Vehicle control devices

Abstract

The present invention provides a vehicle control device that can appropriately adjust the energy consumption of a vehicle in accordance with its movement. [Solution] The control device 10 operates the motor 35, which is the target of control, in an automatic control that adjusts the energy consumption of the vehicle 30 traveling along the planned route Lr, so that the vehicle speed, which is a predetermined physical quantity, approaches the target vehicle speed, which is a control target value. When the control device 10 determines that the vehicle 30 has reached a waypoint WP, it determines the waypoint-corresponding target vehicle speed associated with the waypoint WP at which the determination was made as the target vehicle speed. Therefore, since the vehicle speed is adjusted at the waypoint WP on the planned route Lr, it is possible to appropriately adjust the energy consumption of the vehicle 30 in accordance with the progress of the vehicle 30 along the planned route Lr. In short, it is possible to appropriately adjust the energy consumption of the vehicle 30 in accordance with the progress of the vehicle 30.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device that automatically controls a control target of a vehicle.

Background Art

[0002] Patent Document 1 discloses a navigation device. The navigation device of Patent Document 1 detects the coordinates of the current location of a vehicle, calculates a straight line passing through the detected coordinates of the destination and perpendicular to the direction of the vehicle detected at the same point, and calculates the distance between this straight line and the coordinates of the current location of the vehicle as the distance to the destination. In Patent Document 1, it is said that by this method, for example, automatic deceleration control for reducing the vehicle speed from before the destination such as a toll gate can be appropriately implemented.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] For example, in order to extend the cruising distance of a vehicle while ensuring the comfort of passengers, in recent years, the need for technologies related to automatic control for adjusting the energy consumption of vehicles has been increasing. However, although Patent Document 1 relates to the automatic control of vehicles, it does not disclose a technology for adjusting the energy consumption of vehicles. As a result of the inventors' detailed examination, the above situation has been found.

[0005] In view of the above points, an object of the present disclosure is to provide a vehicle control device capable of appropriately adjusting the energy consumption of a vehicle in accordance with the progress of the vehicle.

Means for Solving the Problems

[0006] To achieve the above objective, a vehicle control device as described in one aspect of this disclosure is: A vehicle control device that operates a controlled object (35) of a vehicle so that a predetermined physical quantity (Vc) approaches a control target value (Vt) in an automatic control system that adjusts the energy consumption of a vehicle (30) traveling along a predetermined route (Lr), A storage unit (101) that pre-stores waypoints (WP) on the planned route and waypoint-corresponding target values ​​(Vtx) associated with those waypoints, A destination determination unit (S101) that determines whether or not the vehicle has reached a waypoint, The system includes a target value determination unit (S105) that, when the arrival determination unit determines that the vehicle has reached a waypoint, determines a waypoint-corresponding target value associated with the waypoint that the vehicle has reached as a control target value.

[0007] In this way, the above physical quantities are adjusted at waypoints along the planned route, making it possible to appropriately adjust the vehicle's energy consumption in accordance with the vehicle's progress along the planned route. In short, it is possible to appropriately adjust the vehicle's energy consumption in accordance with the vehicle's progress. This makes it possible to achieve, for example, both ensuring passenger comfort and reducing energy consumption.

[0008] 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]

[0009] [Figure 1] This is a block diagram showing the input / output system of a control device in a vehicle in the first embodiment. [Figure 2] The first figure schematically illustrates the planned route and a plurality of waypoints along that route in a plan view, which is a view along the vertical direction, in the first embodiment. [Figure 3] This figure shows an example of a first embodiment, which includes a plurality of waypoints, a plurality of indices associated with each of the plurality of waypoints, and a plurality of target vehicle speeds corresponding to the waypoints. [Figure 4] This is a flowchart showing the control process performed by the control device of the first embodiment. [Figure 5] The second figure schematically illustrates the planned route and a plurality of waypoints along that route in a plan view in the first embodiment. [Figure 6] In the second embodiment, the diagram corresponds to Figure 2 and is a diagram illustrating a method for determining whether or not a vehicle has reached a waypoint. [Figure 7] In the third embodiment, the diagram corresponds to Figure 2 and is a diagram illustrating a method for determining whether or not a vehicle has reached a waypoint. [Modes for carrying out the invention]

[0010] 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.

[0011] (First Embodiment) As shown in Figure 1, the control device 10 of this embodiment is a vehicle control device applied to a vehicle 30. The vehicle 30 of this embodiment is an electric vehicle, also known as a BEV, which does not have an engine and is equipped with a secondary battery, a battery 34, and runs on the electricity obtained from the battery 34. BEV is an abbreviation for "Battery Electric Vehicle".

[0012] The control device 10 has a configuration as a microcomputer, including a CPU, RAM, ROM, and non-volatile rewritable memory (not shown). The control device 10 reads and executes a computer program stored in the ROM or non-volatile rewritable memory, which are non-transitional physical recording media. When this computer program is executed, a method corresponding to the computer program is performed. That is, the control device 10 performs various control processes, such as the control process shown in Figure 4, which will be described later, according to the computer program.

[0013] As shown in Figure 1, in addition to the control device 10 and battery 34 described above, the vehicle 30 of this embodiment is equipped with a motor 35, a power inverter 36, an aftermarket load inverter 38, a temperature control system 40, and a plurality of sensors 42.

