Vehicle control device

Abstract

A vehicle control device automatically controls a predetermined physical quantity so as to approach a control target value by operating a control target of a vehicle traveling on a predetermined travel path, thereby adjusting the energy consumption of the vehicle. If it is determined that the vehicle arrives at at least one passing place on the predetermined driving path, determining that the vehicle arrives at the at least one passing place on the predetermined driving path; the target value corresponding to the at least one passing point corresponding to the at least one passing point is read from a storage unit in which the at least one passing point and the target value corresponding to the passing point corresponding to the at least one passing point are stored in advance, and the read target value corresponding to the at least one passing point is determined as a control target value. Furthermore, the vehicle control device automatically controls a predetermined physical quantity so as to approach the specified control target value by operating a control target of the vehicle, thereby adjusting the energy consumption of the vehicle.

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 navigation device. This device detects the coordinates of a vehicle's current position and calculates a straight line passing through the detected coordinates of the destination and orthogonal to the direction of the detected vehicle at the same location. The distance between this straight line and the coordinates of the vehicle's current position is then calculated as the distance to the destination. In Patent Document 1, this allows for, for example, appropriate automatic deceleration control to reduce vehicle speed as the vehicle approaches a destination such as a tollbooth.

[0003] Existing technical documents Patent documents Patent Document 1: Japanese Patent No. 3664219 For example, in order to ensure passenger comfort while extending vehicle range, the need for technologies related to automatic control of vehicle energy consumption has been increasing in recent years. However, while Patent Document 1 relates to automatic control of vehicles, it does not disclose technologies for regulating vehicle energy consumption. The inventors discovered this discrepancy through detailed research. Summary of the Invention

[0004] In view of the above, the purpose of this disclosure is to provide a vehicle control device that can appropriately adjust the energy consumption of the vehicle in accordance with the vehicle's movement.

[0005] To achieve the above objectives, one aspect of this disclosure provides a vehicle control device that automatically controls a predetermined physical quantity to approach a control target value by causing a controlled object of a vehicle traveling on a predetermined driving path, thereby regulating the energy consumption of the vehicle. Furthermore, the vehicle control device includes: The storage unit pre-stores at least one transit point located on the predetermined driving path and the corresponding target value of the transit point. Arrival determination unit, the arrival determination unit determines whether the vehicle has arrived at at least one of the route locations; and When the arrival determination unit determines that the vehicle has arrived at at least one of the route locations, the target value determination unit determines the target value corresponding to the route location corresponding to the at least one route location where the vehicle has arrived as the control target value.

[0006] Thus, since the aforementioned physical quantities are adjusted at at least one point along the predetermined travel path, the vehicle's energy consumption can be appropriately adjusted in accordance with the vehicle's travel along the predetermined travel path. In short, the vehicle's energy consumption can be appropriately adjusted in accordance with the vehicle's movement. Therefore, for example, it is possible to simultaneously ensure passenger comfort and reduce energy consumption.

[0007] 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 an 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 use of the aforementioned reference numerals. Attached Figure Description

[0008] Figure 1 This is a block diagram showing the input / output system of the control device of the vehicle in the first embodiment.

[0009] Figure 2 The first diagram schematically illustrates, through a top-down view as a directional view along the vertical direction, a predetermined driving path and multiple passing points along the predetermined driving path in the first embodiment.

[0010] Figure 3 This is a diagram illustrating an example of a plurality of transit points, a plurality of indices corresponding to the plurality of transit points, and a plurality of target vehicle speeds corresponding to the plurality of transit points in the first embodiment.

[0011] Figure 4 This is a flowchart illustrating the control processing performed by the control device of the first embodiment.

[0012] Figure 5 The second diagram schematically illustrates, from a top-down view, the predetermined driving path and multiple points along the predetermined driving path in the first embodiment.

[0013] Figure 6 In the second embodiment, it is equivalent to Figure 2 The diagram illustrates the method for determining whether a vehicle has reached a destination along its route.

[0014] Figure 7 In the third embodiment, it is equivalent to Figure 2 The diagram illustrates the method for determining whether a vehicle has reached a destination along its route. Detailed Implementation

[0015] Hereinafter, each embodiment will be described with reference to the accompanying drawings. Furthermore, in each of the following embodiments, identical or equivalent parts are labeled with the same symbols in the drawings.

[0016] (First Implementation) like Figure 1 As shown, the control device 10 in this embodiment is a vehicle control device applied to the vehicle 30. The vehicle 30 in this embodiment is an electric vehicle, also known as a "BEV," which does not include an engine, includes a battery 34 as a rechargeable battery, and runs on electricity obtained from the battery 34. BEV is short for "Battery Electric Vehicle."

[0017] The control device 10 has a structure that functions as a microcomputer, including a processor (CPU) 100 as a control loop and a storage unit 101 containing RAM, ROM, and non-volatile rewritable memory. Furthermore, the processor 100 of the control device 10 reads and executes a computer program stored in a ROM or non-volatile rewritable memory, which is a non-transferable physical recording medium. By executing the computer program, a method corresponding to the computer program is performed. That is, the processor 100 of the control device 10 executes the method described later according to the computer program. Figure 4 Various control processes, including control processing.

[0018] like Figure 1 As shown, in addition to the control device 10 and battery 34 described above, the vehicle 30 of this embodiment also includes an electric motor 35, a power inverter 36, a downstream load inverter 38, a temperature control system 40, and a plurality of sensor types 42.

[0019] Battery 34 is a rechargeable battery, such as a lithium-ion battery or a nickel-metal hydride battery. Battery 34 is a vehicle power supply that supplies power to various on-board electrical equipment such as motor 35, power inverter 36, and downstream load inverter 38.

[0020] The electric motor 35 is a driving motor that serves as a power source for the vehicle 30, driving the drive wheels of the vehicle 30 to rotate. The electric motor 35 receives power from the power inverter 36 to rotate the drive wheels, thereby driving the vehicle 30. The power inverter 36 converts the direct current from the battery 34 into alternating current and applies it to the electric motor 35, thereby causing the electric motor 35 to rotate.

