Notification system

Abstract

This reduces the discomfort experienced by occupants when automatic control systems in vehicles perform actions that were not intended by the occupants. [Solution] In the notification system, the determination unit determines whether or not a predetermined change will be implemented. In the control processing for the target vehicle speed Vct, the predetermined change is that the target vehicle speed Vct is automatically changed by the driving plan PN to a difference of more than or equal to the target vehicle speed difference threshold. In the control processing for the target cabin temperature Trt, the predetermined change is that the target cabin temperature Trt is automatically changed by the driving plan PN to a difference of more than or equal to the target cabin temperature difference threshold. When the determination unit determines that the predetermined change will be implemented, the notification unit notifies the occupants in advance of the implementation of the predetermined change and the reason for the change. This reduces the occupants' discomfort when the predetermined change is implemented, even if the implementation of the predetermined change is a control that the occupants did not intend.

Description

Technical Field

[0001] The present disclosure relates to a notification system for vehicles.

Background Art

[0002] Patent Document 1 discloses an emergency automatic brake device that automatically activates the brakes in an emergency. In that emergency automatic brake device, when an emergency situation occurs where the automatic brake is to be activated, first, this is notified, and then the vehicle brakes are automatically activated.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, technologies for automatically controlling vehicle speed and the like have emerged for the purpose of energy conservation and comfortable vehicle driving. In such automatic control, there may be cases where control is performed without the intention of the occupant, and in such cases, it may give the occupant a sense of discomfort, and ultimately, it may also impair the comfort of the occupant.

[0005] Also, the technology disclosed in Patent Document 1 is a notification function for the purpose of the safety and security of the occupant, and in the technology of that Patent Document 1, reducing the sense of discomfort of the occupant when control is performed without the intention of the occupant is not considered. As a result of the inventors' detailed examination, the above has been found.

[0006] In view of the above points, an object of the present disclosure is to provide a notification system capable of reducing the sense of discomfort of an occupant when control is performed without the intention of the occupant in automatic control in a vehicle.

Means for Solving the Problems

[0007] To achieve the above objectives, the notification system described in this disclosure from one perspective is: A notification system used in a vehicle (30), It comprises a determination unit (12) and a notification unit (13), In the vehicle, the vehicle speed and the temperature at a predetermined location are automatically controlled to approach target values ​​(Vct, Trt), and these target values ​​are automatically changed according to a predetermined plan (PN). The determination unit determines whether a predetermined change is implemented, which is either that the target value is automatically changed by a difference (Dtg) of a predetermined threshold (D1tg) or more according to the above plan, or that the above plan is automatically changed while the vehicle is in motion. If the determination unit determines that a prescribed change will be implemented, the notification unit will notify the crew (80) in advance of the implementation of the prescribed change, informing them of the reason for the change and the content of the change.

[0008] In this way, the crew can be informed in advance by the notification unit that the prescribed change will be implemented and the reason for its implementation, before the change is actually carried out. Therefore, even if the prescribed change is a control that the crew did not intend, it is possible to reduce the crew's discomfort when the change is implemented.

[0009] In addition, each element in the application documents may be given a reference numeral in parentheses. In this case, the reference numeral merely indicates one example of the correspondence between the element and the specific configuration described in the embodiments described later. Therefore, this disclosure is not limited in any way by the inclusion of such reference numerals. [Brief explanation of the drawing]

[0010] [Figure 1] This diagram schematically shows a vehicle to which the notification system of the first embodiment is applied. [Figure 2]In the first embodiment, Figure 1 is a block diagram showing the schematic configuration of the vehicle interior and the schematic configuration of a cloud connected to the vehicle via a wireless network for communication. [Figure 3] In the first embodiment, Figure 1 schematically shows an example of the changes in target vehicle speed, target cabin temperature, target battery temperature, and predicted charge rate of the high-voltage battery in the driving plan determined for the autonomous driving of the vehicle shown in Figure 1. [Figure 4] This flowchart shows the control process for formulating a travel plan, including the planned route of the vehicle, in the first embodiment. [Figure 5] This is a schematic diagram showing the planned route, the roads, and the charging facilities where the vehicle can be charged, in a two-dimensional view. [Figure 6] This is a flowchart showing the control process performed by the notification system in the first embodiment. [Figure 7] This is a functional block diagram showing each functional part of the notification system in the first embodiment. [Figure 8] In the second embodiment, this is a flowchart showing the control process performed by the notification system, and corresponds to Figure 6. [Modes for carrying out the invention]

[0011] The embodiments will be described below with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings.

[0012] (First Embodiment) As shown in Figures 1 and 2, the notification system 10 of this embodiment is a vehicle notification system applied to a vehicle 30, for example, an electric vehicle. The electric vehicle 30 of this embodiment is also called a BEV, and does not have an engine, but is equipped with a high-voltage battery 34, which is a secondary battery, and runs on the electricity obtained from the high-voltage battery 34. BEV is an abbreviation for "Battery Electric Vehicle".

[0013] For example, the notification system 10 of this embodiment provides a predetermined notification to the passenger compartment 30a of the vehicle 30 in order to reduce discomfort for the passenger 80 during the automated driving of the vehicle 30. In short, the notification system 10 provides a predetermined notification to the passenger 80, such as the driver.

[0014] The notification system 10 comprises a vehicle-side computer 32, a vehicle-side communication device 33, a manager 51, a cloud-side computer 52, and a cloud-side communication device 53 as its hardware configuration. The vehicle-side computer 32 and the vehicle-side communication device 33 are connected to each other for information communication and are installed in the vehicle 30, respectively. The manager 51 is connected to the cloud-side computer 52 and the cloud-side communication device 53 for information communication, and the manager 51, the cloud-side computer 52, and the cloud-side communication device 53 are installed in the cloud 50, respectively.

[0015] The vehicle-side communication device 33 is a communication device that enables information communication between multiple devices connected to the vehicle-side communication device 33 via wired or wireless connections. Similarly, the cloud-side communication device 53 is a communication device that enables information communication between multiple devices connected to the cloud-side communication device 53 via wired or wireless connections. The vehicle-side communication device 33 and the cloud-side communication device 53 are wirelessly connected to each other and exchange information between each device in the vehicle 30 and the manager 51 in the cloud 50. Specifically, the vehicle-side communication device 33 and the cloud-side communication device 53 are wirelessly connected via a wireless network NW. The wireless network NW is composed of, for example, a 4G or 5G wireless communication line and the internet.

[0016] The vehicle-side computer 32, the manager 51, and the cloud-side computer 52 each have a configuration as a microcomputer including a CPU, a RAM, a ROM, and a non-volatile rewritable memory, etc., not shown in the figure. And the vehicle-side computer 32, the manager 51, and the cloud-side computer 52 each read and execute a computer program stored in a ROM or a non-volatile rewritable memory which is a non-transitory tangible recording medium. By executing this computer program, a method corresponding to the computer program is executed. That is, the vehicle-side computer 32, the manager 51, and the cloud-side computer 52 each execute various control processes according to the computer program.

[0017] Also, the vehicle-side computer 32, the manager 51, and the cloud-side computer 52 can each independently execute control processes. At the same time, since the vehicle-side computer 32, the manager 51, and the cloud-side computer 52 can communicate with each other, it is also possible for them to cooperate with each other and execute one control process like a single computer.

