same applies to the embodiments described later.

[0087] In the vehicle 30 of this embodiment, cruise control, in which the vehicle 30 autonomously controls its speed, can be performed. The cruise control in this embodiment is one type of speed control performed by the vehicle-side computing device 32, specifically, constant-speed cruise control or adaptive cruise control. Constant-speed cruise control is speed control that converges the vehicle speed to a target speed Vct specified by the passenger 80. Furthermore, adaptive cruise control is speed control that, within a range where the vehicle 30 follows and maintains its following position to a vehicle moving ahead of it, converges the vehicle speed Vct to a target speed Vct specified by the passenger 80.

[0088] For example, in this embodiment, the controller 45b of the HMI unit 45 is configured to accept instructions from the passenger 80 to turn cruise control on or off via manual operation input from the interface unit 45a. When cruise control is turned on by the passenger 80's operation instruction, the vehicle-side computing unit 32 performs cruise control; when cruise control is turned off by the passenger 80's operation instruction, the vehicle-side computing unit 32 stops cruise control. Turning on cruise control means performing cruise control, and turning off cruise control means not performing cruise control.

[0089] Furthermore, in this embodiment, as described below, in Figure 8 In the control processing, the vehicle-side computing device 32 sometimes executes the driving plan PN, but in this case, the vehicle speed control executing the driving plan PN is used instead of the normal cruise control as cruise control or adaptive cruise control. That is, when the driving plan PN is executed, the vehicle-side computing device 32 does not execute the normal cruise control.

[0090] In this embodiment, the driving plan PN is formulated in the same way as in the first embodiment, but in this embodiment it is executed... Figure 8 The control processing is used instead of the first embodiment. Figure 4 The control processing, and in the Figure 8 The driving plan PN is formulated in the control processing. Figure 8 The flowchart includes steps S101 to S104, which are respectively related to Figure 4 The flowchart includes the same steps S101 to S104. Furthermore, in Figure 8 In the flowchart, relative to Figure 4 The flowchart has been modified by adding steps S205 and S207, and is equipped with equivalent steps S205 and S207. Figure 4 Step S206 replaces step S105.

[0091] like Figure 8As shown, in the next step S205 after step S104, the determination execution unit 15 of the vehicle-side computing device 32 determines whether the passenger 80 has instructed to activate cruise control, or in other words, whether the passenger 80 has instructed to execute cruise control. For example, the vehicle-side computing device 32 can perform this determination by acquiring a signal from the controller 45b of the HMI unit 45 indicating the input operation of the passenger 80 via the interface 45a of the HMI unit 45.

[0092] In step S205, if it is determined that the passenger 80 has instructed to activate cruise control (i.e., execute cruise control) (step S205 is yes), proceed to step S206. On the other hand, if it is determined that the passenger 80 has instructed to deactivate cruise control (i.e., stop cruise control) (step S205 is no), proceed to step S207.

[0093] exist Figure 8 In step S206, the judgment execution unit 15 of the vehicle-side computing device 32 and Figure 4 Step S105 is performed similarly to the driving plan PN accepted in step S104. For example... Figure 3 As shown, the driving plan PN includes the progression of the target vehicle speed Vct, target vehicle interior temperature Trt, target battery temperature Tbt, and predicted charge rate Spr as the vehicle 30 moves. Therefore, for example, vehicle speed control is performed according to the driving plan PN. Furthermore, in step S206, if the driving plan PN is already being executed, the vehicle-side computing device 32 continues to execute the driving plan PN. Figure 8 After step S206, proceed to step S205.

[0094] Furthermore, this embodiment is performed in the same manner as the first embodiment. Figure 6 Control processing. That is, when in Figure 8 When the driving plan PN is executed in step S206, the vehicle-side computing device 32 also starts at the same time. Figure 6 The control processing is performed. Furthermore, the vehicle-side computing unit 32 periodically repeats this process before the end of the driving plan PN. Figure 6 Control and processing.