[0021] The downstream load inverter 38 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 battery 34 in a manner suitable for the downstream electrical load, the downstream load inverter 38 applies power from the battery 34 to the downstream electrical load. Examples of such downstream electrical loads include household appliances such as portable refrigerators that can be connected to an AC 100V socket installed in the vehicle 30.

[0022] The temperature control system 40 includes a refrigeration cycle loop for refrigerant circulation and a liquid circuit for circulation of a liquid medium such as cooling water. The refrigerant and the liquid medium exchange heat through a heat exchanger connected to the refrigeration cycle loop and the liquid circuit. In the refrigeration cycle loop, the refrigerant is circulated by operating an electric compressor controlled by the control device 10, and a vapor compression refrigeration cycle is performed as the refrigerant circulates. Furthermore, in the liquid circuit, the liquid medium is circulated by operating an electric pump controlled by the control device 10. The temperature control system 40 regulates the temperatures of the battery 34, the electric motor 35, and the power inverter 36 through the execution of the refrigeration cycle and the circulation of the liquid medium in the liquid circuit, and also regulates the temperature of the refrigerated air blown into the vehicle interior from the air conditioning unit.

[0023] The aforementioned motor 35, power inverter 36, downstream load inverter 38, and temperature control system 40 are each electrically connected to the control device 10 as controlled objects. The control device 10 controls these controlled objects by outputting control signals to them respectively.

[0024] Furthermore, the control device 10 is electrically connected to a plurality of sensor types 42, including a vehicle speed sensor 421 that detects vehicle speed Vc, and a detection signal showing the detection value of the sensor type 42 is input to the control device 10. In addition to the aforementioned vehicle speed sensor 421, the plurality of sensor types 42 may include, for example, a vehicle interior temperature sensor that detects the temperature inside the vehicle, a battery temperature sensor that detects the temperature of the battery 34, and an external gas temperature sensor that detects the temperature outside the vehicle.

[0025] In this embodiment, the vehicle 30 is connected to the control device 10 and includes an interface 50 that has the function of inputting information to the control device 10 through passengers and the function of outputting information to passengers.

[0026] In this embodiment, the control device 10, i.e., the processor 100, formulates a driving plan for the vehicle 30 to travel based on basic planning information, which consists of various information such as departure point, destination point, and passenger preference information input by the passenger through input operations on the interface unit 50. This driving plan is pre-formulated and determined by the control device 10 before the vehicle 30 begins to travel.

[0027] In detail, the processor 100 of the control device 10 formulates a driving plan based on the aforementioned basic planning information to reduce the energy consumption of the vehicle 30 and extend its driving range, while satisfying the passengers' desires as much as possible. The passengers' desires are known based on preference information included in the basic planning information, such as the strength of the air conditioning in the vehicle interior and the degree of charge rate (i.e., State of Charge) of the battery 34 when the vehicle 30 reaches its destination. For example, the processor 100 of the control device 10 generates multiple candidate driving plans by performing computer simulations based on the basic planning information and, for example, the actual results of the vehicle 30's energy consumption stored in the storage unit 101, and determines the driving plan with the lowest energy consumption of the vehicle 30 from among the multiple candidate driving plans. The aforementioned SoC is short for "State of Charge". Furthermore, the energy consumption of the vehicle 30 is expressed as the distance traveled per unit of electricity consumed by the vehicle 30. Moreover, the actual result of the power consumption of vehicle 30 refers to the power consumption of each update of the storage unit 101 stored in the processor 100 of the control device 10 in the vehicle 30 during actual driving.

[0028] The aforementioned determined driving plan includes a predetermined driving path Lr for vehicle 30 to travel from the starting point to the destination, location information of multiple transit points WP located on the predetermined driving path Lr, and target vehicle speeds Vtx corresponding to each transit point WP. The predetermined driving path Lr is... Figure 2 The example shows the target vehicle speed Vtx corresponding to the locations along the route. Figure 3 Example in.

[0029] Furthermore, in this embodiment, when multiple transit points WP are described in a distinct manner, such as... Figure 2 , Figure 3 As shown, the reference numeral "WP" in the attached map is numbered in ascending order from the departure point, and is represented as WP1, WP2, WP3, ... . Furthermore, in Figure 3 In the table, the waypoints WP along the predetermined driving path Lr are sequentially listed with the top of the table as the starting point. Therefore, for example, the preceding waypoint WP of waypoint WP3 on the predetermined driving path Lr is waypoint WP2, and the preceding waypoint relative to waypoint WP2 is waypoint WP1. Figure 2 In this context, for example, location WP1 corresponds to the entrance of a highway service area, location WP3 corresponds to the exit of a highway service area, and location WP2 corresponds to a charging station installed within the highway service area. In other words, this charging station is a charging device capable of charging the battery 34 of vehicle 30. The driving plan also includes the amount of charge and charging time for the battery 34 of vehicle 30 via the charging station.

[0030] Then, the determined driving plan is stored in the storage unit 101 of the control device 10. That is, after the driving plan is determined, the storage unit 101 stores in advance various information that constitutes the determined driving plan, such as the predetermined driving route Lr, multiple passing points WP, and the target vehicle speed Vtx corresponding to the multiple passing points.

[0031] In addition, such as Figure 3 As shown, multiple index IDs (index values) corresponding to multiple transit points WP are also pre-stored in the storage unit 101. The multiple index IDs represent the order of the multiple transit points WP located on the predetermined driving path Lr by numbering in ascending order from the departure point. Therefore, for example, if the index ID of transit point WP1 is "1", then the index ID of transit point WP2 is "2".