[0018] As shown in FIG. 2, in addition to the vehicle-side computer 32 and the vehicle-side communicator 33 described above, the vehicle 30 of this embodiment includes a high-voltage battery 34, a motor 35, a power inverter 36, refrigeration cycle equipment 37, an electric compressor 38, water circuit equipment 39, and an electric heater 40. Further, the vehicle 30 includes a retrofit load inverter 42, a compensator DCDC converter 43, a charger 44, and an HMI unit 45.

[0019] The high-voltage battery 34 is a rechargeable secondary battery, and is composed of, for example, 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 in-vehicle electrical devices such as the power inverter 36 provided in the vehicle 30.

[0020] Motor 35 is a drive motor that rotates the drive wheels of the vehicle 30. Motor 35 rotates the drive wheels and moves the vehicle 30 by receiving power from the power inverter 36. The power inverter 36 converts the DC current from the high-voltage battery 34 into AC current and supplies it to the motor 35, thereby rotating the motor 35.

[0021] The refrigeration cycle equipment 37 includes multiple heat exchangers, an expansion valve, and a flow path switching valve. The refrigeration cycle circuit through which the refrigerant circulates is composed of the refrigeration cycle equipment 37 and the electric compressor 38. In this refrigeration cycle circuit, a vapor compression type refrigeration cycle is executed as the refrigerant circulates. The execution of this refrigeration cycle controls the temperature of the high-voltage battery 34, the motor 35, and the power inverter 36, as well as providing air conditioning in the vehicle compartment 30a.

[0022] The electric compressor 38 operates by power supplied from the high-voltage battery 34. With this power supply, the electric compressor 38 draws in refrigerant from the refrigeration cycle circuit, compresses the drawn-in refrigerant, and then discharges it. In other words, in the refrigeration cycle circuit, the refrigerant circulates as the electric compressor 38 operates, and as the refrigerant circulates, heat is transferred from one heat exchanger to another among the multiple heat exchangers.

[0023] The water circuit equipment 39 includes a pump and a heat exchanger that constitute a water circuit through which a liquid medium such as cooling water circulates. For example, the liquid medium 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 works in cooperation with the refrigeration cycle circuit to control the temperature of each temperature-controlled device to which the water circuit is connected, and to provide air conditioning in the vehicle compartment 30a. Examples of temperature-controlled devices include a high-voltage battery 34, a motor 35, and a power inverter 36.

[0024] The electric heater 40 is located, for example, inside the vehicle's interior air conditioning unit and generates heat through 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 using the heat generated by the electric heater 40.

[0025] As described above, the refrigeration cycle equipment 37, electric compressor 38, water circuit equipment 39, and electric heater 40 as a whole perform air conditioning in the passenger compartment 30a, temperature control of the high-voltage battery 34, and temperature control of the motor 35 and power inverter 36. Therefore, these refrigeration cycle equipment 37, electric compressor 38, water circuit equipment 39, and electric heater 40 can be said to constitute a temperature control system 46 that performs various temperature adjustments in the vehicle 30.

[0026] The aftermarket load inverter 42 is an inverter for supplying power to an electrical load that can be retrofitted to the vehicle 30, i.e., an aftermarket electrical load. The aftermarket load inverter 42 converts the voltage of the high-voltage battery 34 to a level suitable for the aftermarket electrical load, and then supplies power from the high-voltage battery 34 to the aftermarket electrical load. Examples of aftermarket electrical loads include household appliances such as portable coolers and warmers that are connected to an AC100V outlet provided in the vehicle 30.

[0027] The auxiliary DC-DC converter 43 converts the high-voltage power from the high-voltage battery 34 into low-voltage power, which is a predetermined low voltage such as DC12V or DC48V. The auxiliary DC-DC converter 43 then supplies this converted low-voltage power to several general electrical loads, which are auxiliary equipment, of the vehicle 30.

[0028] The charger 44 includes a charging socket into which a charging plug for supplying power to the vehicle 30 from outside the vehicle 30 is inserted, and an electrical circuit for controlling that power supply. The charger 44 then supplies the power supplied from outside the vehicle 30 to the high-voltage battery 34 after adjusting the voltage. This charges the high-voltage battery 34.

[0029] The high-voltage battery 34, motor 35, power inverter 36, refrigeration cycle equipment 37, electric compressor 38, water circuit equipment 39, and electric heater 40 are each electrically connected to the vehicle-side computer 32 as controlled devices. In addition, the aftermarket load inverter 42, auxiliary DC-DC converter 43, and charger 44 are also electrically connected to the vehicle-side computer 32 as controlled devices. The vehicle-side computer 32 outputs control signals to these controlled devices, indicating the final command value while preventing the vehicle 30 from running out of power.

[0030] The HMI unit 45 has an input function that accepts various inputs from the occupant 80 as a user, and an output function that provides various information to the occupant 80. For example, the HMI unit 45 is configured to include a touch panel display that has a display function as its output function and an input function, and is installed on the instrument panel in the passenger compartment 30a.

[0031] Input information from the occupant 80 to the HMI unit 45 includes, for example, the destination in the driving plan PN (see Figures 3 and 5) devised by the cloud-side computing unit 52 (described later), and the occupant 80's preferences related to that driving plan PN. These preferences of the occupant 80 include, for example, the desired value for the remaining energy of the high-voltage battery 34 when the vehicle 30 arrives at the destination, or the desired value for the level of that remaining energy, indicated as low, medium, or high. Output information from the HMI unit 45 to the occupant 80 includes, for example, information indicating the recommended driving route in the above-mentioned driving plan PN. Furthermore, this output information may include, for example, the location of the charging facilities CG (see Figure 5) available in the above-mentioned driving plan PN, and the sequence of the target vehicle speed Vct for the vehicle 30 in that driving plan PN.

[0032] Furthermore, information is exchanged between the vehicle 30 and the cloud 50 that is not provided to the occupant 80 but is provided to the vehicle-side computer 32. Examples of the information provided to the vehicle-side computer 32 include the target temperature when controlling the temperature of the high-voltage battery 34 in preparation for charging the high-voltage battery 34. The remaining energy of the high-voltage battery 34 is sometimes simply referred to as the charge amount or remaining charge of the high-voltage battery 34. The charging equipment CG described above can also be called a charging facility, and the charging equipment CG can charge the high-voltage battery 34 from the charger 44 in Figure 2.

[0033] The manager 51 of the cloud 50 plays the role of aggregating the information exchanged between the vehicle 30, the API service 54 provided in the cloud 50, and the cloud-side computing machine 52. API stands for "Application Programming Interface."

[0034] The cloud-side computer 52 receives various information via the manager 51 and calculates, for example, the travel plan PN shown in Figure 3, which concerns the energy of the vehicle 30 traveling to its destination in accordance with the purpose of the occupant 80. In short, the cloud-side computer 52 plans and determines the travel plan PN. At this time, if information about the vehicle 30 is required for the planning of the travel plan PN, that information is transmitted from the vehicle 30 to the cloud 50 as appropriate. This information about the vehicle 30 can include, for example, the current remaining energy of the high-voltage battery 34, the temperature of the high-voltage battery 34, and various other information indicating the current location of the vehicle 30.

[0035] For example, the current position of vehicle 30 can be obtained from a navigation device or GPS installed in vehicle 30. GPS stands for "Global Positioning System". In Figure 3, the horizontal axis represents the position of vehicle 30 on the planned route Lr, and the vertical axis represents the target vehicle speed Vct, target cabin temperature Trt, target battery temperature Tbt, and predicted charge rate Spr of the high-voltage battery 34.