[0095] exist Figure 8In step S207, the determination execution unit 15 of the vehicle-side computing device 32 stops executing the driving plan PN. Of course, the vehicle-side computing device 32 also does not execute cruise control or adaptive cruise control, i.e., normal cruise control. That is, the vehicle-side computing device 32 executes manual drive force control, increasing or decreasing the output of the electric motor 35, which serves as the driving power source, based on the accelerator pedal operation of the passenger 80. Furthermore, in step S207, if manual drive force control is already being executed, the determination execution unit 15 of the vehicle-side computing device 32 stops the driving plan PN and continues to execute the manual drive force control. Figure 8 After step S207, proceed to step S205.

[0096] (1) As described above, according to the vehicle-side computing device 32 of this embodiment, when cruise control is executed as instructed by the passenger 80, Figure 8 In step S206, the vehicle-side computing device 32 executes the driving plan PN, and at the same time executes... Figure 6 Control processing. That is, when cruise control is executed as instructed by passenger 80, in Figure 6 In step SA01, the determining unit 11 determines the command value CD for controlling the motor 35, so that the motor 35 operates according to the driving plan PN. On the other hand, if the passenger 80 instructs to stop cruise control, it is not executed. Figure 6 The control processing. Thus, the determination unit 11 can switch whether to determine the command value CD so that the motor 35 can operate according to the driving plan PN.

[0097] Therefore, when passenger 80 entrusts the vehicle speed adjustment to vehicle 30, automatic speed control according to the driving plan PN is performed, thereby reducing the discomfort of passenger 80 caused by the automatic speed control.

[0098] Except as described above, this embodiment is the same as the first embodiment. Moreover, in this embodiment, the same effects achieved by the structure common to the first embodiment can be obtained as in the first embodiment.

[0099] (Third Implementation) Next, the third embodiment will be described. In this embodiment, the differences from the second embodiment described above will be mainly explained.

[0100] In this embodiment, the controller 45b of the HMI unit 45 is configured to accept instructions from the passenger 80 to turn cruise control on or off via manual operation of the interface unit 45a. This is the same as in the second embodiment, but the controller 45b of the HMI unit 45 in this embodiment is also configured to accept, in addition to accepting the passenger 80's manual operation instructing the passenger 80 to turn cruise control on or off, also accepting the passenger 80's manual operation via the interface unit 45a instructing whether to execute the travel plan PN. For example, the interface unit 45a of the HMI unit 45 has a switch for the passenger 80 to instruct whether to execute the travel plan PN manually, and the controller 45b includes a structure that accepts the switching operation of the switch.

[0101] Execution in this embodiment Figure 9 The control processing is used instead of the second embodiment. Figure 8 The control processing. In the... Figure 9 In the flowchart, relative to Figure 8 Steps S305 and S306 have been added to the flowchart.

[0102] like Figure 9 As shown, in this embodiment, if the determination execution unit 15 of the vehicle-side computing device 32 determines in step S205 that the passenger 80 has instructed to turn on cruise control (step S205 is yes), then proceed to step S305. On the other hand, if it is determined that the passenger 80 has instructed to turn off cruise control (step S205 is no), then proceed to step S207.

[0103] In step S305, the determination execution unit 15 of the vehicle-side computing device 32 determines whether the passenger 80 has performed a prescribed manual operation via the interface 45a of the HMI unit 45. The prescribed manual operation is the input operation by the passenger 80 to allow the execution of the travel plan PN, i.e., the plan permission operation. For example, the determination execution unit 15 of the vehicle-side computing device 32 can perform the determination in step S305 by obtaining a signal from the controller 45b of the HMI unit 45 indicating that the passenger 80 has performed an input operation via the interface 45a of the HMI unit 45.

[0104] In step S305, if it is determined that passenger 80 has performed a plan permission operation via interface 45a of HMI unit 45 (yes in step S306), the process proceeds to step S206. On the other hand, if it is determined that passenger 80 has not performed a plan permission operation on HMI unit 45, the process proceeds to step S306.