[0014] The battery 34 is a rechargeable secondary battery, and is composed of, for example, a lithium-ion battery or a nickel-metal hydride battery. The battery 34 is a vehicle power supply that provides power to various on-board electrical equipment such as the motor 35, the power inverter 36, and the aftermarket load inverter 38.

[0015] 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 battery 34 into AC current and supplies it to the motor 35, thereby rotating the motor 35.

[0016] The aftermarket load inverter 38 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 38 converts the voltage of the battery 34 to a level suitable for the aftermarket electrical load, and then supplies power from the 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.

[0017] The temperature control system 40 includes a refrigeration cycle circuit through which a refrigerant circulates and a liquid circuit through which a liquid medium such as cooling water circulates. The refrigerant and the liquid medium are heat-exchanged by a heat exchanger provided across the refrigeration cycle circuit and the liquid circuit. In the refrigeration cycle circuit, the refrigerant circulates when an electric compressor controlled by the control device 10 is operated, and a vapor compression refrigeration cycle is executed as the refrigerant circulates. Also, in the liquid circuit, the liquid medium circulates when an electric pump controlled by the control device 10 is operated. The temperature control system 40 adjusts the temperatures of the battery 34, the motor 35, and the power inverter 36, respectively, and also adjusts the temperature of the conditioned air blown from the air conditioning unit into the vehicle interior by executing the refrigeration cycle and circulating the liquid medium in the liquid circuit.

[0018] The motor 35, the power inverter 36, the rear-mounted load inverter 38, and the temperature control system 40 described above are each electrically connected to the control device 10 as control targets. The control device 10 controls the control targets by outputting a control signal to each of these control targets.

[0019] Also, a plurality of sensors 42 including a vehicle speed sensor 421 that detects the vehicle speed Vc are electrically connected to the control device 10, and a detection signal indicating the detection value of the sensors 42 is input to the control device 10. The plurality of sensors 42 include, in addition to the vehicle speed sensor 421 described above, for example, an in-vehicle temperature sensor that detects the temperature inside the vehicle, a battery temperature sensor that detects the temperature of the battery 34, and an outside air temperature sensor that detects the temperature outside the vehicle.

[0020] The control device 10 of the present embodiment formulates a driving plan for driving the vehicle 30 based on the planned basic information including various information such as the departure point and the destination given by the input operation of the occupant. This driving plan is formulated and determined in advance by the control device 10 before the vehicle 30 starts driving.

[0021] In detail, the control device 10 formulates a driving plan based on the above-mentioned basic planning information, in order to reduce the energy consumption of the vehicle 30, extend its driving range, and satisfy the occupants' wishes as much as possible. These occupants' wishes are obtained from the basic planning information and include, for example, the strength of the air conditioning in the vehicle cabin and the charge level (i.e., SoC) of the battery 34 when the vehicle 30 arrives at its destination. For example, the control device 10 generates multiple candidate driving plans through computer simulation based on the basic planning information and the actual energy consumption of the vehicle 30, and from these multiple candidate driving plans, it selects the one that reduces the energy consumption of the vehicle 30 the most as the driving plan. The above SoC stands for "State of Charge". The energy consumption of the vehicle 30 is expressed as the distance traveled per unit amount of energy consumed by the vehicle 30.

[0022] The above travel plan includes the planned route Lr along which vehicle 30 is to travel from the starting point to the destination, location information of multiple waypoints WP along the planned route Lr, and the waypoint-corresponding target vehicle speed Vtx associated with each of the waypoints WP. The planned route Lr is illustrated in Figure 2, and the waypoint-corresponding target vehicle speed Vtx is illustrated in Figure 3.

[0023] In this embodiment, when describing multiple waypoints WP to distinguish them from one another, as shown in Figures 2 and 3, the symbols "WP" are numbered in ascending order from the starting point, and are displayed as waypoint WP1, waypoint WP2, waypoint WP3, .... The table in Figure 3 shows the waypoints WP lined up on the planned route Lr in order, with the top of the table being the starting point. Therefore, for example, on the planned route Lr, the waypoint WP immediately preceding waypoint WP3 is waypoint WP2, and the waypoint preceding waypoint WP2 is waypoint WP1. In Figure 2, for example, waypoint WP1 corresponds to the entrance of a highway service area, waypoint WP3 corresponds to the exit of a highway service area, and waypoint WP2 corresponds to a charging spot located within the highway service area. In other words, a charging spot is a charging facility capable of charging the battery 34 of the vehicle 30. The driving plan may also include the amount of charge and charging time to be charged to the vehicle's battery 34 at the charging station.

[0024] The determined driving plan is then stored in the memory unit 101 of the control device 10. That is, the memory unit 101 pre-stores various information that constitutes the driving plan, such as the planned driving route Lr, multiple waypoints WP, and multiple target vehicle speeds Vtx corresponding to the waypoints. The memory unit 101 of the control device 10 is composed of a recording medium such as RAM, ROM, or non-volatile rewritable memory.

[0025] Furthermore, as shown in Figure 3, multiple index IDs associated with each of the multiple waypoint WPs are also pre-stored in the storage unit 101. These multiple index IDs indicate the order of the multiple waypoint WPs on the planned route Lr in ascending order from the starting point. Therefore, for example, if the index ID of waypoint WP1 is "1", then the index ID of waypoint WP2 will be "2".