[0036] The driving plan PN, formulated and completed by the cloud-side computer 52, is transmitted to the vehicle-side computer 32 via the manager 51, the cloud-side communication device 53, the wireless network NW, and the vehicle-side communication device 33. If the calculation functions related to the driving plan PN are divided among multiple computers, the manager 51 also has the function of integrating and controlling those multiple computers. Furthermore, the driving plan PN corresponds to the plan in this disclosure.

[0037] Specifically, the cloud-side computing unit 52 formulates a driving plan PN for the vehicle 30 according to the flowchart in Figure 4. The control process shown in this flowchart in Figure 4 is initiated, for example, by a manual operation by the occupant 80 to the HMI unit 45. The driving plan PN is a plan of vehicle movement that is determined prior to the actual movement of the vehicle 30.

[0038] As shown in Figures 3 and 5, the driving plan PN includes information on the recommended driving route Lr and the charging facilities CGa that should be visited along the planned driving route Lr. In addition, the driving plan PN also includes multiple pieces of information, such as the changes in the target temperature of each in-vehicle device. Specifically, in this embodiment, the driving plan PN includes information on the planned driving route Lr and the charging facilities CG, as well as the changes in the target vehicle speed Vct, target cabin temperature Trt, target battery temperature Tbt, and predicted charge rate Spr from the starting point Xst to the ending point Xed of the planned driving route Lr.

[0039] The target vehicle speed Vct is the target value of the vehicle speed, the target cabin temperature Trt is the target value of the temperature inside the cabin 30a adjusted by the air conditioning inside the cabin 30a, and the target battery temperature Tbt is the target value of the battery temperature, which is the temperature of the high-voltage battery 34. Furthermore, the predicted charge rate Spr is the predicted value of the charge rate of the high-voltage battery 34 predicted by calculations performed by the cloud-side computing unit 52. This charge rate of the high-voltage battery 34 is also called SoC, which stands for "State of Charge".

[0040] First, in step S101 of Figure 4, the cloud-side computing unit 52 receives an information input operation from the occupant 80 to the HMI unit 45. This information input operation refers to the occupant 80 inputting information to the HMI unit 45 that will be referenced for formulating the driving plan PN. For example, as part of this information input operation, the occupant 80 inputs the destination in the driving plan PN to the HMI unit 45. In addition, the occupant 80 can also input a desired value for the remaining energy level of the high-voltage battery 34 when the vehicle 30 arrives at the destination, whether or not toll roads will be used in the driving plan PN, and preference information indicating the occupant 80's preferences.

[0041] The input preference information includes, for example, the strength of the air conditioning in the passenger compartment 30a, and whether to prioritize time or energy efficiency. Possible input methods for the HMI unit 45 include operating switches or retractable bars displayed on a touch panel display. The input information received by the HMI unit 45 is sent to the cloud-side computer 52 via the vehicle-side and cloud-side communication devices 33 and 53 and the wireless network NW. Following step S101 in Figure 4, the process proceeds to step S102.

[0042] In step S102, the cloud-side computing unit 52 acquires basic driving plan information, which is necessary information for determining the planned driving route Lr in the above-mentioned driving plan PN, and the sequences of the target vehicle speed Vct, target cabin temperature Trt, and target battery temperature Tbt during driving. Examples of this basic driving plan information include input information including the destination entered in step S101, external information including temperature and traffic congestion information, and vehicle information indicating the status of the vehicle 30, such as the current charge rate of the high-voltage battery 34.

[0043] In step S102, external information is obtained, for example, from an existing API service 54. Figure 5 shows the planned route Lr, as well as the starting point Xst and ending point Xed of the planned route Lr, the road RD, and the charging equipment CG where the vehicle 30 can be charged. After step S102 in Figure 4, the process proceeds to step S103.

[0044] In step S103, the cloud-side computer 52 devises and determines the vehicle 30's travel plan PN based on the travel plan basic information acquired in step S102. The cloud-side computer 52 determines the travel plan PN using, for example, a known optimization algorithm. For example, multiple candidates for the planned travel route Lr are provided by the existing API service 54, and the cloud-side computer 52 selects one of these candidates for the planned travel route Lr and determines it as the planned travel route Lr for the travel plan PN. For example, the starting point Xst of the planned travel route Lr is the vehicle 30's current position, and the ending point Xed of the planned travel route Lr is the destination entered by the occupant 80.

[0045] Furthermore, as a component of the driving plan PN, the cloud-side computer 52 determines the via-charging equipment CGa to be used along the planned driving route Lr, and the amount of charging power to be charged by that via-charging equipment CGa. At the same time, the cloud-side computer 52 also determines the target vehicle speed Vct and the sequence of target temperatures Trt and Tbt for each section of the planned driving route Lr. For the various parameters determined as components of this driving plan PN, for example, an evaluation function is defined in which the value increases with higher evaluation, and the various parameters are determined so as to maximize this value.

[0046] Furthermore, the cloud-side computing unit 52 determines the driving plan PN so that the charge level of the high-voltage battery 34 is maintained at or above a predetermined lower limit tolerance value Ls (see Figure 3) while the vehicle is traveling according to the driving plan PN. To this end, as shown in Figure 3, the cloud-side computing unit 52 calculates the change in the predicted charge level Spr from the starting point Xst to the ending point Xed of the planned driving route Lr. Then, the cloud-side computing unit 52 determines the driving plan PN so that the predicted charge level Spr is maintained at or above the lower limit tolerance value Ls between the starting point Xst and the ending point Xed of the planned driving route Lr.

[0047] For example, the predicted charge rate Spr is calculated based on the following: the energy consumption, which is the distance that the vehicle 30 can travel per unit amount of energy consumed; the planned route Lr; and the target cabin temperature Trt. The lower limit tolerance Ls may be a constant determined experimentally in advance to prevent the vehicle 30 from running out of power, or it may be a variable value that changes based on the preference information of the occupant 80 obtained in step S102 of Figure 4. After step S103 in Figure 4, the process proceeds to step S104.

[0048] In step S104, the cloud-side computing unit 52 sends the driving plan PN, which was determined in step S103 as shown in Figures 3 and 5, to the manager 51, and the manager 51 transmits the driving plan PN to the vehicle 30 via the wireless network NW. This driving plan PN includes, as described above, the planned driving route Lr, the location Xcga of the charging facility CGa and the amount of power to be charged at the charging facility CGa, and the sequence of target vehicle speed Vct, target temperature Trt, Tbt, and predicted charge rate Spr for each section of the planned driving route Lr. Following step S104 in Figure 4, the process proceeds to step S105.

[0049] In step S105, the manager 51 executes control according to the driving plan PN. For example, in this control according to the driving plan PN, the manager 51 waits for a predetermined manual operation to be input by the occupant 80 and then starts the automated driving of the vehicle 30 according to the driving plan PN. The automated driving started in step S105 is, for example, Level 3 to 5 automated driving, in which the vehicle speed and steering operation are automatically controlled according to the driving plan PN.

