Vehicle control device and control method

Abstract

The present invention provides a vehicle powered by an electric motor that avoids conflicts between the driving control implemented by a vehicle model corresponding to virtual mobility and the original driving control already implemented in the vehicle. [Solution] When there is an execution request for on-demand driving control that simulates the driving of a virtual mobility vehicle in response to the demands of the vehicle's occupants, and the on-demand driving control includes a first control that is executed under the vehicle's first driving conditions, the first control is executed when the first driving conditions are met. When there is an execution request for on-demand driving control, and the original driving control implemented in the vehicle includes a second control that is executed under the vehicle's second driving conditions, and the on-demand driving control does not include a driving control that corresponds to the second control, the second control is executed when the second driving conditions are met.

Description

Technical Field

[0001] The present disclosure relates to an apparatus and method for controlling a vehicle that travels by driving an electric motor.

Background Art

[0002] Patent Document 1 discloses a technique for producing a pseudo shift change in a vehicle that travels by driving an electric motor. In this prior art, based on internal information of the vehicle such as vehicle speed, accelerator opening, and brake depression amount, it is determined whether the upshift condition or downshift condition of the vehicle is satisfied. Then, when it is determined that the upshift condition or downshift condition is satisfied, control is executed to vary the carrier frequency of an inverter that supplies power to the electric motor by a set amount.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The variable control of the carrier frequency in Patent Document 1 is not included in the original drive control of the electric motor. Therefore, the execution of the drive control of the electric motor and the execution of the variable control of the carrier frequency do not conflict. However, when a travel control implemented in a vehicle for a specific purpose has the same control content as the original travel control already implemented in the vehicle, and the execution conditions of these travel controls are both satisfied, these travel controls may conflict.

[0005] In particular, the inventors of this disclosure are considering using multiple vehicle models corresponding to each of the virtual mobility devices to perform driving control, with the aim of giving the vehicle driver an experience as if they were riding in various virtual mobility devices. Here, in order to improve the reproducibility of driving with a particular virtual mobility device, it is desirable that the vehicle model that realizes the driving control implemented in that virtual mobility device is implemented in the vehicle. However, in this case, there is a high possibility that the driving control realized by one of the vehicle models will conflict with the original driving control already implemented in the vehicle.

[0006] This disclosure has been made in view of the above-mentioned issues. One objective of this disclosure is to provide a technology for avoiding conflict between driving control realized by a vehicle model corresponding to virtual mobility and the original driving control already implemented in a vehicle that runs on an electric motor. [Means for solving the problem]

[0007] The first aspect of this disclosure is a control device for a vehicle that is driven by an electric motor. The control device comprises one or more storage devices and one or more processing circuits. The one or more storage devices store an original driving control program implemented in the vehicle and a vehicle model for on-demand driving control that simulates the driving of a virtual mobility device in response to a request from the vehicle's occupant. The one or more processing circuits execute the original driving control or the on-demand driving control. The one or more processing circuits are configured such that, when there is an execution request for the on-demand driving control, if the on-demand driving control includes a first control that is executed under a first driving condition of the vehicle, the first control is executed when the first driving condition is met; and when there is an execution request, if the original driving control includes a second control that is executed under a second driving condition of the vehicle, and the on-demand driving control does not include a driving control corresponding to the second control, the second control is executed when the second driving condition is met.

[0008] The second aspect of this disclosure is a method for controlling a vehicle that is driven by an electric motor. The control method involves causing a computer to perform either the original driving control implemented in the vehicle, or on-demand driving control that simulates the driving of a virtual mobility device in response to the requests of the vehicle's occupants. When the computer receives an execution request for the on-demand driving control, and the on-demand driving control includes a first control that is performed under the first driving conditions of the vehicle, the computer executes the first control when the first driving conditions are met. When the computer receives an execution request, and the original driving control includes a second control that is performed under the second driving conditions of the vehicle, and the on-demand driving control does not include a driving control that corresponds to the second control, the computer executes the second control when the second driving conditions are met. [Effects of the Invention]

[0009] When there is a request to execute on-demand driving control, if the on-demand driving control includes a first control executed under a first driving condition, and the original driving control includes a second control executed under a second driving condition, and furthermore, when the first and second driving conditions are common, the first and second controls may conflict. In this regard, according to this disclosure, if the on-demand driving control includes a first control, the first control is executed when the first driving condition is met. Also, if the original driving control includes a second control executed under a second driving condition, and the on-demand driving control does not include a driving control equivalent to the second control, the second control is executed when the second driving condition is met. Therefore, it is possible to select and appropriately execute either the first or the second control. Note that "driving control equivalent to the second control" means on-demand driving control executed under driving conditions common to the second driving condition. [Brief explanation of the drawing]