[0026] When the vehicle 30 starts traveling according to the determined travel plan, the control device 10 updates the target vehicle speed Vt, which is the target value of the vehicle speed Vc, to the waypoint-corresponding target vehicle speed Vtx associated with the waypoint WP each time the vehicle 30 reaches that waypoint WP. At the same time, the control device 10 performs automatic control to operate the motor 35, which is the controlled object, so that the vehicle speed Vc approaches the target vehicle speed Vt. This automatic control is performed as a control to adjust the energy consumption of the vehicle 30 as it travels along the planned route Lr, since the travel plan is designed to reduce the energy consumption of the vehicle 30 while satisfying the wishes of the occupants as much as possible. Specifically, the energy consumption of the vehicle 30 refers to the consumption of the amount of electricity stored in the battery 34.

[0027] The waypoint WP is represented by coordinates such as longitude and latitude. In this embodiment, the vehicle speed Vc corresponds to a predetermined physical quantity in this disclosure, the target vehicle speed Vt corresponds to the control target value in this disclosure, and the motor 35 corresponds to the control target in this disclosure. In addition, the waypoint-corresponding target vehicle speed Vtx corresponds to the waypoint-corresponding target value in this disclosure.

[0028] The vehicle 30 in this embodiment is a vehicle capable of automatically controlling its vehicle speed Vc. During the execution of the travel plan, the vehicle speed Vc is automatically controlled, but the vehicle's path is not automatically controlled. Therefore, guidance according to the planned travel route Lr is automatically communicated to the occupants, and the vehicle's path is controlled by the occupants.

[0029] The control device 10 basically updates the target vehicle speed Vt each time the vehicle 30 reaches a waypoint WP, as described above, but in detail, it updates the target vehicle speed Vt by executing the control process shown in Figure 4. The vehicle 30's journey according to the above travel plan is started, for example, by a manual start operation by the occupant, and the control process shown in Figure 4 also starts at the same time as the vehicle 30's journey according to the travel plan begins.

[0030] First, in step S101 of Figure 4, the control device 10 determines the current position of the vehicle 30, i.e., its own current position. This vehicle's current position can be obtained from a navigation device or GPS installed in the vehicle 30. GPS stands for "Global Positioning System".

[0031] Then, once the control device 10 has determined the vehicle's current position, it determines whether the vehicle 30 has reached one of the multiple waypoints WP. If the control device 10 determines that the vehicle 30 has reached one of the multiple waypoints WP, it recognizes which of those waypoints WP the vehicle 30 has reached.

[0032] Specifically, as shown in Figures 2 and 5, each waypoint WP has a predetermined determination range Awp that includes the waypoint WP and extends horizontally, and this determination range Awp is associated with each waypoint WP and stored in the storage unit 101 of the control device 10. For example, the determination range Awp is a two-dimensional region that forms a circle and extends horizontally from the waypoint WP to which the determination range Awp is associated.

[0033] The control device 10 then determines that the vehicle 30 has reached the waypoint WP associated with the determination range Awp when the vehicle's current position enters any of the determination ranges Awp. The determination range Awp is determined experimentally in advance, taking into account factors such as road width, as the range in which it can be practically determined that the vehicle 30 has reached the waypoint WP.

[0034] In step S101 of Figure 4, if it is determined that the vehicle 30 has reached one of the waypoints (WP), i.e., if the determination result is "YES", the process proceeds to step S102. On the other hand, if it is determined that the vehicle 30 has not yet reached any of the waypoints (WP), i.e., if the determination result is "NO", the process in step S101 is repeated.

[0035] In step S102, the control device 10 updates the arrival index information Xar to the index ID associated with the waypoint WP that the vehicle 30 determined to have reached in step S101. For example, if the vehicle 30 is determined to have reached waypoint WP2 in step S101, the index ID associated with that waypoint WP2 is "2", as shown in Figure 3, so the arrival index information Xar is set to "Xar=2". After step S102 in Figure 4, the process proceeds to step S103.

[0036] In step S103, the control device 10 determines whether the arrival index information Xar and the next index information Xnt match. This next index information Xnt is updated in step S104, which will be described later. The initial value of the next index information Xnt is the index ID associated with the first waypoint WP on the planned route Lr. For example, as shown in Figure 3, if the first waypoint WP on the planned route Lr is waypoint WP1, the index ID associated with waypoint WP1 is "1", so the initial value of the next index information Xnt becomes "initial value = 1". Note that the next index information Xnt corresponds to the index information in this disclosure.

[0037] In step S103 of Figure 4, if it is determined that the destination index information Xar and the next index information Xnt match, i.e., if the determination result is "YES", the process proceeds to step S104. On the other hand, if it is determined that the destination index information Xar and the next index information Xnt do not match, i.e., if the determination result is "NO", the process proceeds to step S106.

[0038] In step S104, the control device 10 updates the next index information Xnt to the index ID associated with the next waypoint WP, which is the next waypoint WP after the waypoint WP that the vehicle 30 determined to have reached in step S101. For example, if the vehicle 30 is determined to have reached waypoint WP2 in step S101, the next waypoint for waypoint WP2 is waypoint WP3, as shown in Figure 3, and the index ID associated with waypoint WP3 is "3". Therefore, in this case, the next index information Xnt is set to "Xnt=3". After step S104 in Figure 4, the process proceeds to step S105.