[0050] For example, when the vehicle 30 starts autonomous driving, the vehicle-side computer 32 controls the motor 35 and the power inverter 36 so that the vehicle speed approaches the target vehicle speed Vct of the driving plan PN. In other words, the vehicle-side computer 32 controls the motor 35 and the power inverter 36 so that the vehicle speed approaches the target vehicle speed Vct of the driving plan PN. The vehicle-side computer 32 then controls the temperature control device 46 so that the temperature inside the passenger compartment 30a approaches the target passenger compartment temperature Trt of the driving plan PN and the battery temperature approaches the target battery temperature Tbt of the driving plan PN. In other words, the vehicle-side computer 32 controls the temperature control device 46 so that the temperature inside the passenger compartment 30a approaches the target passenger compartment temperature Trt of the driving plan PN and the battery temperature approaches the target battery temperature Tbt of the driving plan PN.

[0051] Thus, during autonomous driving, the vehicle speed, the temperature inside the passenger compartment 30a, and the battery temperature are automatically controlled in the vehicle 30. Furthermore, as shown in Figure 3, the target vehicle speed Vct, the target passenger compartment temperature Trt, and the target battery temperature Tbt are automatically changed according to the driving plan PN. In this embodiment, the passenger compartment 30a corresponds to a predetermined location in this disclosure, and the temperature inside the passenger compartment 30a corresponds to the temperature at that predetermined location in this disclosure.

[0052] The notification system 10 of this embodiment is equipped with a determination unit 12 and a notification unit 13 as a functional configuration, as shown in Figure 7, in order to execute the control processing shown in the flowchart of Figure 6. In this embodiment, these determination unit 12 and notification unit 13 are included in the manager 51 of the cloud 50 within the notification system 10.

[0053] The control process shown in Figure 6 is executed for both the target vehicle speed Vct and the target cabin temperature Trt in the driving plan PN. That is, the control process shown in Figure 6 for the target vehicle speed Vct and the control process shown in Figure 6 for the target cabin temperature Trt are executed in parallel. The control process shown in Figure 6 for the target vehicle speed Vct and the control process shown in Figure 6 for the target cabin temperature Trt are almost identical except for the fact that the control process deals with either the target vehicle speed Vct or the target cabin temperature Trt.

[0054] First, the control process shown in Figure 6 for the target vehicle speed Vct will be explained. This control process for the target vehicle speed Vct is executed after the start of automated driving of the vehicle 30 according to the driving plan PN, when the target vehicle speed Vct is changed according to the driving plan PN. For example, the notification system 10 can recognize in advance the timing of the change in the target vehicle speed Vct based on the vehicle 30's current position, driving state, and driving plan PN, before the change actually occurs. Therefore, the notification system 10 can start the control process shown in Figure 6 for the target vehicle speed Vct at any timing before the target vehicle speed Vct is changed.

[0055] When the control process shown in Figure 6 for the target vehicle speed Vct is initiated, first, in step S201, the determination unit 12 recognizes whether or not there has been a change in the target value, which is used for automatic control during the implementation of the driving plan PN and is specifically the target vehicle speed Vct. This recognition of whether or not there has been a change in the target value is performed, for example, based on the current position of the vehicle 30, the driving state, and the driving plan PN. If there has been a change in the target value, the determination unit 12 recognizes the current target value, which is the target value before the change, and the target value after the change. Specifically, the target value before the change is the target vehicle speed Vct before the change, and the target value after the change is the target vehicle speed Vct after the change.

[0056] To confirm, step S201 is completed in such a way that the notification in step S204, described later, can be carried out with sufficient time before the target value (specifically, the target vehicle speed Vct) is changed according to the driving plan PN. In this embodiment, the changed target value may be referred to as the changed target value, and the target value before the change may be referred to as the pre-change target value. After step S201 in Figure 6, the process proceeds to step S202.

[0057] In step S202, the determination unit 12 calculates the target value change difference Dtg, which is the difference between the target value before the change and the target value after the change. Specifically, it calculates the difference between the target vehicle speed Vct before the change and the target vehicle speed Vct after the change. This target value change difference Dtg is illustrated in Figure 3 and is calculated as an absolute value. After step S202 in Figure 6, the process proceeds to step S203.

[0058] In step S203, the determination unit 12 determines whether the target value change difference Dtg is greater than or equal to a predetermined threshold D1tg. Specifically, the determination unit 12 determines whether the target vehicle speed difference, which is the difference between the target vehicle speed Vct before the change and the target vehicle speed Vct after the change, is greater than or equal to a predetermined target vehicle speed difference threshold that corresponds to the threshold D1tg set for that target vehicle speed difference. In other words, the determination unit 12 determines whether the target value (specifically, the target vehicle speed Vct) is automatically changed by the driving plan PN with a difference Dtg greater than or equal to the threshold D1tg (specifically, the target vehicle speed difference threshold). Since the target vehicle speed difference threshold corresponds to the threshold D1tg, it can also be said that the target vehicle speed difference threshold is a determination value set as the threshold D1tg for the target vehicle speed Vct. The threshold D1tg is experimentally set in advance to the lower limit of the target value change difference Dtg that would cause discomfort to the occupant 80.

[0059] Here, the fact that the target value is automatically changed by the driving plan PN with a difference Dtg equal to or greater than the threshold D1tg, and specifically in this control process, that the target vehicle speed Vct is automatically changed by the driving plan PN with a difference equal to or greater than the target vehicle speed difference threshold, corresponds to the predetermined change in this disclosure. Therefore, it can be said that in step S203, the determination unit 12 determines whether or not the predetermined change is implemented.

[0060] In step S203, if it is determined that the target value change difference Dtg is greater than or equal to the threshold D1tg, specifically if it is determined that the difference in target vehicle speed before and after the change is greater than or equal to the target vehicle speed difference threshold, the process proceeds to step S204. On the other hand, if it is determined that the target value change difference Dtg is less than the threshold D1tg, specifically if it is determined that the difference in target vehicle speed before and after the change is less than the target vehicle speed difference threshold, the process proceeds to step S205.

[0061] In step S204, the notification unit 13 notifies the occupant 80 in advance of the reason for the change in the target value and the content of the change, before the target value is changed by a difference Dtg greater than or equal to the threshold D1tg. Specifically, the notification unit 13 notifies the occupant 80 in advance of the reason for the change in the target vehicle speed Vct and the content of the change, before the target vehicle speed Vct is changed by a difference greater than or equal to the target vehicle speed difference threshold.

[0062] For example, the reasons for the above-mentioned change that will be reported may include a change in the speed limit of the road RD on which the vehicle 30 is traveling, or the need to maintain the charge level of the high-voltage battery 34 above a predetermined level. Furthermore, the content of the above-mentioned change that will be reported may include an increase in the target value to be changed, or a decrease in the target value. In this case, when reporting the content of the change, it will be specified which physical quantity the target value to be changed is. That is, it will be specified whether the target value to be changed is the target vehicle speed Vct or the target cabin temperature Trt. Specifically, if the target value to be changed is the target vehicle speed Vct, then it will be reported that the target vehicle speed Vct will be increased, or that the target vehicle speed Vct will be decreased, etc., as the content of the above-mentioned change.

[0063] Furthermore, the notification performed in step S204 is said to use at least one of sound and / or a display. The notification unit 13 then performs the notification in step S204 to the occupant 80 by activating the notification device 451 shown in Figure 1, which is included in the HMI unit 45 installed in the vehicle 30.

[0064] For example, if the notification in step S204 is an audible notification (more specifically, a voice notification), the notification device 451 is a speaker, and the reason for the change in the target value and the content of the change are communicated to the crew 80 by voice from the speaker, which is the notification device 451. Alternatively, if the notification in step S204 is a display notification, the notification device 451 is a display device such as a display, and the reason for the change and the content of the change are communicated to the crew 80 by a display such as the display, which is the notification device 451.