[0010] [Figure 1] This figure shows an example of the configuration of a vehicle according to the present disclosure. [Figure 2] This figure shows an example of the configuration of the motor control function of the control device. [Figure 3] This figure shows an example of a vehicle model configuration. [Figure 4] This figure shows an example configuration of the sound control function of a control device. [Figure 5] This figure shows an example configuration of the motor control function of the control device related to the execution of the first and second control. [Figure 6] This is an example of a time chart when the first and second controls correspond to hill climbing control. [Figure 7] This is an example of a time chart for a case where the second control corresponds to hill climbing control, and there is no driving control equivalent to hill climbing control in the on-demand driving control. [Figure 8] This flowchart shows an example of computer processing related to the mediation of the first and second controls. [Figure 9] This flowchart shows an example of computer processing related to the mediation of the first and second controls. [Modes for carrying out the invention]

[0011] Embodiments of this disclosure will be described below with reference to the drawings. In each drawing, the same or corresponding parts are denoted by the same reference numerals, and their descriptions are simplified or omitted.

[0012] 1. Example Configuration 1-1. Example of Power System Configuration Figure 1 shows an example of the configuration of a vehicle according to the present disclosure. In the example shown in Figure 1, the vehicle 100 is equipped with an electric motor (M) 2 as a drive source for driving. The electric motor 2 is, for example, a three-phase AC motor. The output shaft 3 of the electric motor 2 is connected to one end of the propeller shaft 5 via a gear mechanism 4. The other end of the propeller shaft 5 is connected to a drive shaft 7 at the front of the vehicle via a differential gear 6.

[0013] Vehicle 100 also includes drive wheels 8 which are the front wheels, and driven wheels 12 which are the rear wheels. The drive wheels 8 are respectively provided at both ends of the drive shaft 7. That is, vehicle 100 is a front-wheel drive (FF) vehicle driven by one electric motor 2. However, vehicle 100 may be a vehicle with two electric motors arranged in the front and rear to drive the front and rear wheels respectively. Vehicle 100 may also be a vehicle equipped with in-wheel motors for each wheel.

[0014] Vehicle 100 further includes a battery (BATT) 14 and an inverter (INV) 16. The battery 14 stores electrical energy for driving the electric motor 2. That is, vehicle 100 is a battery electric vehicle (BEV) that runs on the electrical energy stored in the battery 14. However, vehicle 100 may also be a hybrid electric vehicle (HEV) having a mode of running only with the driving force of the electric motor, a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV) that supplies the electrical energy generated by a fuel cell to the electric motor. The inverter 16 is, for example, a voltage source inverter. The inverter 16 controls the motor torque output by the electric motor 2 by PWM control.

[0015] 1-2. Configuration Example of Control System In the example shown in FIG. 1, vehicle 100 includes an accelerator pedal stroke sensor 32. The accelerator pedal stroke sensor 32 is provided on the accelerator pedal 22 and outputs a signal indicating the operating state of the accelerator pedal 22. The operating state of the accelerator pedal typically includes the accelerator opening and the accelerator opening speed. Vehicle 10 also includes a brake pedal stroke sensor 34. The brake pedal stroke sensor 34 is provided on the brake pedal 24 and outputs a signal indicating the operating state of the brake pedal 24. The operating state of the brake pedal 24 typically includes the brake opening and the brake opening speed. The accelerator pedal 22 and the brake pedal 24 are each one of the operating members for driving and braking vehicle 100. Vehicle 100 may further include various driving operation members such as a steering wheel for steering vehicle 100.

[0016] Vehicle 100 also includes a driving environment sensor 35. The driving environment sensor 35 is a sensor for detecting the driving environment of vehicle 100. Examples of the driving environment sensor 35 include a camera, a radar, a LiDAR, a GNSS (Global Navigation Satellite System) receiver, and the like. Vehicle 100 further includes a rotational speed sensor 40. The rotational speed sensor 40 is provided on the electric motor 2 and outputs a signal indicating the rotational speed of the electric motor 2.

[0017] Vehicle 100 also includes an HMI (Human Machine Interface) 20 as a user interface and a speaker 21. The HMI 20 presents various information to the driver of vehicle 100 and receives various inputs from the driver. The HMI 20 includes a display, switches, and the like. For example, the HMI 20 displays various information on the display and receives inputs from the driver with respect to the display content by switch operations. Also, when the HMI 20 is composed of a touch screen, the HMI 20 displays various information on the touch screen and receives inputs from the driver with respect to the display content by touch operations. The speaker 21 outputs sound inside the vehicle 100. In particular, the speaker 21 can output a pseudo engine sound described later. The speaker 21 may be configured as a part of the HMI 20.

[0018] Vehicle 100 also includes a control device 101. Various sensors and devices to be controlled mounted on vehicle 100 are connected to the control device 101 via an in-vehicle network such as a CAN (Controller Area Network). In addition to the vehicle speed sensor 30, the accelerator pedal stroke sensor 32, the brake pedal stroke sensor 34, and the rotational speed sensor 40 described above, various other sensors may be mounted on vehicle 100 and connected to the control device 101 via the in-vehicle network.