[0105] In step S306, the decision execution unit 15 of the vehicle-side computing device 32 stops executing the driving plan PN. Then, the decision execution unit 15 of the vehicle-side computing device 32 executes cruise control or adaptive cruise control, i.e., normal cruise control. Furthermore, in step S306, if normal cruise control is already in progress, the decision execution unit 15 of the vehicle-side computing device 32 stops the driving plan PN and continues executing the normal cruise control. Figure 9 After step S306, proceed to step S205.

[0106] (1) As described above, according to this embodiment, when passenger 80 performs a prescribed manual operation (i.e., a planned permitted operation), Figure 9 In step S206, the vehicle-side computing device 32 executes the driving plan PN, and at the same time executes... Figure 6 Control processing. That is, when the passenger 80 performs the planned permitted operation, in Figure 6 In step SA01, the determining unit 11 determines the command value CD for controlling the motor 35 so that the motor 35 operates according to the driving plan PN.

[0107] Therefore, passenger 80 can explicitly permit the execution of travel plan PN through the aforementioned plan permission operation, and in the presence of the plan permission operation, automatic speed control according to travel plan PN is performed. As a result, the discomfort experienced by passenger 80 caused by automatic speed control according to travel plan PN can be reduced.

[0108] Except as described above, this embodiment is the same as the second embodiment. Moreover, in this embodiment, the same effects achieved by the structure common to the second embodiment can be obtained as in the second embodiment.

[0109] (Fourth Implementation) Next, the fourth embodiment will be described. In this embodiment, the differences from the second embodiment described above will be mainly explained.

[0110] Execution in this embodiment Figure 10 The control processing is used instead of the second embodiment. Figure 8 Control processing. In this embodiment... Figure 10 In the flowchart, relative to Figure 8 The flowchart, with equivalent to Figure 8 Step S103a1 replaces step S103.

[0111] The Figure 10 Step S103a is basically the same as Figure 8 The same as step S103, in Figure 10 In step S103a, the cloud-side computing device 52 formulates and determines the driving plan PN of the vehicle 30 based on the basic driving plan information obtained in step S102. Specifically, the predetermined driving path Lr of the driving plan PN determined in step S103a of this embodiment consists of a path using toll roads. Apart from this, step S103a of this embodiment is similar to... Figure 8 The steps are the same as in step S103.

[0112] Furthermore, in this embodiment Figure 10 In the flowchart, relative to Figure 8 The flowchart is set up with step S405l to replace... Figure 8 Step S205.

[0113] As described Figure 10 As shown, in step S405 following step S104, the determination execution unit 15 of the vehicle-side computing device 32 determines whether the vehicle 30 is traveling on a toll road. For example, the determination execution unit 15 of the vehicle-side computing device 32 can determine whether the vehicle 30 is traveling on a toll road by obtaining information from a navigation device installed on the vehicle 30.

[0114] In step S405, if it is determined that vehicle 30 is traveling on a toll road (step S405 is yes), proceed to step S206. On the other hand, if it is determined that vehicle 30 is not traveling on a toll road (step S405 is no), proceed to step S207.

[0115] (1) As described above, according to this embodiment, when vehicle 30 is traveling on a toll road, Figure 10 In step S206, the judgment execution unit 15 of the vehicle-side computing device 32 executes the driving plan PN, and at the same time executes... Figure 6 Control and processing. That is, when vehicle 30 is traveling on a toll road, in Figure 6 In step SA01, the determining unit 11 determines the command value CD for controlling the motor 35, so that the motor 35 operates according to the driving plan PN. On the other hand, if the vehicle 30 is not traveling on a toll road, this is not executed. Figure 6 Control and processing.

[0116] That is, the switching determination unit 11 determines whether to determine the command value CD for controlling the motor 35 based on the type of road on which the vehicle 30 is traveling, specifically whether the road on which the vehicle 30 is traveling is a toll road or similar road type. In other words, the switching unit 11a of the determination unit 11 of the vehicle-side computing device 32 determines whether to determine the command value CD for controlling the motor 35 based on the determination result of step S405, that is, the type of road on which the vehicle 30 is traveling.