[0065] Furthermore, the notification unit 13 completes the notification in step S204 before a predetermined grace period is set for the change of the target value (specifically, the change of the target vehicle speed Vct) in step S205, described later. This predetermined grace period is to avoid the occupant 80 feeling a sudden sense of unease when the target vehicle speed Vct is changed in step S205, described later. It is, for example, a few seconds to a dozen seconds, and does not need to be precisely defined; it can have a certain range. The notification unit 13 can recognize in advance the timing of the change of the target vehicle speed Vct based on the vehicle 30's current position, driving state, and driving plan PN, and thus can secure the above grace period. After step S204 in Figure 6, the system proceeds to step S205.

[0066] In step S205, the manager 51 specifically changes the target value, which is the target vehicle speed Vct, according to the driving plan PN. Here, as described above, the vehicle speed is controlled by the vehicle-side computer 32 to approach the target vehicle speed Vct. Therefore, the vehicle speed changes to follow this change in the target vehicle speed Vct.

[0067] As explained above, in the control process shown in Figure 6 for the target vehicle speed Vct, when the target vehicle speed Vct is changed according to the driving plan PN, notification to the occupant 80 is given according to the result of the determination in step S203. That is, if the difference between the target vehicle speed Vct before the change and the target vehicle speed Vct after the change is greater than or equal to the target vehicle speed difference threshold, notification in step S204 is given in advance, and after that notification, the target vehicle speed Vct is changed according to the driving plan PN. On the other hand, if the difference between the target vehicle speed Vct before the change and the target vehicle speed Vct after the change is less than the target vehicle speed difference threshold, notification in step S204 is not given, and the target vehicle speed Vct is changed according to the driving plan PN.

[0068] Next, the control process shown in Figure 6 for the target vehicle interior temperature Trt will be explained. As described above, the control process shown in Figure 6 for the target vehicle interior temperature Trt is essentially the same as the control process shown in Figure 6 for the target vehicle speed Vct, except that the target value handled in the control process is changed from the target vehicle speed Vct to the target vehicle interior temperature Trt.

[0069] Therefore, in the control process shown in Figure 6 for the target interior temperature Trt, in step S201, the determination unit 12 recognizes the target interior temperature Trt before the change and the target interior temperature Trt after the change. In step S202, the determination unit 12 calculates the target interior temperature difference, which is the difference between the target interior temperature Trt before the change and the target interior temperature Trt after the change. In step S203, the determination unit 12 determines whether the calculated target interior temperature difference is greater than or equal to a predetermined target interior temperature difference threshold that corresponds to the threshold D1tg set for that target interior temperature difference. Since the target interior temperature difference threshold corresponds to the threshold D1tg, in other words, the target interior temperature difference threshold can be said to be a determination value set as the threshold D1tg for the target interior temperature Trt.

[0070] If the result of this determination is that the target interior temperature difference is equal to or greater than the target interior temperature difference threshold, in step S204, the notification unit 13 notifies the occupant 80 of the reason for the change in the target interior temperature Trt and the content of the change. At this time, for example, the content of the change notified in step S204 may be that the target interior temperature Trt is raised or lowered. The reason for changing the target interior temperature Trt, which is notified along with the content of the change, is expected to be to maintain the charge level of the high-voltage battery 34 above a predetermined level. After the notification in step S204, this control process proceeds to step S205.

[0071] On the other hand, if the target cabin temperature difference is less than the target cabin temperature difference threshold, this control process proceeds from step S203 to step S205 without going through step S204. Then, in step S205, the manager 51 changes the target cabin temperature Trt according to the travel plan PN. As a result, the temperature inside the cabin 30a changes to follow the change in the target cabin temperature Trt.

[0072] Based on the above, in the control process shown in Figure 6 for the target vehicle interior temperature Trt, the automatic change of the target vehicle interior temperature Trt by the driving plan PN, which is greater than or equal to the target vehicle interior temperature difference threshold, corresponds to the predetermined change described in this disclosure. Then, in step S203, the determination unit 12 determines whether or not the predetermined change is implemented.

[0073] Next, the effects and benefits of this embodiment will be described.

[0074] As described above, according to this embodiment, the determination unit 12 determines whether or not a predetermined change is to be implemented. In the control process of Figure 6 for the target vehicle speed Vct, the predetermined change is that the target vehicle speed Vct is automatically changed by the driving plan PN to a difference greater than or equal to the target vehicle speed difference threshold. In the control process of Figure 6 for the target cabin temperature Trt, the predetermined change is that the target cabin temperature Trt is automatically changed by the driving plan PN to a difference greater than or equal to the target cabin temperature difference threshold. When the determination unit 12 determines that the predetermined change will be implemented, the notification unit 13 notifies the occupant 80 in advance of the implementation of the predetermined change, including the reason for the change and the content of the predetermined change.

[0075] As a result, the crew member 80 can recognize in advance, through notification from the notification unit 13, that the predetermined change will be implemented and the reason for its implementation, before the change is actually performed. Therefore, even if the predetermined change is a control that the crew member 80 did not intend, it is possible to reduce the crew member 80's discomfort when the change is implemented. Furthermore, since the reason for the predetermined change is recognized to the crew member 80 in advance, it is possible to reduce the crew member 80's discomfort when the change is implemented more effectively than with simple prior notification such as a buzzer sound or flashing of a mark.

[0076] (1) Furthermore, according to this embodiment, the vehicle 30 to which the notification system 10 is applied is, for example, an electric vehicle, and as shown in Figure 3, the driving plan PN is set in advance so that the vehicle 30 can be driven while the charge level of the high-voltage battery 34 is maintained at or above a predetermined lower limit allowable value Ls. Therefore, the driving plan PN can be executed while preventing the vehicle 30 from running out of power.

[0077] (2) Furthermore, according to this embodiment, in step S204 of Figure 6, the notification unit 13 notifies the occupant 80 by at least one of sound and / or display. Therefore, the content of the notification in step S204 can be immediately recognized by the occupant 80.

[0078] (3) Furthermore, according to this embodiment, in the control process shown in Figure 6 for the target vehicle speed Vct, it is determined whether or not a predetermined change is to be made, and the predetermined change is that the target vehicle speed Vct is automatically changed by the driving plan PN with a difference greater than or equal to the target vehicle speed difference threshold. Therefore, the occupant 80 can recognize in advance that the target vehicle speed Vct will be changed and the reason for the change by notification from the notification unit 13 before the target vehicle speed Vct is changed in accordance with the driving plan PN. Thus, even if the change in vehicle speed following the change in target vehicle speed Vct is a vehicle speed control that the occupant 80 did not intend, it is possible to reduce the discomfort the occupant 80 feels when the vehicle speed changes in accordance with the change in target vehicle speed Vct.

[0079] (4) Furthermore, according to this embodiment, in the control process shown in Figure 6 for the target cabin temperature Trt, it is determined whether or not a predetermined change is to be implemented, and the predetermined change is that the target cabin temperature Trt is automatically changed by the driving plan PN with a difference greater than or equal to the target cabin temperature difference threshold. Therefore, before the target cabin temperature Trt is changed in accordance with the driving plan PN, the occupant 80 can recognize in advance that the target cabin temperature Trt will be changed and the reason for the change through notification from the notification unit 13. Accordingly, even if the change in temperature inside the cabin 30a that follows the change in the target cabin temperature Trt is an air conditioning control that the occupant 80 did not intend, it is possible to reduce the discomfort the occupant 80 feels when the temperature inside the cabin 30a changes in accordance with the change in the target cabin temperature Trt.