[0019] The control device 101 generates control signals related to various controls on the vehicle 100 based on signals acquired from various sensors. The control device 101 is typically composed of an ECU (Electric Control Unit). The control device 101 may be a combination of multiple ECUs. The control device 101 includes one or more processing circuits 102 and one or more storage devices 103. In the following description, one or more processing circuits 102 will also be referred to as "processing circuit 102," and one or more storage devices 103 will also be referred to as "storage device 103."

[0020] The processing circuit 102 performs various processes. The processing circuit 102 consists of, for example, a general-purpose processor, an application-specific processor, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), an integrated circuit, a conventional circuit, and one or more combinations thereof. A processor including transistors and other circuits is an example of the processing circuit 102. The processing circuit 102 may also be called circuitry or processing circuitry. Circuitry is hardware programmed to perform the functions described in this disclosure, or hardware that performs those functions.

[0021] The storage device 103 stores various information necessary for the execution of processing by the processing circuit 102. The storage device 103 is composed of recording media such as RAM (Random Access Memory), ROM (Read Only Memory), SSD (Solid State Drive), HDD (Hard Disk Drive), etc. The storage device 103 stores a program 104 that can be executed by the processing circuit 102 and various data 105. The program 104 consists of multiple instructions that describe the processing to be executed by the processing circuit 102. The program 104 may be recorded on a computer-readable recording medium. The functions of the control device 101 are realized through the cooperation of the processing circuit 102 that executes the program 104 and the storage device 103.

[0022] The control device 101 has at least two control modes for controlling the movement of the vehicle 100: an original mode and an on-demand mode. Depending on the control mode selected by the driver of the vehicle 100 (hereinafter also referred to as the "selected mode"), the movement control of the vehicle 100 performed by the control device 101 changes. The control modes of the vehicle 100 will be described below.

[0023] The original mode is a control mode in which the vehicle 100 is driven as a normal BEV. When the original mode is selected, the control device 101 controls the vehicle 100's driving so that it operates as a normal BEV. On the other hand, the on-demand mode is a control mode in which the vehicle 100 reproduces the operation of a mobility selected by the driver from among several virtual mobility options (hereinafter also referred to as "selected mobility"). When the on-demand mode is selected, the control device 101 controls the vehicle 100's driving so that the driver can feel as if they are driving the selected mobility. Details of the various controls of the vehicle 100 in the original mode and on-demand mode will be described later.

[0024] Multiple virtual mobility options include various vehicles with different acceleration characteristics in response to driver input. Each virtual mobility option may be based on a real-world mobility option (e.g., a gasoline-powered vehicle, a hybrid vehicle) or it may be based on a hypothetical mobility option that does not exist in reality. Differences in acceleration characteristics generally stem from differences in the configuration of the powertrain from the drive source to the drive wheels, and differences in the powertrain control methods. Therefore, it can be considered that multiple virtual mobility options include various mobility options that differ in at least some of the elements that influence the differences in acceleration characteristics.

[0025] The control mode is selected by the driver operating the HMI20. The HMI20 receives input from the driver regarding the control mode. The HMI20 also receives input from the driver regarding the selected mobility in on-demand mode. The control device 101 controls the driving of the vehicle 100 according to the selected control mode (i.e., the selected mode).

[0026] 2. Example of Control Device Functional Configuration 2-1. Motor control function The control device 101 functions as a motor control device that controls the electric motor 2 in accordance with the driver's driving operations for the vehicle 100. Specifically, the control device 101 functions as a motor control device when the processing circuit 102 executes the electric motor control program 104 stored in the memory device 103. The motor control function of the control device 101 will be described below.

[0027] Figure 2 shows an example of the configuration of the motor control function of the control device 101. The control device (motor control device) 101 calculates the target driving force of the vehicle 100 according to the driver's driving operation. The control device 101 then controls the electric motor 2 via the inverter 16 to apply the calculated target driving force to the vehicle 100.

[0028] The control device 101 receives signals from the HMI 20 and the sensor system 50. The sensor system 50 includes the vehicle speed sensor 30, accelerator pedal stroke sensor 32, brake pedal stroke sensor 34, driving environment sensor 35, and rotational speed sensor 40, as described above. The sensor system 50 may also include other sensors not shown. For example, the sensor system 50 may include a steering angle sensor for detecting the steering angle of the steering wheel, a yaw rate sensor for detecting the yaw rate of the vehicle 100, and an IMU (Inertial Measurement Unit) for detecting the attitude of the vehicle 100.