[0117] Here, toll roads generally maintain good road conditions and experience fewer disturbances compared to other roads, making it less likely for vehicle 30 to deviate from its intended driving state. Therefore, by switching to the path corresponding to the aforementioned road type... Figure 6 The control processing has the advantage of making the energy consumption of the actual vehicle operation close to the predicted energy consumption when formulating the driving plan PN.

[0118] Except as described above, this embodiment is the same as the second embodiment. Moreover, in this embodiment, the same effects achieved by the structure common to the second embodiment can be obtained as in the second embodiment.

[0119] (A variation of the fourth embodiment) Execution in the fourth embodiment described above Figure 10 The control processing, but the Figure 10 The control processing can also be combined with the third embodiment described above. Figure 9 The control processing is executed in combination. In this variant, it is executed... Figure 10 Control processing and Figure 9 The control and processing combination Figure 11 Control and processing.

[0120] exist Figure 11 In the control processing, relative to Figure 10 The control process adds steps S205, S305, and S306, with steps S205 and S305 inserted between steps S405 and S206. Furthermore, in Figure 11 In step S405, if it is determined that vehicle 30 is traveling on a toll road, then proceed to step S205. Figure 11 Steps S205, S305, and S306 are respectively related to Figure 9 The steps S205, S305, and S306 are the same.

[0121] (Fifth Implementation) Next, the fifth embodiment will be described. In this embodiment, the differences from the second embodiment described above will be mainly explained.

[0122] Execution in this embodiment Figure 12 The control processing is used instead of the second embodiment. Figure 8 Control processing. In this embodiment... Figure 12 In the flowchart, relative to Figure 8 The flowchart is modified by setting step S505l to replace... Figure 8 Step S205.

[0123] As described Figure 12 As shown, in step S505 following step S104, the judgment execution unit 15 of the vehicle-side calculation device 32 determines whether the road surface condition of the road on which the vehicle 30 is traveling is good. A good road surface condition refers to a road surface condition in which the vehicle 30 can travel without the drive wheels 31 slipping relative to the road surface; for example, a dry road surface condition is a good road surface condition. On the other hand, a road surface with accumulated water or an icy road surface cannot be considered a good road surface condition, but rather a poor road surface condition.

[0124] For example, the judgment execution unit 15 of the vehicle-side computing device 32 can determine whether the road surface condition of the road on which the vehicle 30 is traveling is good based on the external gas temperature known from the external gas temperature sensor and the weather information obtained from the API server 54 of the cloud 50. In the above case, if the weather at the current location of the vehicle 30 is not rainy or snowy and the external gas temperature is above the pre-set judgment temperature that prevents the road surface from freezing, the judgment execution unit 15 of the vehicle-side computing device 32 determines that the road surface condition of the road on which the vehicle 30 is traveling is good. This is because it is inferred that the road surface on which the vehicle 30 is traveling is dry and not icy.

[0125] In step S505, if it is determined that the road surface condition of the road on which vehicle 30 is traveling is good (step S505 is yes), proceed to step S206. On the other hand, if it is determined that the road surface condition of the road on which vehicle 30 is traveling is bad (step S505 is no), proceed to step S207.

[0126] (1) As described above, according to this embodiment, when the road surface condition of the road on which the vehicle 30 travels is good, Figure 12 In step S206, the judgment execution unit 15 of the vehicle-side computing device 32 executes the driving plan PN, and at the same time executes... Figure 6 Control processing. That is, when the road surface condition of the road where vehicle 30 is traveling is good, Figure 6 In step SA01, the determining unit 11 determines the command value CD for controlling the motor 35, so that the motor 35 operates according to the driving plan PN. On the other hand, if the road surface condition of the road on which the vehicle 30 is traveling is poor, the operation is not performed. Figure 6 Control and processing.

[0127] That is, the switching determination unit 11 determines whether to determine the command value CD for controlling the motor 35 based on the road surface condition of the road on which the vehicle 30 is traveling. In other words, the switching unit 11a of the determination unit 11 of the vehicle-side computing device 32 determines whether to determine the command value CD for controlling the motor 35 based on the determination result of step S505, that is, the road surface condition of the road on which the vehicle 30 is traveling.