[0032] When the processor 100 of vehicle 30 begins driving according to the predetermined driving plan, each time vehicle 30 reaches a destination WP, the control device 10 updates the target vehicle speed Vt, which is the target value of vehicle speed Vc, to the target vehicle speed Vtx corresponding to the destination WP. Simultaneously, the processor 100 of the control device 10 executes automatic control to automatically control the rotational speed of the motor 35, which is the controlled object, so that the vehicle speed Vc approaches the target vehicle speed Vt. The driving plan is formulated to reduce the energy consumption of vehicle 30 while satisfying the passengers' wishes as much as possible; therefore, the automatic control at this time is executed to adjust the energy consumption of vehicle 30 traveling on the predetermined driving path Lr. Specifically, the energy consumption of vehicle 30 refers to the consumption of electricity stored in battery 34.

[0033] Furthermore, the route location WP is represented, for example, by positional coordinates in a defined coordinate system such as longitude and latitude. In this embodiment, the vehicle speed Vc corresponds to a physical quantity specified in this disclosure, the target vehicle speed Vt corresponds to a control target value specified in this disclosure, and the motor 35 corresponds to a controlled object specified in this disclosure. Additionally, the route location corresponding to the target vehicle speed Vtx corresponds to the route location corresponding to the target value specified in this disclosure.

[0034] The vehicle 30 in this embodiment is a vehicle capable of automatically controlling its speed Vc. Furthermore, during the execution of a driving plan, for example, the vehicle speed Vc is automatically controlled, but the driving route of the vehicle 30 is not automatically controlled. Therefore, the navigation according to the predetermined driving route Lr is automatically reported to the passenger via the interface unit 50, and the driving route of the vehicle 30 is operated by the passenger.

[0035] The processor 100 of the control device 10 is essentially as described above, updating the target vehicle speed Vt every time the vehicle 30 reaches the transit point WP, but in detail, by executing... Figure 4The control processing updates the target vehicle speed Vt. The vehicle 30 begins its journey according to the aforementioned driving plan, for example, through manual operation by a passenger via the aforementioned interface 50. Simultaneously with the vehicle 30 beginning its journey according to the driving plan, the processor 100 also begins... Figure 4 Control and processing.

[0036] First of all, Figure 4 In step S101, the processor 100 obtains the current position of the vehicle 30, i.e., the current position of the vehicle itself. The current position of the vehicle can be obtained based on navigation devices or GPS, which are included in the multiple sensor classes 42 of the vehicle 30. GPS is short for "Global Positioning System".

[0037] In step S101, if the processor 100 obtains the current position of the vehicle, the control device 10 determines whether the vehicle 30 has reached one of the multiple transit points WP. Furthermore, if it is determined that the vehicle 30 has reached one of the multiple transit points WP, the processor 100 identifies which of the multiple transit points WP the vehicle 30 has reached, and records the determination / identification result as a history in the storage unit 101, for example.

[0038] Specifically, such as Figure 2 , Figure 5 As shown, for each transit point WP, a predetermined judgment range Awp is pre-defined, including the transit point WP and extending horizontally. The judgment range Awp corresponds to each transit point WP and is pre-stored in the storage unit 101 of the control device 10. For example, the judgment range Awp is set as a two-dimensional region that is circular and extends horizontally with the transit point WP corresponding to the judgment range Awp as the center.

[0039] That is, in step S101, if the vehicle's current position enters a certain judgment range Awp, the processor 100 determines that the vehicle 30 has reached the route location WP corresponding to the judgment range Awp. Furthermore, the judgment range Awp is determined in advance, taking into account factors such as road width, to be a range within which it can be substantially determined that the vehicle 30 has reached the route location WP.

[0040] exist Figure 4 In step S101, if it is determined that vehicle 30 has arrived at one of the multiple transit points WP, i.e., the determination result is "yes", then proceed to step S102. On the other hand, if it is determined that vehicle 30 has not yet arrived at any of the multiple transit points WP, i.e., the determination result is "no", then step S101 is performed again.

[0041] In step S102, the processor 100 updates the arrival index information Xar to the index ID corresponding to the route location WP that was determined to have been reached by vehicle 30 in step S101. For example, if it was determined in step S101 that vehicle 30 had reached route location WP2, then... Figure 3 The index ID corresponding to the route location WP2 is "2", therefore, the arrival index information Xar is updated to "Xar=2". Figure 4 After step S102, proceed to step S103.

[0042] In step S103, the processor 100 determines whether the arriving index information Xar is consistent with the next index information Xnt.

[0043] The next index information Xnt is information indicating the expected next destination along the way, which is stored in the control device 10, for example, in the storage unit 101.

[0044] The next index information Xnt is updated in step S104 described later, but the initial value of the next index information Xnt is set to the index ID corresponding to the initial transit point WP on the predetermined driving path Lr. For example, in... Figure 3 In the case where the initial passing point WP on the predetermined driving path Lr is passing point WP1, the index ID corresponding to passing point WP1 is "1". Therefore, the initial value of the next index information Xnt is "initial value = 1". In addition, the next index information Xnt corresponds to the index information disclosed herein.

[0045] exist Figure 4 In step S103, if it is determined that the arrived index information Xar is consistent with the next index information Xnt, i.e., the determination result is "yes", then proceed to step S104. On the other hand, if it is determined that the arrived index information Xar is inconsistent with the next index information Xnt, i.e., the determination result is "no", then proceed to step S106.

[0046] In step S104, the processor 100 updates the next index information Xnt to the next transit point WP, i.e., the index ID corresponding to the next transit point, which was determined in step S101 that vehicle 30 has arrived at. For example, if it is determined in step S101 that vehicle 30 has arrived at transit point WP2, then... Figure 3 The next transit point relative to transit point WP2 is transit point WP3, and the index ID corresponding to transit point WP3 is "3". Therefore, in the above case, the next index information Xnt is set to "Xnt = 3". Figure 4 After step S104, proceed to step S105.