[0080] (5) Furthermore, according to this embodiment, the temperature inside the passenger compartment 30a corresponds to the temperature of a predetermined location in this disclosure. That is, the predetermined location is a part of the vehicle 30 where the temperature change of that predetermined location is transmitted to the occupant 80. As described above, the control process in Figure 6 is performed on the target passenger compartment temperature Trt, which is the target value of the temperature inside the passenger compartment 30a. Therefore, if an automatic temperature change may cause discomfort to the occupant 80, notification in step S204 of Figure 6 can be appropriately performed.

[0081] Furthermore, according to this embodiment, in the control processing shown in Figure 6 for either the target vehicle speed Vct or the target cabin temperature Trt, the notification in step S204 is completed a predetermined grace period before the change in the target vehicle speed Vct or target cabin temperature Trt is implemented in step S205. Therefore, it is possible to reduce the possibility that the occupant 80 may perceive the change in the target vehicle speed Vct or target cabin temperature Trt as occurring abruptly after the notification in step S204.

[0082] (Second Embodiment) Next, a 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 the above embodiment will be omitted or simplified in their description. The same applies to the descriptions of the embodiments described later.

[0083] In this embodiment, the control process shown in Figure 8 is executed instead of the control process shown in Figure 6. For example, in this embodiment, the notification system 10 starts the control process shown in Figure 8 when the automatic driving of the vehicle 30 according to the driving plan PN begins.

[0084] The control process shown in Figure 4 is executed in the same manner as in the first embodiment, and the driving plan PN is determined by the control process shown in Figure 4. In this embodiment as well, the notification system 10 is functionally configured to include a determination unit 12 and a notification unit 13, as shown in Figure 7. These determination unit 12 and notification unit 13 are included in the manager 51 of the cloud 50 within the notification system 10.

[0085] When the control process shown in Figure 8 is started, first, in step S301, the determination unit 12 obtains the current state of the vehicle 30 estimated according to the travel plan PN, i.e., the estimated vehicle state, and the actual state of the vehicle 30 at the present time, i.e., the actual vehicle state, and compares the estimated vehicle state with the actual vehicle state.

[0086] The estimated vehicle status includes, for example, the current predicted charge rate Spr of the high-voltage battery 34 estimated from the driving plan PN, the estimated vehicle speed, and the estimated position of the vehicle 30 on the planned driving route Lr. The actual vehicle status includes, for example, the actual charge rate of the high-voltage battery 34 at the present time, the vehicle speed, and the current position of the vehicle 30, and the actual vehicle status is obtained from the vehicle 30's sensors and navigation system.

[0087] As an example of the method for comparing the estimated vehicle state with the actual vehicle state described above, for each item, such as the current position of the vehicle 30 or the charge rate of the high-voltage battery 34, an evaluation score is assigned, with the score increasing as the difference between the estimated vehicle state and the actual vehicle state increases. Then, a total evaluation score is calculated by summing the evaluation scores for each item, and the larger the total evaluation score, the greater the perceived difference between the estimated vehicle state and the actual vehicle state. For example, the lower the actual charge rate of the high-voltage battery 34 is compared to the predicted charge rate Spr of the high-voltage battery 34, the higher the evaluation score will be. Also, the further the actual current position of the vehicle 30 is from the estimated position of the vehicle 30 on the planned route Lr, the higher the evaluation score will be. After step S301 in Figure 8, the process proceeds to step S302.

[0088] In step S302, the determination unit 12 determines whether the difference between the estimated vehicle state and the actual vehicle state, i.e., the difference in vehicle state, exceeds a predetermined allowable limit LM. This allowable limit LM is experimentally set in advance so that it can be determined whether or not it is better to redefine the driving plan PN. In short, in step S302, the determination unit 12 determines whether or not it is necessary to update the driving plan PN by comparing the current driving plan PN with the actual vehicle state.

[0089] Specifically, if the total evaluation score calculated in step S301 exceeds the judgment value corresponding to the allowable limit LM, the judgment unit 12 determines that the vehicle state deviation exceeds the allowable limit LM. For example, if vehicle 30 is traveling beyond a certain limit and deviating from the planned route Lr of the travel plan PN, the total evaluation score will exceed the judgment value corresponding to the allowable limit LM, and the judgment unit 12 determines that the vehicle state deviation exceeds the allowable limit LM. Also, if the charge rate of the high-voltage battery 34 included in the actual vehicle state is smaller than the predicted charge rate Spr included in the estimated vehicle state, and it is predicted that vehicle 30 will not be able to reach the via charging facility CGa, the judgment unit 12 also determines that the vehicle state deviation exceeds the allowable limit LM.

[0090] If, in step S302, it is determined that the difference in vehicle condition does not exceed the allowable limit LM and is within the allowable limit LM, the process proceeds to step S303. On the other hand, if it is determined that the difference in vehicle condition exceeds the allowable limit LM, the process proceeds to step S304.

[0091] If the determination unit 12 determines that the vehicle state deviation exceeds the allowable limit LM, the driving plan PN will be automatically changed during the vehicle 30's journey in step S305, as described later. Conversely, if the determination unit 12 determines that the vehicle state deviation is within the allowable limit LM, the driving plan PN will remain unchanged. Therefore, in step S302, the determination unit 12 can be said to determine whether or not the driving plan PN will be automatically changed during the vehicle 30's journey based on a comparison between the current driving plan PN and the actual vehicle state.

[0092] In this embodiment, the automatic modification of the driving plan PN during the vehicle 30's journey corresponds to the predetermined modification described in this disclosure. Therefore, it can be said that the determination unit 12 determines in step S302 whether or not the predetermined modification is implemented.

[0093] In step S303, manager 51 does not update the current travel plan PN. That is, manager 51 maintains the current travel plan PN as is.

[0094] In step S304, the notification unit 13 notifies the crew 80 in advance of the change to the driving plan PN, which will be carried out in step S305 described later, of the reason for the change and the content of the change.

[0095] For example, possible reasons for the above change that will be reported include the vehicle 30 deviating from the planned route Lr, or the current charge rate of the high-voltage battery 34 being significantly lower than the predicted charge rate Spr of the travel plan PN. In short, the cause of the change in the travel plan PN will be reported as the reason for the change in the travel plan PN. Furthermore, possible content of the above change that will be reported includes the updating of the travel plan PN.

[0096] Furthermore, the notification performed in step S304 is to use at least one of sound and / or a display, similar to the first embodiment. The notification unit 13 then activates the notification device 451 shown in Figure 1 to deliver the notification in step S304 to the crew member 80. Following step S304 in Figure 8, the process proceeds to step S305.

[0097] In step S305, the manager 51 instructs the cloud-side computer 52 to update the travel plan PN, and the cloud-side computer 52 updates the travel plan PN according to that instruction. That is, the cloud-side computer 52 re-plans and decides on the travel plan PN, and the manager 51 executes control according to the newly decided travel plan PN.

[0098] For example, the planning of a new driving plan PN and the execution of control according to that new driving plan PN can also be performed by the control process shown in Figure 4 above. However, in the planning of a new driving plan PN in step S305, it is not necessary for the occupant 80 to input information such as the destination, so step S101 in Figure 4 is unnecessary, and the control process in Figure 4 starts from step S102.