[0128] Here, when the road surface condition of the road on which vehicle 30 is traveling is good, there are fewer disturbances during driving compared to poor conditions. Therefore, the actual driving state of vehicle 30 is less likely to deviate. Therefore, by switching to execute the path corresponding to the aforementioned road surface condition... Figure 6 The control processing has the advantage of making the energy consumption of the actual vehicle operation close to the predicted energy consumption when formulating the driving plan PN.

[0129] Except as described above, this embodiment is the same as the second embodiment. Moreover, in this embodiment, the same effects achieved by the structure common to the second embodiment can be obtained as in the second embodiment.

[0130] Furthermore, this embodiment is a variation of the second embodiment, but it can also be combined with the aforementioned fourth embodiment.

[0131] (Other implementation methods) (1) In the above embodiments, Figure 1 The vehicle 30 shown is, for example, an electric vehicle, but is not limited to this. For instance, the vehicle 30 may be a hybrid vehicle or a plug-in hybrid vehicle that is equipped with an engine in addition to the aforementioned electric motor 35 as a power source for driving, or it may be an engine vehicle that uses only the engine as a power source for driving. In the case of a hybrid vehicle or a plug-in hybrid vehicle, the controlled objects in the vehicle's driving control are the engine and the electric motor 35; in the case of a engine vehicle, the controlled object in the vehicle's driving control is the engine.

[0132] (2) In the above embodiments, in Figure 6 In step SA02, the individual control execution unit 12 identifies the permissible condition RQ determined in the aforementioned individual control. Furthermore, the individual control includes safety system control, but this is only one example. For instance, the individual control may also include regulatory system control, used in place of or in conjunction with safety system control, to ensure that the vehicle 30 operates in accordance with regulations. Thus, prioritizing the execution of regulatory system control over the execution of the driving plan PN allows the vehicle 30 to continue operating based on the driving plan PN without hindering the normal execution of the regulatory system control.

[0133] In addition, as a regulatory system control in the above-mentioned situations, examples include speed control that adjusts the vehicle speed to not exceed the legally mandated upper speed limit known from road sign image recognition, and speed control that slows down to clear the road when an emergency vehicle approaches the vehicle at 30 km / h.

[0134] Furthermore, the aforementioned individual controls may also include protection system controls used in place of safety system controls and regulatory system controls, or together with the safety system controls and regulatory system controls, to protect the protected devices of the vehicle 30. In this way, the execution of protection system controls takes precedence over the execution of the driving plan PN, allowing the vehicle 30 to continue driving based on the driving plan PN without hindering the normal execution of the protection system controls.

[0135] In addition, protection system control in the above situation can include, for example, power control to suppress power consumption of the motor 35 or the power inverter 36 to prevent overheating of the motor 35, the power inverter 36, or the high-voltage battery 34, which are the protected devices.

[0136] (3) The following modifications are envisioned for the third embodiment described above. That is, in the modifications of the third embodiment, in Figure 9 In the flowchart, step S207 is replaced with Figure 13 Steps S207a and S306 are replaced with Figure 14 Step S306a.

[0137] In this variation, Figure 13 In step S207a, with Figure 9 Similarly, in step S207, the decision execution unit 15 of the vehicle-side calculation device 32 executes manual drive force control. However, unlike step S207, in... Figure 13 In step S207a, the decision execution unit 15 of the vehicle-side computing device 32 does not perform vehicle speed control according to the driving plan PN, but performs control other than the vehicle speed control according to the driving plan PN. That is, the decision execution unit 15 of the vehicle-side computing device 32 performs control other than the vehicle speed control according to the driving plan PN. Figure 3 The target vehicle interior temperature Trt and target battery temperature Tbt are adjusted according to the movement of the vehicle 30. Simultaneously, the decision execution unit 15 of the vehicle-side calculation unit 32 controls the temperature regulation device 46 in such a manner that the temperature inside the vehicle interior 30a approaches the target vehicle interior temperature Trt of the driving plan PN and the battery temperature approaches the target battery temperature Tbt of the driving plan PN.