[0047] In step S105, the processor 100 updates the control target value for vehicle speed Vc, i.e., the target vehicle speed Vt. Specifically, the processor 100 determines the target vehicle speed Vtx corresponding to the route point WP that the vehicle 30 was determined to have reached in step S101 as the target vehicle speed Vt. For example, if it is determined in step S101 that the vehicle 30 has reached route point WP3, then... Figure 3 The target vehicle speed Vtx corresponding to the route point WP3 is 100 km / h, therefore, the target vehicle speed Vt is updated to 100 km / h. Consequently, the processor 100 controls the motor 35, which is the controlled object, to make the vehicle speed Vc approach its updated target vehicle speed Vt. Figure 4 After step S105, return to step S101.

[0048] On the other hand, if it is determined that the arriving index information Xar is inconsistent with the next index information Xnt (step S103 is not), then... Figure 4 In step S106, the processor 100 determines whether the vehicle traveling along the predetermined path Lr has been above a predetermined threshold before the vehicle 30 is determined to have reached the transit point WP (i.e., the current transit point) in step S101.

[0049] The situation where a vehicle traveling along the predetermined travel path Lr continues to exceed the aforementioned judgment limit before reaching the current transit point refers specifically to the following: That is, in step S101, it is determined that the vehicle 30 has reached the transit point WP a predetermined number of times in the order of the multiple transit points WP arranged on the predetermined travel path Lr, and the vehicle continues to travel. In this case, the aforementioned judgment limit means that in step S101, the determination is made that the vehicle 30 has reached the transit point WP a predetermined number of times in the order of the multiple transit points WP arranged on the predetermined travel path Lr.

[0050] In other words, the aforementioned "the situation where a vehicle traveling along a predetermined path Lr continues to travel beyond the aforementioned judgment limit before reaching the current destination" means that the number of destinations that the vehicle 30 passes sequentially in the predetermined path Lr, including the current destination, is a predetermined number or more, and the vehicle continues to travel.

[0051] Furthermore, the aforementioned number of times and the predetermined judgment limit are pre-tested to determine that the vehicle is still traveling along the predetermined path Lr. In addition, the aforementioned number of times is 2 or more, and in this embodiment, it is determined to be, for example, 3 times.

[0052] In step S106, if it is determined that the vehicle traveling along the predetermined path Lr has been traveling for a period of time exceeding a predetermined threshold before reaching the current destination, i.e., the determination result is "yes", then proceed to step S104. On the other hand, if it is determined that the vehicle traveling along the predetermined path Lr has not been traveling for a period of time exceeding a predetermined threshold before reaching the current destination, i.e., the determination result is "no", then proceed to step S107.

[0053] exist Figure 4 In step S107, regardless of the previously determined travel plan, the processor 100 determines the target vehicle speed Vt. That is, regardless of the target vehicle speed Vtx corresponding to the current destination, the processor 100 determines the target vehicle speed Vt. For example, in this embodiment, the processor 100 does not change the target vehicle speed Vt and maintains the current state. Figure 4 After step S107, return to step S101.

[0054] Based on the processing steps S101, S102, S103, S104, and S105 described above, it can be said that the next index information Xnt and the target vehicle speed Vt are updated as follows: That is, if in step S101 it is determined that vehicle 30 has reached one of the multiple transit points WP, the next index information Xnt is updated in step S104, and the target vehicle speed Vt is updated in step S105, provided that the specified update conditions are met. Furthermore, the specified update conditions are that in the previous step S101 it was determined that the vehicle has reached the preceding transit point WP (i.e., the previous transit point) of the predetermined driving path Lr, and the next index information Xnt was updated at the time of this determination.

[0055] In other words, the specified update conditions are: (I) The vehicle has arrived at the previous waypoint of the aforementioned waypoint. (II) The next index information is consistent with the index ID corresponding to the certain transit point.

[0056] Regarding the above situations, for example, with Figure 2 The route point WP3 corresponds to one of the above-mentioned route points and vehicle 30 is along... Figure 2 The following example illustrates the actual driving path L1. In this example, if it is determined in step S101 that vehicle 30 has reached the transit point WP3, the update condition is that it was already determined in the previous step S101 that it has reached the transit point, i.e., transit point WP2, and the next index information Xnt is updated at the time of the determination. Figure 2As shown in the actual driving path L1, after passing through the route point WP2, the vehicle 30 arrives at the route point WP3. Therefore, in the previous step S101, it was determined that the route point WP2 has been reached, and at the time of the determination, the next index information Xnt is updated (that is, it is updated to the index ID corresponding to the route point WP3).

[0057] In other words, under the above circumstances, the above update condition is met. Specifically, when it is determined in the previous step S101 that vehicle 30 has reached the transit point WP2, the next index information Xnt is updated in the following step S104. As a result, after it is determined in step S101 that vehicle 30 has reached the transit point WP3, the determination result of the following step S103 is "yes". Therefore, in this case, in step S104 after step S103, the next index information Xnt is updated to the index ID corresponding to the next transit point WP of transit point WP3, that is, transit point WP4. Then, in step S105, the target vehicle speed Vt is updated to the target vehicle speed Vtx corresponding to the transit point corresponding to transit point WP3.

[0058] On the other hand, Figure 5 The route point WP3 corresponds to one of the above-mentioned route points and vehicle 30 is along... Figure 5 When the vehicle travels along the actual driving path L2, the result differs from the above. In the above case, for example, if it is determined in step S101 that the vehicle 30 has reached the transit point WP3, the transit point WP2 corresponds to the previously transited point, and the above update conditions are related to the vehicle 30's travel along... Figure 2 The actual driving path L1 follows the same pattern as described above.