[0039] In step S105, the control device 10 updates the target vehicle speed Vt, which is the control target value for the vehicle speed Vc. Specifically, the control device 10 determines the target vehicle speed Vt as the waypoint-corresponding target vehicle speed Vtx associated with the waypoint WP that the vehicle 30 determined to have reached in step S101. For example, if it is determined in step S101 that the vehicle 30 has reached waypoint WP3, the waypoint-corresponding target vehicle speed Vtx associated with that waypoint WP3 is 100 km / h, as shown in Figure 3, so the target vehicle speed Vt is updated to 100 km / h. As a result, the control device 10 operates the motor 35, which is the target of control, so that the vehicle speed Vc approaches the updated target vehicle speed Vt. After step S105 in Figure 4, the process returns to step S101.

[0040] In step S106 of Figure 4, the control device 10 determines whether the vehicle's travel along the planned route Lr has continued for a predetermined limit or longer up to the waypoint WP (i.e., the currently reached waypoint) that the vehicle 30 was determined to have reached in step S101.

[0041] The case in which the vehicle continues to travel along the planned route Lr to the current destination beyond the predetermined judgment limit is as follows: In other words, this case is when the vehicle continues to travel, and it is determined in step S101 that the vehicle 30 has reached the multiple waypoints WP arranged on the planned route Lr a predetermined number of times or more in the order of the waypoints WP arranged on the planned route Lr. In this case, the predetermined judgment limit or more means that in step S101, it is determined that the vehicle 30 has reached the waypoints WP a predetermined number of times or more in the order of the multiple waypoints WP arranged on the planned route Lr.

[0042] The predetermined number of times and the predetermined judgment limit mentioned above are set experimentally in advance to determine whether vehicle travel along the planned route Lr is still ongoing. Furthermore, the predetermined number of times is two or more, and in this embodiment, for example, it is set to three times.

[0043] In step S106, if it is determined that the vehicle has continued traveling along the planned route Lr for a predetermined limit or longer up to the current destination, i.e., if the determination result is "YES", the process proceeds to step S104. On the other hand, if it is determined that the vehicle has not continued traveling along the planned route Lr for a predetermined limit or longer up to the current destination, i.e., if the determination result is "NO", the process proceeds to step S107.

[0044] In step S107 of Figure 4, the control device 10 determines the target vehicle speed Vt without being constrained by the travel plan. That is, the control device 10 determines the target vehicle speed Vt without being constrained by the waypoint-corresponding target vehicle speed Vtx associated with the currently reached waypoint. For example, in this embodiment, the control device 10 maintains the current target vehicle speed Vt without changing it. After step S107 of Figure 4, the process returns to step S101.

[0045] According to the process described above, which proceeds through steps S101, S102, S103, S104, and S105, the next index information Xnt and the target vehicle speed Vt are updated as follows. That is, if it is determined in step S101 that the vehicle 30 has reached one of the multiple waypoints WP, then, provided that a predetermined update condition is met, the next index information Xnt is updated in step S104 and the target vehicle speed Vt is updated in step S105. The predetermined update condition is that it has already been determined in the previous step S101 that the vehicle has reached the previous waypoint WP, which is one waypoint before the aforementioned waypoint Lr on the planned route, and that the next index information Xnt was updated at the time of that determination.

[0046] Regarding the above, let us explain using the example of a case where the waypoint WP3 in Figure 2 corresponds to the above waypoint, and the vehicle 30 proceeds along the actual travel route L1 in Figure 2. In this example, if it is determined in step S101 that the vehicle 30 has reached waypoint WP3, the update condition is that it was already determined in the previous step S101 that the vehicle had reached the previous waypoint, waypoint WP2, and that the next index information Xnt was updated at the time of that determination. As shown in the actual travel route L1 in Figure 2, the vehicle 30 goes through waypoint WP2 before reaching waypoint WP3, so it was already determined in the previous step S101 that the vehicle had reached waypoint WP2, and that the next index information Xnt was updated at the time of that determination.

[0047] In other words, in this case, the above update conditions are met. Specifically, when it was determined in the previous step S101 that vehicle 30 had reached waypoint WP2, the next index information Xnt was updated in the following step S104. As a result, the determination result in step S103, which follows the determination in step S101 that vehicle 30 had reached waypoint WP3, becomes "YES". Therefore, in this case, in step S104 following step S103, the next index information Xnt is updated to the index ID associated with waypoint WP4, which is the next waypoint WP after waypoint WP3. Then, in step S105, the target vehicle speed Vt is updated to the waypoint-corresponding target vehicle speed Vtx associated with waypoint WP3.

[0048] On the other hand, if the waypoint WP3 in Figure 5 corresponds to the aforementioned waypoint, and the vehicle 30 proceeds along the actual travel route L2 in Figure 5, the result will be different from the above. In this case as well, for example, if it is determined in step S101 that the vehicle 30 has reached waypoint WP3, then waypoint WP2 corresponds to the previous waypoint, and the update conditions are the same as in the above case where the vehicle 30 proceeds along the actual travel route L1 in Figure 2.