[0029] The signals input from the HMI 20 to the control unit 101 include at least one of the following: a signal indicating the control mode selected by the driver (i.e., the selection mode), and a signal indicating the virtual mobility selected by the driver (i.e., the selectable mobility). The signals input from the sensor system 50 to the control unit 101 include a signal indicating the vehicle speed of the vehicle 100, a signal indicating the operating state of the accelerator pedal 22, a signal indicating the operating state of the brake pedal 24, a signal indicating the driving environment of the vehicle 100, and a signal indicating the rotational speed of the electric motor 2.

[0030] The control device 101 includes, as blocks for realizing motor control functions, a mode information acquisition unit 110, an on-demand mode driving force calculation unit 120, an original mode driving force calculation unit 130, a target driving force arbitration unit 140, an electric motor control unit 150, and a vehicle model management unit 160. These functional blocks are realized through the cooperation of a processing circuit 102 that executes program 104 and a storage device 103.

[0031] The mode information acquisition unit 110 receives signals from the HMI 20 and acquires information about the selected mode. The mode information acquisition unit 110 also acquires information about the selected mobility. The mode information acquisition unit 110 further transmits the selected mode information to the target drive force arbitration unit 140. If information about the selected mobility has been acquired, the mode information acquisition unit 110 transmits this information to the on-demand mode drive force calculation unit 120.

[0032] The on-demand mode driving force calculation unit 120 acquires information on the selected mobility from the mode information acquisition unit 110. Then, based on the signals from the sensor system 50 and the vehicle model 200 of the selected mobility read from the vehicle model management unit 160, the on-demand mode driving force calculation unit 120 calculates the target driving force in on-demand mode. In other words, the on-demand mode driving force calculation unit 120 calculates the target driving force necessary to reproduce the acceleration sensation of the selected mobility in vehicle 100 in response to the driver's driving operations. For example, the on-demand mode driving force calculation unit 120 uses the vehicle model 200 of the selected mobility to calculate the virtual acceleration when the selected mobility is being driven. Then, the on-demand mode driving force calculation unit 120 calculates the target driving force so that the acceleration of vehicle 100 becomes the virtual acceleration.

[0033] The original mode driving force calculation unit 130 calculates the target driving force in original mode based on signals from the sensor system 50. In other words, the original mode driving force calculation unit 130 calculates the target driving force necessary to operate the vehicle 100 as a normal BEV. For example, the original mode driving force calculation unit 130 calculates the target driving force using a map with the accelerator pedal opening degree of the accelerator pedal 22 and the rotational speed of the electric motor 2 as parameters. The original mode driving force calculation unit 130 can also calculate the target driving force using the brake pedal opening degree of the brake pedal 24 as a parameter.

[0034] The target driving force arbitration unit 140 arbitrates the target driving force of the vehicle 100 used to control the electric motor 2. The target driving force arbitration unit 140 acquires information on the selected mode from the mode information acquisition unit 110, for example, and determines the target driving force of the vehicle 100 based on this information. That is, if the on-demand mode is selected, the target driving force arbitration unit 140 transmits the target driving force calculated by the on-demand mode driving force calculation unit 120 to the electric motor control unit 150 as the target driving force of the vehicle 100. If the original mode is selected, the target driving force arbitration unit 140 transmits the target driving force calculated by the original mode driving force calculation unit 130 to the electric motor control unit 150 as the target driving force of the vehicle 100.

[0035] If the on-demand mode is selected, the target driving force arbitration unit 140 may transmit the target driving force calculated by the original mode driving force calculation unit 130 to the electric motor control unit 150 as the target driving force of the vehicle 100. In other words, even if the on-demand mode is selected, the target driving force arbitration unit 140 may use the target driving force calculated by the original mode driving force calculation unit 130 as the target driving force of the vehicle 100, rather than the target driving force calculated by the on-demand mode driving force calculation unit 120.

[0036] The target driving force of the vehicle 100 is input to the electric motor control unit 150 via the target driving force arbitration unit 140. The electric motor control unit 150 changes the motor torque output by the electric motor 2 so as to apply the input target driving force to the vehicle 100. More specifically, the electric motor control unit 150 generates a control signal for the inverter 16 according to the input target driving force. Then, the electric motor control unit 150 changes the motor torque output by the electric motor 2 via PWM control by the inverter 16.

[0037] In this way, the control device 101 controls the electric motor 2 to apply the target driving force to the vehicle 100. Therefore, when the target driving force calculated by the on-demand mode driving force calculation unit 120 is input to the electric motor control unit 150, the acceleration characteristics of the vehicle 100 become acceleration characteristics that simulate the acceleration characteristics of a selective mobility vehicle. When the target driving force calculated by the original mode driving force calculation unit 130 is input to the electric motor control unit 150, the acceleration characteristics of the vehicle 100 become the acceleration characteristics of a normal BEV.

[0038] The vehicle model management unit 160 stores multiple vehicle models 200. The vehicle model management unit 160 is mainly implemented by the storage device 103. Each vehicle model 200 is a model of multiple virtual mobility devices. These vehicle models 200 are managed, for example, by creating a database. The database of vehicle models 200 is included in the data 105 stored in the storage device 103.