[0059] However, as Figure 5 The actual driving path L2 shows that vehicle 30 neither stops at nor reaches the transit point WP2. Therefore, the above update condition is not met. In other words, the condition that vehicle 30 has reached the transit point WP3 is incorrect. Figure 4 In step S101 preceding step S101, it is not determined that the vehicle has reached the transit point WP2, but rather that it has reached the transit point WP1. Therefore, in step S103, after determining in step S101 that vehicle 30 has reached the transit point WP3, it is determined that the arrival index information Xar and the next index information Xnt are inconsistent. Specifically, at this time, the arrival index information Xar is "Xar=3", and the next index information Xnt is "Xnt=2" (refer to...). Figure 3 As a result, the processing steps S104 and S105 after step S101, which determines that vehicle 30 has reached the transit point WP3, are not executed.

[0060] Furthermore, similarly, in Figure 5 The route point WP4 corresponds to one of the above-mentioned route points and vehicle 30 is along... Figure 5 If the actual driving path L2 is being traveled, steps S104 and S105 are not executed. In the above situation, in step S101, it is determined that vehicle 30 has arrived at a certain passing point, namely passing point WP4, but the preceding passing point relative to passing point WP4 is passing point WP3. This is because, in step S101, when it is determined that vehicle 30 has arrived at passing point WP3, which is the preceding passing point, step S104 is not executed, and the next index information Xnt is not updated. That is, this is because the condition in the above update condition, that the next index information Xnt is updated when it is determined in the previous step S101 that a preceding passing point (specifically passing point WP3) has been reached, is not met. Specifically, this is because, in step S103 after determining that vehicle 30 has arrived at passing point WP4 in step S101, it is determined that the arrival index information Xar and the next index information Xnt are inconsistent. At this time, the arrival index information Xar is "Xar=4", and the next index information Xnt is "Xnt=2" (refer to...). Figure 3 ).

[0061] Furthermore, according to the above Figure 4 The processing in steps S101, S102, S103, S106, S104, and S105 can be described as follows: the next index information Xnt and the target vehicle speed Vt are updated. That is, if in step S101 it is determined that vehicle 30 has reached one of the multiple waypoints WP, and if the vehicle continues along the predetermined driving path Lr for more than the specified determination limit before reaching the aforementioned waypoint, then regardless of the update conditions, the processing in steps S104 and S105 is executed. Thus, in step S104, the next index information Xnt is updated, and in step S105, the target vehicle speed Vt is updated to the target vehicle speed Vtx corresponding to the aforementioned waypoint.

[0062] Regarding the above situations, for example, with Figure 5 The route point WP5 corresponds to one of the above-mentioned route points and vehicle 30 is along... Figure 5The following explanation uses the actual driving path L2 as an example. In this example, if it is determined in step S101 that vehicle 30 has reached a transit point WP5, then at the moments when it reaches transit points WP3, WP4, and WP5 respectively, the determination result of step S101 is "yes". Therefore, it is determined that vehicle 30 has reached transit point WP a specified number of times (specifically, more than 3 times) in the order of the multiple transit points WP arranged on the predetermined driving path Lr, and the vehicle continues to drive. In other words, as described in the explanation of step S106, the above-mentioned determination limit is exceeded before the vehicle along the predetermined driving path Lr reaches a certain transit point (specifically, transit point WP5).

[0063] Therefore, under these circumstances, regardless of the update conditions described above, in step S104, the next index information Xnt is updated to the index ID corresponding to the next transit point WP of transit point WP5, that is, the next transit point (specifically, transit point WP6). Simultaneously, in step S105, the target vehicle speed Vt is updated to the target vehicle speed Vtx corresponding to the transit point WP5.

[0064] On the other hand, along vehicle 30 Figure 5 The vehicle 30 proceeds along the actual driving path L2, and arrives at passing points WP3 and WP4, which are closer to the previous passing point WP5, as follows. That is, in step S101, when it is determined that the vehicle 30 has arrived at passing point WP3, the number of times the vehicle 30 has arrived at passing points WP in the order of the multiple passing points WP arranged on the predetermined driving path Lr (i.e., the number of times it has arrived in sequence) is determined to be one. This is because, as Figure 5 As shown in the actual driving path L2, vehicle 30 neither stops at nor reaches the transit point WP2. Therefore, the number of arrivals in the above order is one arrival at transit point WP3 by vehicle 30. Furthermore, at the moment when it is determined in step S101 that vehicle 30 has reached transit point WP4, the number of arrivals in the above order is two arrivals at transit points WP3 and WP4. In any case, the number of arrivals in the above order is less than the specified number (specifically less than 3 times). Therefore, it does not fall under the case where the vehicle continues beyond the specified determination limit before reaching any of the aforementioned transit points along the predetermined driving path Lr. Therefore, in these cases, the processing of steps S104 and S105 is not performed, and the processing of step S107 is performed instead.

[0065] In addition, the above Figure 4 The processes in each step constitute functional units that implement each function. Furthermore, Figure 4Step S101 corresponds, for example, to the arrival determination unit, step S105 corresponds, for example, to the target value determination unit, and step S104 corresponds, for example, to the index update unit. Furthermore, the control device 10, i.e., the processor 100, functionally configures the arrival determination unit, the target value determination unit, and the index update unit.

[0066] As described above, according to this embodiment, the control device 10 automatically controls a predetermined physical quantity (Vc) to be close to a control target value (Vt) by activating the electric motor 35 (35) of the vehicle 30 traveling on a predetermined travel path Lr. Next, as... Figure 3 , Figure 4 As shown, when the control device 10 determines in step S101 that the vehicle 30 has reached the route location WP, it determines the target vehicle speed Vtx corresponding to the route location WP that the vehicle 30 has reached in step S101 as the target vehicle speed Vt.

[0067] Therefore, the control device 10 adjusts the vehicle speed Vc at the point WP along the predetermined travel path Lr, thus appropriately adjusting the energy consumption of the vehicle 30 in accordance with its travel along the predetermined travel path Lr. In short, the control device 10 can appropriately adjust the energy consumption of the vehicle 30 in accordance with its travel. As a result, the control device 10 can, for example, simultaneously ensure passenger comfort and reduce the energy consumption of the vehicle 30.