[0049] However, as shown in the actual travel route L2 in Figure 5, vehicle 30 did not stop at waypoint WP2 and did not reach waypoint WP2, so the above update condition is not met. In other words, in step S101, which is earlier than step S101 in Figure 4 where it is determined that vehicle 30 has reached waypoint WP3, it is not determined that vehicle 30 has reached the previous waypoint, waypoint WP2, but rather that it has reached waypoint WP1. Therefore, in step S103, which follows the determination in step S101 that vehicle 30 has reached waypoint WP3, it is determined that the arrival index information Xar and the next index information Xnt do not match. Specifically, the arrival index information Xar at this time is "Xar=3" and the next index information Xnt is "Xnt=2" (see Figure 3). As a result, the processing in steps S104 and S105 following step S101, where it is determined that vehicle 30 has reached waypoint WP3, is not executed.

[0050] Similarly, if the waypoint WP4 in Figure 5 corresponds to the aforementioned waypoint, and the vehicle 30 proceeds along the actual travel route L2 in Figure 5, the processes in steps S104 and S105 are not executed. In this case, step S101 determines that the vehicle 30 has reached the waypoint WP4, which is the aforementioned waypoint, but the previous waypoint for waypoint WP4 is waypoint WP3. When step S101 determines that the vehicle 30 has reached the previous waypoint, waypoint WP3, the process in step S104 is not executed because the next index information Xnt has not been updated. In other words, the condition that the next index information Xnt is updated when it is determined in the previous step S101 that the vehicle has reached the previous waypoint (specifically, waypoint WP3) is not met. Specifically, in step S103, after it is determined in step S101 that vehicle 30 has reached waypoint WP4, it is determined that the arrival index information Xar and the next index information Xnt do not match. At this time, the arrival index information Xar is "Xar=4" and the next index information Xnt is "Xnt=2" (see Figure 3).

[0051] Furthermore, according to the process that proceeds through steps S101, S102, S103, S106, S104, and S105 in Figure 4 above, the next index information Xnt and the target vehicle speed Vt are updated as described below. That is, if it is determined in step S101 that the vehicle 30 has reached one of the multiple waypoints WP, and the vehicle has continued to travel along the planned route Lr to the waypoint for more than the predetermined determination limit, the processes in steps S104 and S105 are executed regardless of the update conditions. As a result, the next index information Xnt is updated in step S104, and in step S105, the target vehicle speed Vt is updated to the waypoint-corresponding target vehicle speed Vtx associated with the waypoint.

[0052] Regarding the above, let us explain using the example of a case where the waypoint WP5 in Figure 5 corresponds to the aforementioned waypoint, and the vehicle 30 proceeds along the actual travel route L2 in Figure 5. In this example, if it is determined in step S101 that the vehicle 30 has reached waypoint WP5, the determination result in step S101 will be "YES" when the vehicle reaches each of the waypoints WP3, WP4, and WP5. As a result, the vehicle continues to travel, with the vehicle being determined to have reached the waypoints WP in the order of the multiple waypoints WP lined up on the planned travel route Lr more than a predetermined number of times (specifically, more than 3 times). In other words, as explained in step S106, this means that the vehicle travel along the planned travel route Lr continues to the aforementioned waypoint (specifically, waypoint WP5) for more than the predetermined determination limit.

[0053] Therefore, in this case, regardless of the above update conditions, in step S104, the next index information Xnt is updated to the index ID associated with the next waypoint WP (specifically, waypoint WP6), which is the waypoint WP after waypoint WP5. At the same time, in step S105, the target vehicle speed Vt is updated to the waypoint-corresponding target vehicle speed Vtx associated with waypoint WP5.

[0054] On the other hand, when vehicle 30 proceeds along the actual travel route L2 in Figure 5 and reaches waypoints WP3 and WP4, which are before waypoint WP5, the following occurs. That is, when it is determined in step S101 that vehicle 30 has reached waypoint WP3, the number of times it has been determined that vehicle 30 has reached the waypoints WP in the order of the multiple waypoints WP lined up on the planned travel route Lr (i.e., the number of times it has reached them in order) is 1. This is because, as shown in the actual travel route L2 in Figure 5, vehicle 30 does not stop at waypoint WP2 and has not reached waypoint WP2, so the number of times it has reached them in order is 1, which is the number of times vehicle 30 has reached waypoint WP3. Also, when it is determined in step S101 that vehicle 30 has reached waypoint WP4, the number of times it has reached them in order is 2, which is the number of times vehicle 30 has reached waypoints WP3 and WP4. In either case, the number of times the destination is reached in that order is less than the predetermined number (specifically, less than 3 times), so the case where the vehicle travels along the planned route Lr continues to the aforementioned intermediate point for more than the predetermined judgment limit is not met. Therefore, in these cases, the processes in steps S104 and S105 are not executed, and the process in step S107 is executed.

[0055] Furthermore, the processing in each step of Figure 4 described above constitutes a functional unit that realizes its respective function. In addition, step S101 in Figure 4 corresponds to the arrival determination unit, step S105 corresponds to the target value determination unit, and step S104 corresponds to the index update unit. The control device 10 functionally includes the arrival determination unit, the target value determination unit, and the index update unit.