[0099] Furthermore, in step S305, the cloud-side computing unit 52 may update the travel plan PN immediately after the completion of notification in step S304. However, in this embodiment, it waits for a predetermined grace period to elapse from the completion of notification before updating the travel plan PN. In other words, the notification unit 13 in this embodiment completes the notification in step S304 a predetermined grace period before the time when the travel plan PN is updated (in other words, changed).

[0100] The predetermined grace period is intended to avoid the occupant 80 feeling any abruptness or discomfort when the driving plan PN is updated in step S305. For example, this predetermined grace period is only a few seconds to a dozen seconds or so, and does not need to be precisely defined; it can have a certain degree of flexibility.

[0101] Next, the effects and benefits of this embodiment will be described.

[0102] (1) As described above, according to this embodiment, in step S302 of Figure 8, it is determined whether or not a predetermined change is to be implemented, and that predetermined change is that the driving plan PN is automatically changed while the vehicle 30 is driving. Therefore, before the driving plan PN is automatically changed, the occupant 80 can recognize in advance that the driving plan PN will be automatically changed and the reason for the change by being notified in step S304. This makes it possible to reduce the discomfort felt by the occupant 80 when the vehicle speed or the air conditioning in the passenger compartment 30a changes, even if the change in vehicle speed or the air conditioning in the passenger compartment 30a is a control that the occupant 80 did not intend.

[0103] Except as described above, this embodiment is the same as the first embodiment. In this embodiment, the effects obtained from the configuration common to the first embodiment can be obtained in the same way as in the first embodiment.

[0104] (Modified version of the second embodiment) In the second embodiment described above, the control process in Figure 8 is executed instead of the control process in Figure 6, but in this modified example, both the control process in Figure 6 and the control process in Figure 8 are executed. For example, when the driving plan PN is updated according to the determination in step S302 in Figure 8, in step S304, the occupant 80 is notified in advance that the driving plan PN will be updated, along with the reason for the update, before the update itself. Also, when the driving plan PN is updated in step S305 in Figure 8, the target vehicle speed Vct or target cabin temperature Trt may be changed as a result of the update to the driving plan PN. In such cases, the notification in step S204 is given to the occupant 80 in advance of the change in the target vehicle speed Vct or target cabin temperature Trt, according to the determination in step S203 in Figure 6.

[0105] (Other embodiments) (1) In each of the embodiments described above, the vehicle 30 shown in Figure 1 is, for example, an electric vehicle, but is not limited to that. For example, the vehicle 30 may be a hybrid vehicle, a plug-in hybrid vehicle, or an engine-powered vehicle that uses only an engine as a power source for driving.

[0106] (2) In each of the embodiments described above, the HMI unit 45 in Figure 2 is provided on the instrument panel in the passenger compartment 30a, but this is just one example. For example, an external terminal that can be taken outside the vehicle may be connected to the vehicle-side communication device 33 and the cloud-side communication device 53 via a wireless network NW to enable information communication. In such a case, the HMI unit 45 is not composed of in-vehicle equipment, but rather the external terminal may function as the HMI unit 45. In this case, the external terminal may also function as an alert device 451 which is part of the HMI unit 45. The external terminal is, for example, a portable computer such as a tablet or smartphone operated by the occupant 80.

[0107] (3) In each of the embodiments described above, the HMI unit 45 in Figure 2 is equipped with both an input function and an output function, but it is also acceptable to have a configuration that is equipped with one of these functions and not the other.

[0108] (4) In each of the embodiments described above, the configuration of the electrical systems of the vehicle 30 and the cloud 50 relating to this disclosure is as shown in Figure 2 above, but the configuration shown in Figure 2 is merely an example and is not limited thereto.

[0109] (5) The vehicle-side computing unit 32 shown in Figure 2 does not need to consist of a single computer, but may consist of multiple computers, each dedicated to a specific function.

[0110] (6) In each of the embodiments described above, the evaluation function used to determine the various parameters of the driving plan PN in step S103 of Figure 4 has a larger value for higher evaluations, but conversely, it may have a smaller value for higher evaluations. In that case, the various parameters will be determined so as to minimize the value of the evaluation function.

[0111] (7) In each of the embodiments described above, as shown in Figure 3, the vehicle speed, the temperature inside the vehicle compartment 30a, and the battery temperature are automatically controlled during the implementation of the driving plan PN, but this is just one example. For example, it is not necessary for any of the vehicle speed, the temperature inside the vehicle compartment 30a, or the battery temperature to be subject to automatic control in the driving plan PN.

[0112] (8) In each of the embodiments described above, the notification unit 13 notifies the occupant 80 by sound and / or display, but it is also permissible to add vibration to at least one of the sound and / or display when providing notification. The vibration used for notification is, for example, to vibrate the seat 81 of the occupant 80.

[0113] (9) In the first embodiment described above, the change in the target value reported in step S204 of Figure 6 could be, for example, an increase in the target vehicle speed Vct or a decrease in the target vehicle speed Vct, but this is just one example. In step S204, it is also possible that the change in the target value is simply that the target vehicle speed Vct has been changed.

[0114] (10) In the first embodiment described above, as shown in Figure 3, the driving plan PN includes the transitions of the target vehicle speed Vct, target cabin temperature Trt, target battery temperature Tbt, and predicted charge rate Spr from the starting point Xst to the ending point Xed of the planned driving route Lr, but this is just an example. Some of these may not be included in the driving plan PN, and other components may be further included in the driving plan PN.

[0115] For example, if the vehicle 30 is equipped with a seat heater to warm the seat 81 of the occupant 80 in Figure 1, the progression of the target seat temperature, which is a target value for the temperature of the seat 81, may be included in the driving plan PN. In this case, when the automatic driving of the vehicle 30 starts in step S105 in Figure 4, the vehicle-side computer 32 controls the seat heater so that the temperature of the seat 81 approaches the target seat temperature of the driving plan PN. The control processing in Figure 6 may then be performed on that target seat temperature. The seat 81 corresponds to a predetermined location in this disclosure, and the seat 81 as that predetermined location is a part of the vehicle 30 where temperature changes at that predetermined location are transmitted to the occupant 80.

[0116] (11) In each of the embodiments described above, the automated driving initiated in step S105 of Figure 4 is, for example, one in which the vehicle speed and steering operations are automatically controlled according to the driving plan PN, but this is just one example. For example, in the automated driving, the vehicle speed may be automatically controlled, but the steering operations may not be automatic but performed by the occupant 80.

[0117] In other words, neither the control process in Figure 6 nor the control process in Figure 8 needs to be executed exclusively during automated driving when vehicle speed and steering operation are automatically controlled; they may also be executed during other driving of the vehicle 30. For example, it is conceivable that both the control process in Figure 6 and the control process in Figure 8 may be executed when the vehicle 30 is being driven by an occupant 80 as the primary driver, rather than during automated driving.

[0118] (12) In each of the embodiments described above, the control process in Figure 4 is mainly executed on the cloud-side computing unit 52 and is therefore executed on the cloud 50, but it may also be executed on the electronic control unit of the vehicle 30, for example. Furthermore, if the above-mentioned external terminal is provided, the control process in Figure 4 may also be executed on that external terminal. In short, the planning of the driving plan PN, including the determination of the planned driving route Lr and the selection of the via-charging facilities CGa to be used along the planned driving route Lr, may be performed on the cloud 50, the vehicle 30, or the external terminal.