[0039] Each vehicle model 200 is a model that simulates the operation of a virtual mobility in response to a driver's driving operation, taking the operating state of the accelerator pedal 22 (e.g., accelerator opening) and the driving state of the vehicle 100 (e.g., vehicle speed) as input. Each vehicle model 200 is configured to simulate at least the driving force applied to the virtual mobility in response to the driving operation, particularly the operation of the accelerator pedal 22, and the acceleration and deceleration operation of the virtual mobility due to the action of that driving force.

[0040] Typically, each vehicle model 200 consists of a control model that simulates the control system related to the powertrain of the virtual mobility, and a plant model that simulates the acceleration and deceleration of the virtual mobility in response to control signals from the control model. In this case, the plant model includes a powertrain model that operates based on control signals from the control model, and a model for simulating the operation of the virtual mobility due to the action of the virtual driving force output by the powertrain model. An example of the configuration of the vehicle model 200 will be described later.

[0041] Each vehicle model 200 has parameters related to the operation of the virtual mobility in the simulation. These parameters include vehicle weight, tire diameter, gear ratios, maximum engine torque, engine torque response, and shift timing. The content of the parameters may differ for each vehicle model. The vehicle model 200 represents a single virtual mobility model through a combination of its parameter settings.

[0042] Figure 3 shows an example configuration of vehicle model 200. In the example shown in Figure 3, vehicle model 200 includes a control model 210 and a plant model 220. The control model 210 simulates a control system related to the powertrain of the virtual mobility. The plant model 220 simulates the acceleration and deceleration of the virtual mobility in response to control signals from the control model 210. The plant model 220 includes a powertrain model that operates based on control signals from the control model 210, and a model for simulating the operation of the virtual mobility due to the action of the virtual driving force output by the powertrain model. The control model 210 can also be said to simulate a control system that calculates the required output for the powertrain of the virtual mobility. The plant model 220 can also be said to simulate physical constraints on the required output of the powertrain.

[0043] Furthermore, the specifications of the control model 210 and the plant model 220 differ depending on the type of powertrain system. For example, the control system, transmission, and drivetrain configurations differ between engine-powered vehicles and hybrid vehicles. Therefore, the vehicle model 200 for engine-powered vehicles and the vehicle model 200 for hybrid vehicles will have different specifications for both the control model 210 and the plant model 220. The example shown in Figure 3 illustrates the case where the virtual mobility is an automatic transmission (AT) vehicle equipped with an engine.

[0044] The control model 210 comprises a target virtual driving force calculation unit 211 and a request output calculation unit 212. The target virtual driving force calculation unit 211 calculates the virtual driving force (target virtual driving force) to be requested by the output of the virtual mobility's powertrain based on the accelerator opening and vehicle speed. For example, the target virtual driving force calculation unit 211 performs the calculation using a map that assigns a target virtual driving force to a combination of accelerator opening and vehicle speed. The request output calculation unit 212 calculates the request output to the powertrain so as to satisfy the calculated target virtual driving force. The calculated request output includes the target engine torque of the internal combustion engine and the target gear of the transmission. The control model 210 transmits the calculated request output to the plant model 220.

[0045] The plant model 220 includes an engine model 221, a transmission model 222, a drivetrain model 223, and a mobility / environment model 224. The engine model 221, transmission model 222, and drivetrain model 223 are models of the powertrain from the power source to the drive wheels. The mobility / environment model 224 is a model for simulating the operation of virtual mobility caused by the virtual driving force output by the powertrain model.

[0046] Engine model 221 is a model of the internal combustion engine that the virtual mobility device possesses. Engine model 221 simulates, for example, the operation of the internal combustion engine in response to a target engine torque input. Engine model 221 outputs virtual engine speed and virtual engine torque. Parameters that can be changed in engine model 221 depending on the selected mobility device include, for example, maximum engine torque and engine torque responsiveness.

[0047] The transmission model 222 is a model of the transmission that the virtual mobility has. The transmission model 222 simulates, for example, the operation of the transmission in response to the input of a target gear. The transmission model 222 outputs a virtual transmission output torque from the virtual engine torque output by the engine model 221 and the gear ratio determined by the virtual gear. The transmission model 222 includes a stepped transmission model that simulates a stepped transmission and a continuously variable transmission model that simulates a continuously variable transmission. Either the stepped transmission model or the continuously variable transmission model is selected depending on the selected mobility. Parameters that can be changed in the transmission model 222 depending on the selected mobility include, for example, each gear ratio and shift timing. In the case of the stepped transmission model, the gear ratio refers to the gear ratio of each gear stage.