[0056] As described above, according to this embodiment, the control device 10 operates the motor 35, which is the target of control, in an automatic control that adjusts the energy consumption of the vehicle 30 traveling along the planned route Lr, so that the vehicle speed Vc, which is a predetermined physical quantity, approaches the target vehicle speed Vt, which is a control target value. Then, as shown in Figures 3 and 4, if the control device 10 determines in step S101 that the vehicle 30 has reached a waypoint WP, it determines the waypoint-corresponding target vehicle speed Vtx, which is associated with the waypoint WP that the vehicle 30 determined to have reached in step S101, as the target vehicle speed Vt.

[0057] Therefore, since the vehicle speed Vc is adjusted at the waypoint WP on the planned route Lr, it is possible to appropriately adjust the energy consumption of the vehicle 30 in accordance with the progress of the vehicle 30 along the planned route Lr. In short, it is possible to appropriately adjust the energy consumption of the vehicle 30 in accordance with the progress of the vehicle 30. This makes it possible to achieve, for example, both ensuring the comfort of the occupants and reducing the energy consumption of the vehicle 30.

[0058] (1) In addition, according to this embodiment, if it is determined in step S101 that the vehicle 30 has reached one of the multiple waypoints WP, the next index information Xnt is updated in step S104, provided that a predetermined update condition is met. At the same time, in step S105 following step S104, the waypoint-corresponding target vehicle speed Vtx associated with the aforementioned waypoint is determined as the target vehicle speed Vt. The predetermined update condition is that it has already been determined in the previous step S101 that the vehicle has reached the previous waypoint WP, which is one waypoint before the aforementioned waypoint, on the planned route Lr, and that the next index information Xnt was updated at the time of that determination.

[0059] This makes it possible to update the target vehicle speed Vt to the corresponding target vehicle speed Vtx for each waypoint WP, in the order of the multiple waypoints WP set up on the planned route Lr.

[0060] For example, in Figure 2, waypoints WP1 and WP3 are close to each other, so in this case, it is conceivable that step S101 in Figure 4 would determine that vehicle 30 reached waypoint WP3 before waypoint WP1. However, even if this determination is made in step S101, the above update condition is not met, so the target vehicle speed Vt is not updated to the waypoint-corresponding target vehicle speed Vtx associated with waypoint WP3.

[0061] On the other hand, if, after repeatedly determining in step S101 that vehicle 30 has reached waypoint WP2 in the order of waypoints WP on the planned route Lr, it is determined in the next step S101 that vehicle 30 has reached waypoint WP3, then the above update condition is met. Therefore, in step S105, which follows the determination in step S101 that vehicle 30 has reached waypoint WP3, the target vehicle speed Vt is updated to the waypoint-corresponding target vehicle speed Vtx associated with waypoint WP3.

[0062] Therefore, as described above, it is possible to update the target vehicle speed Vt in the order of the multiple waypoints WP set on the planned route Lr. Furthermore, it is possible to avoid updating the target vehicle speed Vt based on an incorrect determination that a waypoint WP has been reached, for example, if incorrect information about the vehicle's current position is obtained from GPS.

[0063] (2) Furthermore, according to this embodiment, if it is determined in step S101 that the vehicle 30 has reached one of the multiple waypoints WP, and the vehicle has continued to travel along the planned route Lr to the waypoint for a predetermined limit or longer, the process proceeds as follows. That is, in that case, regardless of the update conditions, the next index information Xnt is updated in step S104, and in step S105 following step S104, the waypoint-corresponding target vehicle speed Vtx associated with the waypoint is determined as the target vehicle speed Vt.

[0064] As a result, if the vehicle 30 proceeds to waypoint WP3 or beyond without stopping at waypoint WP2, as shown in the actual driving route L2 in Figure 5, the target vehicle speed Vt can be updated in step S105 at a certain point, regardless of the above update conditions. In other words, it is possible to avoid a situation where the target vehicle speed Vt remains unchanged indefinitely after waypoint WP3.

[0065] Furthermore, in this case, since the planned route Lr is not regenerated and rerouted, it is possible to improve usability compared to when rerouting is performed.

[0066] (3) In addition, according to this embodiment, in step S106 of Figure 4, it is determined whether the vehicle has continued traveling along the planned route Lr for a predetermined limit or more up to the waypoint WP (i.e., the currently reached waypoint) that the vehicle 30 was determined to have reached in step S101. Specifically, the case in which the vehicle has continued traveling along the planned route Lr for a predetermined limit or more up to the currently reached waypoint is as follows: In other words, this is the case in which the vehicle has continued traveling while it has been determined in step S101 that the vehicle 30 has reached the waypoint WP a predetermined number of times or more in the order of the multiple waypoints WP lined up on the planned route Lr.

[0067] Therefore, by recording the history of when it was determined in step S101 that vehicle 30 had reached waypoint WP, the determination in step S106 can be easily made.

[0068] (4) Furthermore, according to this embodiment, the control device 10 determines that the vehicle 30 has reached the waypoint WP associated with the determination range Awp when the current position of the vehicle 30 enters within a predetermined determination range Awp which includes the waypoint WP. Therefore, it is possible to absorb variations in the current position of the vehicle 30 caused by road width, position detection errors, etc., and to determine whether or not the vehicle 30 has reached the waypoint WP in accordance with the actual vehicle driving.

[0069] (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.