[0068] (1) Furthermore, according to this embodiment, if it is determined in step S101 that the vehicle 30 has reached one of the multiple transit points WP, the control device 10 updates the next index information Xnt in step S104, provided that a predetermined update condition is met. At the same time, in step S105 after step S104, the control device 10 determines the target vehicle speed Vtx corresponding to the aforementioned transit point as the target vehicle speed Vt. Moreover, the predetermined update condition is that in the previous step S101, it was determined that the vehicle 30 has reached the previous transit point WP, i.e., the preceding transit point, in the predetermined driving path Lr, and the next index information Xnt is updated at the time of the determination.

[0069] Therefore, the control device 10 can update the target vehicle speed Vt to the target vehicle speed Vtx corresponding to each of the multiple passing points WP set on the predetermined driving path Lr.

[0070] For example, in Figure 2 In this case, the route points WP1 and WP3 are close to each other; therefore, it is also envisioned that in this situation... Figure 4In step S101, it is determined that vehicle 30 first arrives at route point WP3 and then at route point WP1. However, even if this determination is made in step S101, the target vehicle speed Vt is not updated to the target vehicle speed Vtx corresponding to route point WP3 because the above update condition is not met.

[0071] On the other hand, if in step S101 it is repeatedly determined that vehicle 30 has arrived at the transit points WP1 up to WP2 in the order of transit points WP1 on the predetermined travel path Lr, and in the next step S101 it is determined that vehicle 30 has arrived at WP3, the above update condition is met. Therefore, after determining in step S101 that vehicle 30 has arrived at WP3, in the following step S105, the control device 10 updates the target vehicle speed Vt to the target vehicle speed Vtx corresponding to the transit point WP3.

[0072] Therefore, as described above, the control device 10 can update the target vehicle speed Vt in the order of multiple transit points WP set on the predetermined driving path Lr. Furthermore, in cases such as when erroneous information about the vehicle's current location is obtained from GPS, updates to the target vehicle speed Vt based on erroneous judgments of having reached transit points WP can be avoided.

[0073] (2) Furthermore, according to this embodiment, when it is determined in step S101 that vehicle 30 has reached one of the multiple transit points WP, if the vehicle continues to travel along the predetermined driving path Lr for more than the specified determination limit before reaching the aforementioned transit point, control processing is performed in the following manner. That is, in the above case, regardless of the above update conditions, the next index information is updated in step S104, and in step S105 after step S104, the target vehicle speed Vtx corresponding to the aforementioned transit point is determined as the target vehicle speed Vt.

[0074] Therefore, as Figure 5 The actual driving path L2 shows the situation where vehicle 30 does not stop at the transit point WP2 and does not reach the transit point WP2 but travels to the transit point WP3. At a certain point in the journey, regardless of the above update conditions, the target vehicle speed Vt in step S105 can be updated by the control device 10. That is, it can avoid the situation where the target vehicle speed Vt does not update after the transit point WP3 and remains unchanged.

[0075] Furthermore, in this case, instead of re-planning to regenerate the predetermined driving path Lr, an improved user experience can be achieved compared to the case where re-planning is implemented.

[0076] (3) Furthermore, according to this embodiment, in Figure 4 In step S106, the control device 10 determines whether the vehicle traveling along the predetermined path Lr has continuously exceeded a predetermined threshold before reaching the transit point WP (i.e., the current transit point) as determined in step S101. Next, if the vehicle traveling along the predetermined path Lr has continuously exceeded the predetermined threshold before reaching the current transit point, the specific situation is as follows: That is, in step S101, it is determined that the vehicle 30 has reached the transit point WP a predetermined number of times in the order of the multiple transit points WP arranged on the predetermined path Lr, and this continues.

[0077] Therefore, by referring to the history (stored in storage unit 101) of the result that the vehicle 30 has arrived at the route location WP in step S101, the determination in step S106 can be performed easily.

[0078] (4) Furthermore, according to this embodiment, when the current position of vehicle 30 enters a predetermined judgment range Awp, including the transit point WP, the control device 10 determines that vehicle 30 has reached the transit point WP corresponding to the judgment range Awp. Therefore, according to the above structure, deviations in the current position of vehicle 30 caused by road width, position detection errors, etc., can be absorbed, and the determination of whether vehicle 30 has reached the transit point WP can be made based on the actual vehicle movement.

[0079] (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.

[0080] In this embodiment, the method for determining whether vehicle 30 has reached the transit point WP differs from that in the first embodiment. Specifically, no method is set... Figure 2 The judgment range Awp, as an alternative, such as Figure 6 The multiple hypothetical threshold lines Lwp corresponding to each of the multiple passing locations WP are preset and stored in the storage unit 101.

[0081] The plurality of imaginary threshold lines Lwp are imaginary straight lines that intersect the travel direction Df of the vehicle 30 in the predetermined travel path Lr and extend horizontally. Strictly speaking, they are imaginary straight lines that are orthogonal to the travel direction Df and extend horizontally. Furthermore, each of the plurality of imaginary threshold lines Lwp passes through a corresponding point WP, and uses this point WP as a boundary to separate the positive side Dff and the negative side Dfr of the travel direction Df. Additionally, the travel direction Df of the vehicle 30 is sometimes referred to as the vehicle's travel direction Df.

[0082] Next, in Figure 4 In step S101, the processor 100 determines whether the vehicle's current position is moving from the opposite side Dfr to the positive side Dff of the vehicle's travel direction Df, sandwiched by a certain imaginary threshold line Lwp. If it is determined that the vehicle's current position is moving from the opposite side Dfr to the positive side Dff of the vehicle's travel direction Df, then it is determined that the vehicle 30 has reached the path location WP corresponding to the imaginary threshold line Lwp. For example, when the vehicle 30 is along... Figure 6 If the vehicle 30 travels along the driving path L3 and crosses the imaginary threshold line Lwp from the opposite side Dfr to the positive side Dff of the vehicle's travel direction Df, the control device 10 determines that the vehicle 30 has reached the route location WP corresponding to the imaginary threshold line Lwp.