[0138] In addition, Figure 14 In step S306a, with Figure 9Similarly, in step S306, the decision execution unit 15 of the vehicle-side computing device 32 performs normal cruise control. However, unlike step S306, in... Figure 14 In step S306a, the judgment execution unit 15 of the vehicle-side computing device 32 and the above-mentioned Figure 13 Step S207a also does not perform vehicle speed control according to the driving plan PN, but performs control other than the vehicle speed control according to the driving plan PN.

[0139] Thus, according to the vehicle-side calculation device 32 of the above-described modification, regardless of whether it is performing speed control in accordance with the driving plan PN... Figure 6 The control and processing are all based on the driving plan PN, which uses physical quantities other than vehicle speed, namely the temperature inside the vehicle compartment and the battery temperature, to shift. In other words, regardless of... Figure 6 In step SA01, whether the determining unit 11 determines the command value CD for controlling the motor 35 so that the motor 35 operates according to the driving plan PN, the temperature inside the vehicle compartment 30a and the battery temperature are shifted based on the driving plan PN. Therefore, according to the vehicle-side calculation device 32 of the above-described modified example, even if the passenger 80 does not intend to delegate the speed adjustment to the vehicle 30, the energy consumption as the vehicle 30 travels can be appropriately adjusted using the driving plan PN.

[0140] In addition, in the above Figure 11 In the flowchart above, step S207 is replaced with the same method as above. Figure 13 Steps S207a and S306 are replaced. Figure 14 Step S306a. Furthermore, in the above... Figure 8 , Figure 10 , Figure 12 Similarly, in the flowcharts described above, step S207 can also be replaced with... Figure 13 Step S207a.

[0141] (4) In the above embodiments, in Figure 6 In step SA01, the vehicle-side calculation unit 32 calculates the motor torque as the command value CD, but this is just one example. For example, the magnitude of the AC voltage applied to the motor 35 or the frequency of the AC voltage, as long as it is a parameter that can increase or decrease the vehicle speed, the vehicle-side calculation unit 32 can also calculate parameters other than the motor torque as the command value CD.

[0142] (5) The fifth embodiment described above illustrates that in Figure 12In step S505, the vehicle-side computing device 32 can determine whether the road surface condition of the road on which the vehicle 30 is traveling is good based on external gas temperature and weather information, but this is just one example. For instance, if the friction coefficient between the drive wheel 301 and the road surface is inferred by slippage traction control that suppresses slippage of the drive wheel 301 of the vehicle 30, the determination of whether the road surface condition of the road on which the vehicle 30 is traveling is good can also be made based on the inferred value of the friction coefficient.

[0143] (6) In the above embodiments, Figure 6 The command value CD output from the vehicle-side computing unit 32, determined in the control processing, is a parameter used for vehicle speed control, but this is just one example. The command value CD could also be a parameter used to control the temperature inside the vehicle compartment 30a or the battery temperature. In the above case, the controlled object operating according to the command value CD is the electric compressor 38 that compresses the refrigerant in the refrigeration cycle circuit, or the pump included in the water circuit device 39, etc. Furthermore, the rotational speed of, for example, the electric compressor 38 or the pump is determined as the command value CD.

[0144] Furthermore, even when the command value CD is a parameter used to control the temperature inside the vehicle compartment 30a or the battery temperature, the aforementioned individual control for determining the permissible condition RQ of the command value CD includes at least one of safety system control, regulatory system control, and protection system control. For example, regulatory system control in the above case could include anti-fog control to suppress fogging of windows such as the windshield. Furthermore, protection system control in the above case could include output control to suppress the output of the electric compressor 38 or pump to avoid overload.

[0145] (7) In the above embodiments, such as Figure 3 As shown, the driving plan PN includes the target vehicle speed Vct, target vehicle interior temperature Trt, target battery temperature Tbt, and predicted charge rate Spr, corresponding to the vehicle's movement, as constituent elements. However, this is just one example. These constituent elements are not mandatory in the driving plan PN and can be replaced by target values ​​of other physical quantities, etc. Figure 3 Other components can be added to the driving plan PN. For example, they can also be added to... Figure 3 The driving plan PN incorporates the shift in the target output of the downstream load inverter 42 corresponding to the movement of the vehicle 30; in other words, the shift in the switching on and off of the downstream load inverter 42. Furthermore, the output of the downstream load inverter 42 is also a physical quantity other than vehicle speed, which is related to the energy consumption of the vehicle 30.