[0119] (13) In each of the embodiments described above, the determination unit 12 and notification unit 13 in Figure 7 are included in the manager 51 of the cloud 50, but this is just one example. Some or all of the determination unit 12 and notification unit 13 may be included in, for example, the electronic control device of the vehicle 30, or if the above-mentioned external terminal is provided, they may be included in the external terminal.

[0120] (14) In each of the embodiments described above, the processing of each step shown in the flowcharts of Figures 4, 6, and 8 is implemented by a computer program, but it may also be implemented by hardware.

[0121] (15) The present disclosure is not limited to the embodiments described above and can be implemented in various modified forms. Furthermore, it goes without saying that the elements constituting the embodiments in each of the above embodiments are not necessarily essential, except in cases where they are explicitly stated to be particularly essential or where they are clearly considered essential in principle.

[0122] Furthermore, in each of the above embodiments, when numerical values ​​such as the number, numerical values, quantities, or ranges of the components of the embodiment are mentioned, the embodiments are not limited to those specific numbers unless explicitly stated as particularly essential or when they are clearly limited to a specific number in principle. Also, in each of the above embodiments, when the material, shape, positional relationship, etc. of the components are mentioned, the embodiments are not limited to those material, shape, positional relationship, etc. unless explicitly stated or when they are clearly limited to a specific material, shape, positional relationship, etc. in principle.

[0123] Furthermore, if the above-described embodiment describes acquiring external environmental information of the vehicle 30 (e.g., outside temperature) from a sensor, it is also possible to eliminate the sensor and receive that external environmental information from a server or cloud 50 outside the vehicle 30. Alternatively, it is also possible to eliminate the sensor, acquire related information concerning the external environmental information from a server or cloud 50 outside the vehicle 30, and estimate the external environmental information from the acquired related information.

[0124] Furthermore, the notification system 10 in this disclosure includes a plurality of control function units, such as the determination unit 12 and notification unit 13 in Figure 7, which perform the processing of each step included in the flowcharts in Figures 4, 6, and 8. The control function units and methods described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to execute one or more functions embodied by a computer program. Alternatively, the control function units and methods described in this disclosure may be implemented by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control function units and methods described in this disclosure may be implemented by one or more dedicated computers configured by a combination of a processor and memory programmed to execute one or more functions and a processor configured with one or more hardware logic circuits. The computer program may also be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0125] (Perspective of this disclosure) The above disclosure can be understood from the following perspectives, for example. [First point of view] A notification system used in a vehicle (30), It comprises a determination unit (12) and a notification unit (13), In the aforementioned vehicle, the vehicle speed and at least one of the temperature at a predetermined location are automatically controlled to approach a target value (Vct, Trt), and this target value is automatically changed according to a predetermined plan (PN). The determination unit determines whether a predetermined change is implemented, which is that the target value is automatically changed by the plan with a difference (Dtg) of a predetermined threshold (D1tg) or more, or that the plan is automatically changed while the vehicle is traveling. The notification unit is a notification system that, when the determination unit determines that the predetermined change will be implemented, notifies the crew (80) in advance of the implementation of the predetermined change, of the reason for the predetermined change and the content of the predetermined change. [Second perspective] The aforementioned vehicle is an electric vehicle equipped with a secondary battery (34) and powered by electricity obtained from the secondary battery, The plan includes a notification system, as described in the first aspect, which is predetermined to ensure that the vehicle can run while the charge level of the secondary battery is maintained above a predetermined lower limit allowable value (Ls). [Third perspective] The notification unit provides the notification by at least one of sound and / or display, according to the notification system according to the first or second aspect. [Fourth perspective] In the aforementioned vehicle, the vehicle speed is automatically controlled to approach the target vehicle speed (Vct) as the target value. The aforementioned predetermined change means that, according to the plan, the target vehicle speed is automatically changed to a difference greater than or equal to the target vehicle speed difference threshold. The notification system according to any one of the first to third aspects, wherein the target vehicle speed difference threshold is determined as the threshold with respect to the target vehicle speed. [Fifth perspective] The aforementioned designated location is a passenger compartment (30a), In the aforementioned vehicle, the temperature inside the vehicle, adjusted by the air conditioning system, is automatically controlled to approach the target value, which is the target vehicle interior temperature (Trt). The aforementioned predetermined change means that, according to the plan, the target interior temperature is automatically changed to a difference greater than or equal to the target interior temperature difference threshold. The notification system according to any one of the first to third aspects, wherein the target vehicle interior temperature difference threshold is determined as the threshold with respect to the target vehicle interior temperature. [Sixth perspective] The notification system according to any one of the first to fourth views, wherein the predetermined location is a location in the vehicle where temperature changes at the predetermined location are transmitted to the occupant. [Seventh perspective] The notification system according to any one of the first to third aspects, wherein the predetermined change is that the plan is automatically changed while the vehicle is in motion. [Explanation of Symbols]

[0126] 10. Notification System 12 Judgment section 13 Hochi Department 30 vehicles 80 crew members PN Driving Plan (Plan) Trt Target interior temperature (Target value for interior temperature) Vct Target vehicle speed (target value for vehicle speed)

Claims

1. A notification system used in a vehicle (30), It comprises a determination unit (12) and a notification unit (13), In the aforementioned vehicle, the vehicle speed and at least one of the temperature at a predetermined location are automatically controlled to approach target values ​​(Vct, Trt), and these target values ​​are automatically changed according to a predetermined plan (PN). The determination unit determines whether a predetermined change is implemented, which is that the target value is automatically changed by the plan with a difference (Dtg) of a predetermined threshold (D1tg) or more, or that the plan is automatically changed while the vehicle is traveling. The notification unit is a notification system that, when the determination unit determines that the predetermined change will be implemented, notifies the crew (80) in advance of the implementation of the predetermined change, of the reason for the predetermined change and the content of the predetermined change.

2. The aforementioned vehicle is an electric vehicle equipped with a secondary battery (34) and powered by electricity obtained from the secondary battery, The notification system according to claim 1, wherein the plan is predetermined so that the vehicle can run while the charge level of the secondary battery is maintained at or above a predetermined lower limit allowable value (Ls).

3. The notification system according to claim 1 or 2, wherein the notification unit provides the notification by at least one of sound and / or display.

4. In the aforementioned vehicle, the vehicle speed is automatically controlled to approach the target vehicle speed (Vct) as the target value. The aforementioned predetermined change means that, according to the plan, the target vehicle speed is automatically changed to a difference greater than or equal to the target vehicle speed difference threshold. The notification system according to claim 1 or 2, wherein the target vehicle speed difference threshold is determined as the threshold with respect to the target vehicle speed.

5. The aforementioned designated location is a vehicle compartment (30a), In the aforementioned vehicle, the temperature inside the vehicle, adjusted by the air conditioning system, is automatically controlled to approach the target value, which is the target vehicle interior temperature (Trt). The aforementioned predetermined change means that, according to the plan, the target interior temperature is automatically changed to a difference greater than or equal to the target interior temperature difference threshold. The notification system according to claim 1 or 2, wherein the target vehicle interior temperature difference threshold is determined as the threshold with respect to the target vehicle interior temperature.

6. The notification system according to claim 1 or 2, wherein the predetermined location is a location in the vehicle where temperature changes at the predetermined location are transmitted to the occupant.

7. The notification system according to claim 1 or 2, wherein the predetermined change is that the plan is automatically changed while the vehicle is in motion.

Images