[0083] 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.

[0084] (Third implementation method) Next, the third embodiment will be described. In this embodiment, the differences from the first embodiment described above will be mainly explained.

[0085] In this embodiment, Figure 4 In step S101, if the vehicle's current position enters any judgment range Awp, the processor 100 determines that the vehicle 30 has reached the path location WP corresponding to the judgment range Awp. This is the same as in the first embodiment, but in this embodiment, the shape of the judgment range Awp is different from that in the first embodiment.

[0086] Specifically, such as Figure 7As shown, the judgment range Awp is defined as a two-dimensional region that includes the route point WP corresponding to the judgment range Awp, and has a width in the horizontal direction and perpendicular to the predetermined driving path Lr, extending along the predetermined driving path Lr. Furthermore, the judgment range Awp is formed such that the route point WP corresponding to the judgment range Awp is located at the end of the judgment range Awp on the opposite side Dfr of the vehicle's direction of travel Df. For example, the width of the judgment range Awp is determined based on the road width or number of lanes at the corresponding route point WP multiplied by a predetermined coefficient. In addition, the judgment range Awp corresponding to each of the multiple route points WP is formed such that it does not overlap with other judgment ranges Awp adjacent to it.

[0087] For example, in vehicle 30 along Figure 7 If the vehicle is traveling along path L4 and its current position has entered the judgment range Awp corresponding to the location WP1 it has passed through, then Figure 4 In step S101, the processor 100 determines that the vehicle 30 has arrived at the route location WP1.

[0088] 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.

[0089] (Other implementation methods) (1) In the above embodiments, Figure 1 The vehicle 30 shown is an electric vehicle, but is not limited to this. For example, the vehicle 30 may also be a hybrid vehicle, a plug-in hybrid vehicle, or an engine vehicle that uses only the engine as its driving force, in addition to the aforementioned electric motor 35. In the case of the vehicle 30 being 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 the vehicle 30 being an engine vehicle, the controlled object in the vehicle's driving control is the engine.

[0090] (2) In the above embodiments, such as Figure 1 As shown, the control device 10 is located in the vehicle 30, but this is just one example. For example, part or all of the control device 10 could be located in an external terminal that can wirelessly connect to the vehicle 30 and be taken outside the vehicle, or in a cloud that can wirelessly connect to the vehicle 30. In addition, the external terminal could be a portable computer such as a tablet or smartphone operated by a passenger of the vehicle 30.

[0091] (3) In the above embodiments, in Figure 4In step S107, the target vehicle speed Vt remains unchanged, thus maintaining the status quo; however, this is just one example. For instance, in... Figure 5 When vehicle 30 is traveling along the actual travel path L2, and it is determined in step S101 that vehicle 30 has reached the transit point WP3, then... Figure 5 The control process proceeds sequentially from step S101 through steps S102, S103, S106, and S107. In step S107, the target vehicle speed Vt may not remain unchanged, but instead be updated to the target vehicle speed Vtx corresponding to the previous passing point WP of passing point WP1.

[0092] (4) In the above embodiments, in Figure 4 In step S106, the processor 100 determines whether the vehicle 30 has traveled above a predetermined threshold before reaching the transit point WP determined in step S101, while traveling along the predetermined path Lr. In the first embodiment described above, an example of the predetermined threshold being above the threshold is given, but other examples are also conceivable. For example, if the vehicle 30 travels along... Figure 5 In the case of actual driving along route L2, the predetermined judgment limit can also be defined as the time elapsed before the moment in step S101 when it is determined that vehicle 30 has arrived at the transit point WP3. The judgment time can also be a variable value determined based on factors such as vehicle speed Vc and the distance between each transit point WP.

[0093] (5) No such provision was made in the second embodiment described above. Figure 2 The judgment range Awp, as an alternative, such as Figure 6 The example shown has multiple hypothetical thresholds Lwp corresponding to each of the multiple transit points WP, but this is just one example.

[0094] For example, the judgment range Awp and the imaginary threshold line Lwp can both be set corresponding to the passing point WP. In the above case, if the vehicle moves from the opposite direction Dfr to the forward direction Dff of the vehicle's current position, sandwiching the imaginary threshold line Lwp corresponding to one of the multiple passing points WP, and enters the judgment range Awp corresponding to the certain passing point, then... Figure 4 In step S101, it is determined that vehicle 30 has arrived at one of the aforementioned locations along the route.

[0095] (6) In the above embodiments, the physical quantity specified in this disclosure corresponds to the vehicle speed Vc, but this is only one example. In addition to the vehicle speed Vc, the physical quantity specified in this disclosure may also be, for example, the temperature of the battery 34, the room temperature of the vehicle interior regulated by the air conditioner, or the output to the electrical load installed later.

[0096] Furthermore, the temperature regulation system 40 is the object of control when the temperature of battery 34 is automatically controlled to be close to its control target value, and the temperature regulation system 40 is also the object of control when the room temperature inside the vehicle is automatically controlled to be close to its control target value. In addition, the inverter 38 for the subsequent load is the object of control when the output to the subsequently installed electrical load is automatically controlled to be close to its control target value.

[0097] (7) In the above embodiments, in Figure 4 In step S101, the processor 100 determines whether the vehicle 30 has reached one of the multiple transit points WP based on the vehicle's current location obtained from a navigation device or GPS, but this is just one example. For instance, the control device 10 could also determine whether the vehicle 30 has reached one of the multiple transit points WP based on external information obtained from outside the vehicle 30. Such external information could include, for example, image information from surveillance cameras positioned around the transit point WP, or satellite image information obtained from satellite images of the area around the transit point WP.

[0098] (8) In the above embodiments, for example, Figure 2 The planned driving route Lr shown is a highway. Figure 4 The control processing can be performed both when vehicle 30 is traveling on a highway and when vehicle 30 is traveling on a regular road.