[0048] The drivetrain model 223 is a model of the drivetrain of the virtual mobility. The drivetrain model 223 models, for example, the mechanical structure from the transmission to the drive wheels. The drivetrain model 223 calculates the drive wheel torque using the virtual transmission output torque output by the transmission model 222 and a predetermined reduction ratio, and outputs the virtual driving force of the virtual mobility. Parameters that can be changed in the drivetrain model 223 depending on the selected mobility include, for example, the reduction ratio and the maximum allowable torque of the propeller shaft.

[0049] The Mobility and Environment Model 224 is a model that represents the mechanical characteristics and driving environment of a virtual mobility. The Mobility and Environment Model 224 calculates the driving resistance acting on the virtual mobility from the driving environment. Then, the Mobility and Environment Model 224 simulates the acceleration and deceleration of the virtual mobility from the virtual driving force output from the drivetrain model 223, the calculated driving resistance, and the mechanical characteristics of the virtual mobility. The Mobility and Environment Model 224 outputs virtual acceleration from the acceleration and deceleration of the virtual mobility. Parameters that can be changed in the Mobility and Environment Model 224 depending on the selected mobility include, for example, vehicle weight, tire diameter, and CD value.

[0050] 2-2. Sound Control Function The control device 101 also functions as a sound control device that controls the speaker 21 to output the engine sound (hereinafter also referred to as "virtual engine sound") generated by an engine vehicle as a choice of mobility, in relation to the driving control of the vehicle 100. Specifically, the control device 101 functions as a sound control device when the processing circuit 102 executes the sound control program 104 stored in the memory device 103. The sound control function of the control device 101 will be described below.

[0051] Figure 4 shows an example of the configuration of the sound control function of the control device 101. The control device 101 includes a mode information acquisition unit 110 and a virtual engine sound generation unit 170 as blocks for realizing the motor control function. These functional blocks are realized through the cooperation of the processing circuit 102 that executes the program 104 and the storage device 103.

[0052] The mode information acquisition unit 110 receives signals from the HMI 20 and acquires information on the selected mobility and selected mode. If the mode information acquisition unit 110 has also acquired information on the selected mobility, it transmits this information to the virtual engine sound generation unit 170.

[0053] The virtual engine sound generation unit 170 functions when the selected mode is on-demand mode and the selected mobility is an engine vehicle. In this case, the control device 100 reads the vehicle model 200 of the selected mobility based on the selected mobility information from the mode information acquisition unit 110 and sets parameters corresponding to this selected mobility. The virtual engine sound generation unit 170 generates a virtual engine sound based on the virtual engine torque and virtual engine speed calculated using the vehicle model 200 of the selected mobility, and the engine sound source 300 of the selected mobility read from the engine sound source management unit 180.

[0054] The virtual engine sound generation unit 170 includes a sound pressure calculation unit 171 that calculates engine sound pressure and a sound frequency calculation unit 172 that calculates the engine sound frequency. The sound pressure calculation unit 171 calculates the sound pressure of the virtual engine sound from the virtual engine torque using a sound pressure map M11. The sound pressure map M11 is a control map created so that the sound pressure increases as the virtual engine torque increases. The sound frequency calculation unit 172 calculates the frequency of the virtual engine sound from the virtual engine speed using a frequency map M12. The frequency map M12 is a control map created so that the frequency increases as the virtual engine speed increases.

[0055] The control device 101 outputs the virtual engine sound generated by the virtual engine sound generation unit 170 from the speaker 21. In this way, sound control by the control device 101 gives the driver the feeling of driving an engine vehicle when the selected mode is on-demand mode and the selected mobility is an engine vehicle.

[0056] 3. Driving control when On-Demand Mode is selected 3-1. Mediation of the first and second controls Vehicle 100, which can switch between original mode and on-demand mode, means that the driver can switch between requests for vehicle 100's driving control in original mode and requests for vehicle 100's driving control in on-demand mode.

[0057] When the original mode is selected, vehicle 100 is not controlled in on-demand mode. This is because, in this case, there is no information on the selected mobility, and the vehicle model 200 of the selected mobility cannot be identified. However, when the on-demand mode is selected, the processing for controlling the vehicle 100 in on-demand mode and the processing for controlling it in original mode are performed simultaneously. In other words, the processing for on-demand driving control according to the vehicle model 200 of the selected mobility and the processing for original driving control according to program 104 are performed simultaneously.

[0058] In the following, we consider the case where on-demand mode is selected. In this case, on-demand driving control and original driving control may conflict. In this regard, the function of the target driving force arbitration unit 140, as explained in Figure 2, is to arbitrate between the target driving force of vehicle 100 calculated according to the vehicle model 200 of the selected mobility and the one calculated according to program 104. Therefore, this arbitration function makes it possible to make decisions such as prohibiting the execution of original driving control and allowing the execution of on-demand driving control.