[0070] In this embodiment, the method for determining whether or not the vehicle 30 has reached a waypoint WP differs from that of the first embodiment. Specifically, the determination range Awp shown in Figure 2 is not provided. Instead, as shown in Figure 6, multiple virtual threshold lines Lwp, each associated with a plurality of waypoints WP, are pre-set and stored in the storage unit 101.

[0071] Each of these multiple virtual threshold lines Lwp is a virtual straight line that intersects the direction of travel Df of the vehicle 30 on the planned route Lr and extends horizontally; more precisely, it is a virtual straight line that is perpendicular to the direction of travel Df and extends horizontally. Each of these multiple virtual threshold lines Lwp passes through the waypoint WP to which it is associated, and the waypoint WP separates the forward direction side Dff and the reverse direction side Dfr of the direction of travel Df. Note that the direction of travel Df of the vehicle 30 is sometimes referred to as the vehicle direction of travel Df.

[0072] Then, in step S101 of Figure 4, the control device 10 determines that the vehicle 30 has reached the transit point WP associated with the virtual threshold line Lwp when the vehicle's current position moves from the opposite side Dfr to the forward side Dff of the vehicle's direction of travel Df, with either virtual threshold line Lwp in between. For example, if the vehicle 30 travels along the travel path L3 in Figure 6 and crosses the virtual threshold line Lwp from the opposite side Dfr to the forward side Dff of the vehicle's direction of travel Df, the control device 10 determines that the vehicle 30 has reached the transit point WP associated with the virtual threshold line Lwp.

[0073] 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.

[0074] (Third embodiment) Next, a third embodiment will be described. This embodiment will primarily describe the differences from the first embodiment described above.

[0075] In this embodiment as well, in step S101 of Figure 4, the control device 10 determines that the vehicle 30 has reached the waypoint WP associated with the determination range Awp when the vehicle's current position enters any of the determination ranges Awp. This is the same as in the first embodiment, but in this embodiment, the shape of the determination range Awp is different from that of the first embodiment.

[0076] Specifically, as shown in Figure 7, the determination range Awp is a two-dimensional region that includes the waypoint WP to which the determination range Awp is associated, and has width in the horizontal direction and in the direction perpendicular to the planned travel path Lr, extending along the planned travel path Lr. The determination range Awp is formed such that the waypoint WP to which the determination range Awp is associated is located at the end of the determination range Awp on the side Dfr opposite to the vehicle travel direction Df. For example, the width of the determination range Awp is determined based on a value obtained by multiplying the road width or number of lanes at the waypoint WP by a predetermined coefficient. In addition, each of the multiple determination ranges Awp is formed so as not to overlap with other determination ranges Awp adjacent to it.

[0077] For example, if vehicle 30 travels along the route L4 in Figure 7 and its current position falls within the determination range Awp associated with waypoint WP1, then in step S101 in Figure 4, the control device 10 determines that vehicle 30 has reached waypoint WP1.

[0078] 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.

[0079] (Other embodiments) (1) In each of the embodiments described above, the vehicle 30 shown in Figure 1 is an electric vehicle, but is not limited to this. 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.

[0080] (2) In each of the embodiments described above, the control device 10 is installed in the vehicle 30 as shown in Figure 1, but this is just one example. For example, part or all of the control device 10 may be installed in an external terminal that is wirelessly connected to the vehicle 30 and can be taken outside the vehicle, or in a cloud that is wirelessly connected to the vehicle 30 and can be used for information communication. The external terminal is, for example, a portable computer such as a tablet or smartphone that is operated by the occupants of the vehicle 30.

[0081] (3) In each of the embodiments described above, the target vehicle speed Vt is not changed and remains unchanged in step S107 of Figure 4, but this is just one example. For example, as shown in Figure 5, when the vehicle 30 proceeds along the actual driving path L2, if it is determined in step S101 that the vehicle 30 has reached waypoint WP3, the control processing in Figure 5 then proceeds in the order of steps S101, S102, S103, S106, and S107. In this case, in step S107, the target vehicle speed Vt may not be changed to the waypoint-corresponding target vehicle speed Vtx associated with the waypoint WP immediately preceding waypoint WP1, rather than remaining unchanged.

[0082] (4) In each of the embodiments described above, in step S106 of Figure 4, the control device 10 determines whether the vehicle has continued to travel along the planned route Lr for a predetermined limit or longer up to the waypoint WP that the vehicle 30 was determined to have reached in step S101. In the first embodiment described above, an example of exceeding the predetermined limit is explained, but various other cases are also possible. For example, if we explain the case where the vehicle 30 travels along the actual route L2 in Figure 5, exceeding the predetermined limit may mean that a predetermined determination time has elapsed from the time it was determined in step S101 that the vehicle 30 has reached waypoint WP3. This determination time may be a variable value determined based on the vehicle speed Vc, the distance between each waypoint WP, etc.

[0083] (5) In the second embodiment described above, the determination range Awp shown in Figure 2 is not provided. Instead, as shown in Figure 6, multiple virtual threshold lines Lwp are pre-set, each associated with one of the multiple waypoint WPs. This is just one example.

[0084] For example, both the determination range Awp and the virtual threshold line Lwp may be set in association with waypoints WP. In that case, when the vehicle's current position moves from the opposite side Dfr to the forward side Dff of the vehicle's direction of travel Df, with the virtual threshold line Lwp associated with one of the multiple waypoints WP in between, and enters the determination range Awp associated with that waypoint, it is determined in step S101 of Figure 4 that the vehicle 30 has reached the aforementioned waypoint.