[0146] (8) In the description of the fourth embodiment above, the road type in which the vehicle 30 travels is shown as whether the road is a toll road or not, but this is just one example. For example, the road type may also vary depending on the number of lanes on the road.

[0147] (9) In the above embodiments, Figure 2 The HMI unit 45 is typically located in the dashboard or similar space within the vehicle compartment 30a, but this is just one example. For instance, sometimes an external terminal that can be taken outside the vehicle can connect to the vehicle-side communication device 33 and the manager 51 of the cloud 50 via a wireless network NW. In this case, it is also conceivable that the HMI unit 45 is not composed of in-vehicle equipment, and the external terminal functions as the HMI unit 45. Furthermore, the external terminal could be, for example, a portable computer such as a tablet or smartphone operated by the passenger 80.

[0148] (10) In the above embodiments, in Figure 4 In step S103, the driving plan PN is formulated and determined by the cloud-side computing device 52, which acts as an external computing device. However, the external computing device for determining the driving plan PN is not limited to the cloud-side computing device 52. For example, as described above, sometimes an external terminal can be connected to the vehicle-side communication device 33 and the manager 51 of the cloud 50 via a wireless network NW. In the above case, the external terminal can also function as the aforementioned external computing device to formulate and determine the driving plan PN.

[0149] (11) In the above embodiments, Figure 2 The HMI unit 45 includes both input and output functions, but it can also be configured to include one function but not the other.

[0150] (12) In the above embodiments, the electrical systems of the vehicle 30 and cloud 50 of this disclosure are structured as described above. Figure 2 As shown, but the Figure 2 The structure shown is just one example and is not limited to this.

[0151] (13) Figure 2 The vehicle-side computing device 32 shown does not need to be composed of a single computer, but can also be composed of multiple computers configured according to each function.

[0152] (14) In the above embodiments, in Figure 4 In step S103, the evaluation function used to determine the various parameters of the driving plan PN is a function whose value increases with higher evaluation, but it can also be the opposite, a function whose value decreases with higher evaluation. In the above case, the various parameters are determined to have the minimum value of the evaluation function.

[0153] (15) In the above embodiments, Figure 4 , Figure 6 and Figures 8-12 The processes shown in the flowchart are implemented by computer programs, but they can also be implemented by hardware.

[0154] (16) Furthermore, this disclosure is not limited to the above-described embodiments and can be implemented in various modifications. In addition, the above-described embodiments are not unrelated to each other and can be appropriately combined except in cases where combination is obviously impossible.

[0155] Furthermore, in the above embodiments, the elements constituting the embodiment are not necessarily essential, except where they are specifically stated to be necessary or where they are explicitly required in principle. Also, in the above embodiments, when referring to the number, value, quantity, range, etc., of the constituent elements of the embodiment, they are not limited to that specific quantity, except where they are specifically stated to be necessary or where they are explicitly limited to a specific number in principle. Moreover, in the above embodiments, when referring to the material, shape, positional relationship, etc., of the constituent elements, they are not limited to that material, shape, positional relationship, etc., except where they are specifically stated to be necessary or where they are explicitly limited to a specific material, shape, positional relationship in principle.

[0156] Furthermore, in the above embodiments, when the external environment information (e.g., outside temperature) of the vehicle 30 is recorded from the sensor, the sensor can be discarded and the external environment information can be received from a server or cloud 50 outside the vehicle 30. Alternatively, the sensor can be discarded and relevant information related to the external environment information can be obtained from a server or cloud 50 outside the vehicle 30, and the external environment information can be inferred based on the obtained relevant information.