[0059] In particular, if the execution conditions for on-demand driving control and those for original driving control are the same, there is a possibility that the execution conditions for these driving controls may be turned ON simultaneously. In this regard, according to the arbitration function described above, even if these execution conditions are turned ON simultaneously, it is possible to make a decision to prohibit the execution of original driving control and execute on-demand driving control. Hereinafter, on-demand driving control that is turned ON under the "first driving conditions" will be referred to as "first control." Also, original driving control that is turned ON under the "second driving conditions" will be referred to as "second control."

[0060] The first and second driving conditions may be the same. Here, "common" driving conditions include not only cases where at least one of the driving conditions is the same, but also cases where a part of this at least one condition differs. Examples of cases where a part of at least one condition differs include differences in the type, numerical value, unit, or threshold of the condition parameters. If the control content of the first control is the same as that of the second control, there is a high probability that the first and second driving conditions will be the same. Here, "common" control content means that at least one of the purpose and objective of the control content is the same.

[0061] In this embodiment, when the first and second driving conditions are the same, and both the first and second control are executable, the execution of the first control takes precedence. This is because the selection of on-demand mode suggests that the driver desires the reproduction of virtual mobility driving control using on-demand mode.

[0062] In this embodiment, if the first and second driving conditions are not common, either the first or second control is executed. When the first control is executable, and there is no driving control equivalent to the second control in the original driving control, the first control is executed when the first driving condition is met. In other words, if the first and second driving conditions are not common and only the first control is executable, the first control is executed when the first driving condition is met. The reason for this is the same as the reason why the execution of the first control takes precedence.

[0063] On the other hand, when the first and second driving conditions are not common and only the second control is executable, and there is no driving control equivalent to the second control in the on-demand driving control, the question arises as to whether or not the second control should be executed when the second driving condition is met. This is because there are two possible options: to execute the second control when the second driving condition is met, and to respect the driver's wishes and not execute the second control even if the second driving condition is met.

[0064] Therefore, in this embodiment, if at least the first control is executable, the first control is executed when the first driving condition is met. Also, if the first and second driving conditions are not the same and only the second control is executable, the second control is executed when the second driving condition is met. Figure 5 is a diagram showing an example configuration of the motor control function of the control device 101 related to the execution of the first and second control. The configuration example shown in Figure 5 is basically the same as that shown in Figure 2. The difference between the two lies in the driving control management unit 190.

[0065] The driving control management unit 190 stores control contents 400 for multiple driving controls. The driving control management unit 190 is mainly implemented by the memory device 103. Each control contents 400 is a driving control implemented for each of the multiple virtual mobility devices. Each control contents 400 includes, for example, an identification number representing at least one of the control purpose and the control objective.

[0066] The control device 101 compares, for example, the identification number of the driving control implemented in the virtual mobility and reproduced by the vehicle model 200 (hereinafter also referred to as "control content CNT-SMB") with the identification number of the original driving control implemented in the vehicle 100 and performed according to program 104 (hereinafter also referred to as "control content CNT-BEV"). The control device 101 then determines that control content CNT-SMB and control content CNT-BEV are common if these identification numbers match. The control device 101 also determines that the first driving conditions for the first control corresponding to control content CNT-SMB are common with the second driving conditions for the second control corresponding to control content CNT-BEV.

[0067] If there is a control content CNT-BEV with an identification number that matches the identification number of control content CNT-SMB, the control device 101 disables the execution of the second control corresponding to control content CNT-BEV. On the other hand, if there is no control content CNT-BEV with an identification number that matches the identification number of control content CNT-SMB, the control device 101 does not disable the execution of the second control corresponding to control content CNT-BEV. In this case, the control device 101 may enable the execution of the second control corresponding to control content CNT-BEV.

[0068] In the example shown in Figure 5, the target driving force arbitration unit 140 determines the target driving force of the vehicle 100 based on the information on the deactivation of the second control and the selected mode information obtained from the mode information acquisition unit 110. For example, if the on-demand mode is selected and there is information on the deactivation of the second control, the target driving force calculated by the on-demand mode driving force calculation unit 120 is set as the target driving force of the vehicle 100 in order to execute the first control while the first driving conditions are met. On the other hand, if the on-demand mode is selected and there is no information on the deactivation of the second control, the target driving force calculated by the original mode driving force calculation unit 130 is set as the target driving force of the vehicle 100 in order to execute the second control only while the second driving conditions are met.

[0069] In this way, when the on-demand mode is selected, the control device 101 switches between the target driving force calculated by the on-demand mode driving force calculation unit 120 and the target driving force calculated by the original mode driving force calculation unit 130 when at least one of the first and second driving conditions is met. As a result, if the first and second driving conditions are common, the first control can be executed while the first driving condition is met. Also, if the first and second driving conditions are not common and there is no driving control equivalent to the first control in the original driving control, the first control can be executed while the first driving condition is met. Furthermore, if the first and second driving conditions are not common and there is no driving control equivalent to the second control in the on-demand driving control, the second control can be executed while the second driving condition is met.