[0085] (6) In each of the embodiments described above, the physical quantity corresponding to the predetermined physical quantity of the Disclosure is the vehicle speed Vc, but this is just one example. In addition to the vehicle speed Vc, the physical quantity corresponding to the predetermined physical quantity of the Disclosure may be, for example, the temperature of the battery 34, the room temperature inside the vehicle controlled by the air conditioning, or the output to an aftermarket electrical load.

[0086] Furthermore, when the temperature of the battery 34 is automatically controlled to approach its control target value, the controlled object is the temperature control system 40, and when the temperature inside the vehicle cabin is automatically controlled to approach its control target value, the controlled object is also the temperature control system 40. In addition, when the output to the aftermarket electrical load is automatically controlled to approach its control target value, the controlled object is the aftermarket load inverter 38.

[0087] (7) In each of the embodiments described above, in step S101 of Figure 4, the control device 10 determines whether the vehicle 30 has reached one of the multiple waypoints WP based on the vehicle's current position obtained from a navigation device or GPS, but this is just one example. For example, the control device 10 may determine whether the vehicle 30 has reached one of the multiple waypoints WP based on external information obtained from outside the vehicle 30. Examples of such external information include image information from surveillance cameras installed around the waypoint WP, and satellite image information obtained from artificial satellites photographing the area around the waypoint WP.

[0088] (8) In each of the embodiments described above, for example, the planned route Lr is a highway as shown in Figure 2, but the control process in Figure 4 may be executed when the vehicle 30 is traveling on a highway or when the vehicle 30 is traveling on an ordinary road.

[0089] (9) In each of the embodiments described above, the processing of each step shown in the flowchart of Figure 4 is implemented by a computer program, but it may also be implemented by hardware.

[0090] (10) 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.

[0091] 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.

[0092] Furthermore, in each of the embodiments described above, if it is stated that external environmental information of the vehicle 30 (e.g., outside temperature) is obtained from a sensor, it is also possible to eliminate the sensor and receive the external environmental information from a server or cloud outside the vehicle 30. Alternatively, it is also possible to eliminate the sensor, obtain related information related to the external environmental information from a server or cloud outside the vehicle 30, and estimate the external environmental information from the obtained related information. [Explanation of Symbols]

[0093] 10 Control device 30 vehicles 35. Motor (Controlled object) 101 Storage section Lr Planned route Vc Vehicle speed (a predetermined physical quantity) Vt Target vehicle speed (control target value) VTX waypoint target vehicle speed (waypoint target value) WP waypoints

Claims

1. A vehicle control device that operates a control target (35) of a vehicle so that a predetermined physical quantity (Vc) approaches a control target value (Vt) in an automatic control system that adjusts the energy consumption of a vehicle (30) traveling along a predetermined route (Lr), A storage unit (101) that pre-stores waypoints (WP) on the planned route and waypoint-corresponding target values ​​(Vtx) associated with those waypoints, A destination determination unit (S101) that determines whether the vehicle has reached the aforementioned waypoint, A vehicle control device comprising: a target value determination unit (S105) that determines, when the arrival determination unit determines that the vehicle has reached the waypoint, the waypoint corresponding target value associated with the waypoint that the vehicle has reached, as the control target value.

2. There are multiple intermediate points along the planned route. The storage unit pre-stores a plurality of waypoints and a plurality of waypoint-corresponding target values ​​associated with each of the plurality of waypoints. The arrival determination unit determines whether the vehicle has reached any of the multiple waypoints, The vehicle control device according to claim 1, wherein, when the arrival determination unit determines that the vehicle has reached one of the plurality of waypoints, the target value determination unit determines the waypoint-corresponding target value associated with the waypoint that the vehicle has reached as the control target value.

3. When the arrival determination unit determines that the vehicle has reached one of the multiple waypoints, the system includes an index update unit (S104) that updates the index information, provided that the arrival determination unit has already determined that the vehicle has reached the waypoint immediately preceding the aforementioned waypoint on the planned route and that the index information (Xnt) has been updated at the time of the determination. The vehicle control device according to claim 2, wherein, when the vehicle has reached a certain waypoint, the arrival determination unit determines, on the condition that the update condition is met, the waypoint-corresponding target value associated with the waypoint is set as the control target value.

4. The vehicle control device according to claim 3, wherein, when the arrival determination unit determines that the vehicle has reached a certain waypoint, if the vehicle has continued to travel along the planned route to the waypoint for a predetermined determination limit or longer, the index update unit updates the index information regardless of the update conditions, and the target value determination unit determines the waypoint-corresponding target value associated with the waypoint as the control target value.

5. The vehicle control device according to claim 4, in which the vehicle continues to travel along the planned route to a certain waypoint for a specified limit or more, means that the vehicle continues to travel while the arrival determination unit determines that the vehicle has reached the waypoints a predetermined number of times or more in the order of the plurality of waypoints arranged on the planned route.

6. The vehicle control device according to any one of claims 1 to 5, wherein the arrival determination unit determines that the vehicle has reached a predetermined determination range (Awp) including the waypoint when the current position of the vehicle enters the waypoint.

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