Claims

1. A vehicle control device for controlling objects included in the vehicle based on a predetermined and input vehicle driving plan. The vehicle control device includes: The determining unit determines instruction parameters for controlling the controlled object, so that the controlled object operates according to the driving plan; A separate control execution unit, outside of the driving plan, performs separate control to determine the allowable conditions for the instruction parameters; as well as The modification unit changes the instruction parameter so that it is allowed by the allowable condition when the instruction parameter determined by the determination unit deviates from the allowable condition.

2. The vehicle control device as described in claim 1, characterized in that, The individual control includes safety system controls for ensuring the safe operation of the vehicle. The controlled object is the driving power source installed in the vehicle. The vehicle control device adjusts the vehicle speed by causing the driving power source to operate according to the command parameters.

3. The vehicle control device as described in claim 2, characterized in that, The system includes a determination unit that determines whether cruise control, which enables the vehicle to autonomously control its speed, has been instructed by a passenger of the vehicle. If the determination unit determines that the cruise control was instructed to be executed by a passenger of the vehicle, the determination unit determines the command parameters so that the driving power source operates in accordance with the driving plan.

4. The vehicle control device as described in claim 2, characterized in that, The safety system control includes at least one of collision avoidance control, inter-vehicle distance control, slippage traction control, and pre-curve deceleration control. The collision avoidance control prevents the vehicle from colliding with other vehicles. The inter-vehicle distance control maintains a pre-set inter-vehicle distance between the vehicle and the vehicle in front of it. The slippage traction control suppresses wheel slippage of the vehicle. The pre-curve deceleration control causes the vehicle to decelerate before approaching a curve in the road.

5. The vehicle control device as described in claim 1, characterized in that, The individual control includes regulatory system control for ensuring the vehicle operates in accordance with regulations. The controlled object is the driving power source installed in the vehicle. The vehicle control device adjusts the vehicle speed by causing the driving power source to operate according to the command parameters.

6. The vehicle control device as described in claim 1, characterized in that, The driving plan is a plan that adjusts the vehicle speed and other physical quantities related to the vehicle's energy consumption, excluding vehicle speed, based on the vehicle's movement. The controlled object is the driving power source installed in the vehicle. The vehicle control device is configured to adjust the vehicle speed by causing the driving power source to operate according to the command parameters. The determining unit can switch between determining the command parameters to cause the driving power source to operate according to the driving plan. Regardless of whether the determining unit determines the instruction parameters to cause the driving power source to operate according to the driving plan, the vehicle control device shifts the other physical quantities based on the driving plan.

7. The vehicle control device as described in any one of claims 2 to 6, characterized in that, In the event that a passenger of the vehicle performs a specified manual operation on the interface connected to the vehicle control device, the determination unit determines the instruction parameters so that the driving power source operates according to the driving plan.

8. The vehicle control device as described in any one of claims 2 to 6, characterized in that, The determining unit switches between determining the instruction parameters based on the type of road the vehicle is traveling on.

9. The vehicle control device as described in any one of claims 2 to 6, characterized in that, The determining unit switches between determining the command parameters based on the road surface conditions of the road the vehicle is traveling on.

10. The vehicle control device as described in any one of claims 1 to 6, characterized in that, The separate control includes protection system control for protecting the equipment present in the vehicle.

11. A program product for controlling controlled objects included in a vehicle based on a predetermined and inputted vehicle driving plan. The program product has computer program commands. The computer program command causes the processor to perform the following actions: Determine the instruction parameters for controlling the controlled object so that the controlled object acts in accordance with the driving plan; Outside of the driving plan, separate control is performed to determine the permissible conditions that allow the instruction parameters; If the determined instruction parameter deviates from the allowed condition, the instruction parameter is changed so that the instruction parameter is allowed by the allowed condition.

12. A method for controlling controlled objects included in a vehicle based on a predetermined and inputted driving plan of the vehicle. Determine the instruction parameters for controlling the controlled object so that the controlled object operates according to the driving plan. Separate control is performed outside of the driving plan to determine the permissible conditions for the instruction parameters. If the determined instruction parameter deviates from the allowed condition, the instruction parameter is changed so that the instruction parameter is allowed by the allowed condition.

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