[0099] (9) In the above embodiments, Figure 4 The processes shown in the flowchart are implemented by computer programs, but they can also be implemented by hardware.

[0100] (10) Furthermore, this disclosure is not limited to the above-described embodiments and can be implemented in various modifications. In addition, of course, in the above-described embodiments, the elements constituting the embodiments are not necessarily essential, except where they are specifically stated to be necessary or are clearly necessary in principle.

[0101] Furthermore, in the above embodiments, when referring to the number, value, quantity, range, etc., of the constituent elements of the embodiment, the quantity is not limited to that specific number, except where it is specifically stated that it is necessary or where it is explicitly limited to a specific quantity in principle. Additionally, in the above embodiments, when referring to the material, shape, positional relationship, etc., of the constituent elements, the material, shape, positional relationship, etc., are not limited to that material, shape, positional relationship, etc., except where it is specifically stated or where it is limited to a specific material, shape, positional relationship in principle.

[0102] Furthermore, in the above embodiments, when the external environment information (e.g., outside temperature) of the vehicle 30 is obtained from a sensor, the sensor can be discarded and the external environment information can be received from a server or cloud outside the vehicle 30. Alternatively, the sensor can be discarded, and relevant information related to the external environment information can be obtained from a sensor outside the vehicle 30 or from the cloud, and the external environment information can be inferred based on the obtained relevant information.

Claims

1. A vehicle control device that automatically controls a predetermined physical quantity to approximate a control target value by causing a controlled object of a vehicle traveling on a predetermined driving path to actuate, thereby regulating the energy consumption of the vehicle. The vehicle control device includes: The storage unit pre-stores at least one transit point located on the predetermined driving path and the corresponding target value of the transit point. The arrival determination unit determines whether the vehicle has arrived at at least one of the route locations; as well as When the arrival determination unit determines that the vehicle has arrived at at least one of the route locations, the target value determination unit determines the target value corresponding to the route location corresponding to the at least one route location where the vehicle has arrived as the control target value.

2. The vehicle control device as described in claim 1, characterized in that, At least one of the aforementioned points of passage has multiple locations along the predetermined travel route. The storage unit pre-stores multiple transit points and multiple target values ​​corresponding to each transit point. The arrival determination unit determines whether the vehicle has arrived at any of the multiple route locations. If the arrival determination unit determines that the vehicle has arrived at any one of the multiple transit points, the target value determination unit determines the target value corresponding to the transit point where the vehicle has arrived as the control target value.

3. The vehicle control device as described in claim 2, characterized in that, The next index information indicating the expected next destination is maintained in the vehicle control device. Including the update department, If the arrival determination unit determines that the vehicle has arrived at one of the multiple route points, then... (I) The vehicle has already reached a point it passed through before the stated point; (II) When the update condition that the next index information matches the index value corresponding to a certain transit point is met, The updating unit updates the next index information to the index value corresponding to the next transit point of the certain transit point. If the arrival determination unit determines that the vehicle has arrived at a certain transit point, the target value determination unit determines the target value corresponding to the transit point as the control target value, based on the fulfillment of the update condition.

4. The vehicle control device as described in claim 3, characterized in that, When the arrival determination unit determines that the vehicle has arrived at a certain transit point, if the vehicle travels along the predetermined driving path for a continuous period of time exceeding a predetermined determination limit before the certain transit point, regardless of the update conditions, the index update unit updates the next index information to the index value corresponding to the next transit point of the certain transit point, and the target value determination unit determines the target value corresponding to the transit point of the certain transit point as the control target value.

5. The vehicle control device as described in claim 4, characterized in that, If a vehicle traveling along the predetermined driving path continues to travel beyond the predetermined limit before reaching a certain transit point, the arrival determination unit determines that the vehicle has reached the transit point a predetermined number of times in the order of the multiple transit points arranged on the predetermined driving path, and the vehicle continues to travel.

6. The vehicle control device as described in any one of claims 1 to 5, characterized in that, If the vehicle's current position enters a predetermined judgment range including at least one of the route locations, the arrival judgment unit determines that the vehicle has arrived at at least one of the route locations.

7. The vehicle control device as described in claim 2, characterized in that, The next index information indicating the expected next destination is maintained in the vehicle control device. include: When the arrival determination unit determines that the vehicle has arrived at each of the route locations, the first index update unit updates the arrival index information of the route locations to the specified index value corresponding to the route locations. The consistency determination unit, when the arrival determination unit determines that the vehicle has arrived at one of the multiple transit points, determines whether the arrival index information of the transit point is consistent with the next index information; and If the consistency determination unit determines that the two locations are consistent, the second update unit updates the next index information to the index value corresponding to the next transit point of the certain transit point. If the consistency determination unit determines that the values ​​are consistent, the target value determination unit determines the target value corresponding to the certain transit point as the control target value.

8. A program product for use by a vehicle traveling on a predetermined driving path. The program product has computer program commands. The computer program command causes the processor to perform the following processing: Determine whether the vehicle has reached at least one transit point on the predetermined travel route. If it is determined that the vehicle has reached at least one of the route points, the target value corresponding to at least one of the route points is read from a storage unit that pre-stores at least one route point and the target value corresponding to the route point, and the read target value corresponding to the route point is determined as the control target value. The energy consumption of the vehicle is regulated by causing the controlled objects of the vehicle to act so as to automatically control a specified physical quantity to be close to the determined control target value.

9. A control method for a vehicle traveling on a predetermined travel path. Determine whether the vehicle has reached at least one point along the predetermined travel route. If it is determined that the vehicle has reached at least one of the route points, the target value corresponding to at least one of the route points is read from a storage unit that pre-stores at least one route point and the target value corresponding to the route point. The target values ​​corresponding to the locations read along the route are determined as control target values. By causing the controlled objects of the vehicle to move, a specified physical quantity is automatically controlled to be close to the determined control target value, so as to regulate the energy consumption of the vehicle.

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