[0070] Furthermore, "driving control equivalent to the first control" as used here refers to original driving control performed under driving conditions common to the first driving conditions. Also, "driving control equivalent to the second control" refers to on-demand driving control performed under driving conditions common to the second driving conditions.

[0071] 3-2. Example of slope climbing control Using hill-climbing control as an example when the selected mobility is an automatic transmission vehicle (AT vehicle) equipped with an engine, original driving control and on-demand driving control will be explained in detail. Figure 6 is an example of a time chart when the first and second controls correspond to hill-climbing control. Figure 7 is an example of a time chart when the second control corresponds to hill-climbing control, and there is no driving control equivalent to hill-climbing control in the on-demand driving control.

[0072] In the examples shown in Figures 6 and 7, vehicle 100 is traveling uphill. Whether vehicle 100 is traveling uphill is determined, for example, based on a signal from the sensor system 50 or a signal from the driving environment sensor 35. When the first and second controls correspond to uphill control, the first and second driving conditions include that vehicle 100 is traveling uphill (for example, traveling on a road surface with a gradient of 5% or more). When it is determined that the first or second driving condition is met, the uphill determination switches from "NO" to "YES".

[0073] In the example shown in Figure 6, the motor torque is constant before the hill-climbing judgment switches from "NO" to "YES," and therefore the vehicle speed of vehicle 100 gradually decreases. However, after the hill-climbing judgment switches from "NO" to "YES," hill-climbing control as the first control is initiated, and the gear shifts down from 6th gear to 4th gear. Along with this downshift, the virtual engine speed calculated based on the vehicle model 200 increases, and the virtual engine torque decreases. However, since the target driving force of vehicle 100 increases, the motor torque increases. As a result, the vehicle speed of vehicle 100 recovers.

[0074] In the example shown in Figure 6, the engine frequency is also calculated based on the virtual engine speed, and the engine sound pressure is calculated based on the virtual engine torque. The calculation of the engine frequency and engine sound pressure is performed, for example, based on the frequency map M12 and sound pressure map M11 described in Figure 4. As a result, different virtual engine sounds are reproduced before and after the execution of the first control, the hill-climbing control.

[0075] In the example shown in Figure 7, there is no driving control equivalent to hill climbing control in the on-demand driving control. Therefore, after the hill climbing judgment switches from "NO" to "YES", hill climbing control as a second control is started, and the motor torque increases. As a result, the driving speed of vehicle 100 recovers. Furthermore, there is no change in virtual engine speed and virtual engine torque before and after the execution of hill climbing control as a second control.

[0076] The fact that there is no change in virtual engine speed and virtual engine torque before and after the execution of the hill-climbing control as a second control means that there is also no change in the virtual engine sound. However, the fact that the virtual engine sound does not change despite the motor torque and driving speed changing due to the execution of the hill-climbing control as a second control may give the driver a sense of unease.

[0077] Therefore, in the example shown in Figure 7, during the execution of the hill-climbing control as the second control, the engine frequency calculated based on the virtual engine speed and the engine sound pressure calculated based on the virtual engine torque are adjusted. For example, the engine frequency is multiplied by a coefficient K1 (>1.0), and the engine sound pressure is multiplied by a coefficient K2 (<1.0). As a result, different virtual engine sounds are played before and after the execution of the hill-climbing control as the second control, eliminating the aforementioned sense of incongruity.

[0078] Furthermore, the driving control examples described in Figures 6 and 7 can also be applied to downhill control when the selected mobility is an automatic transmission vehicle (AT vehicle) equipped with an engine. Uphill control is a transmission control that combines prohibiting upshifts and downshifts while driving uphill, and the purpose of downhill control is basically the same as that of uphill control. Therefore, for example, in the explanation of Figures 6 and 7, by replacing "uphill" with "downhill," replacing the downshift from "6th gear to 4th gear" with "4th gear to 3rd gear," and reversing the direction of change in driving speed (downward to upward) before and after the execution of uphill control, an example of downhill control can be explained.

[0079] 3-3. Computer Processing Examples Figures 8 and 9 are flowcharts illustrating examples of computer processing related to the arbitration of the first and second controls. The routine shown in Figure 8 is repeatedly executed at predetermined intervals by the processing circuit 102 shown in Figure 1, for example. The routine shown in Figure 9 is repeatedly executed at predetermined intervals by the processing circuit 102, for example, while the on-demand mode is selected.

[0080] In the routine shown in Figure 8, the process in step S11 is performed first. In the process in step S11, information regarding the driving control is acquired. The information regarding the driving control includes the control content CNT-BEV and the control content CNT-SMB, which is reproduced by the vehicle model 200 of the virtual mobility. As already explained, the control content CNT-BEV is the original driving control that is implemented in the vehicle 100 and is performed according to program 104. The control content CNT-SMB is the driving control that is implemented in the virtual mobility and is reproduced by the vehicle model 200.

[0081] Following the processing in step S11, the processing in step S12 is performed. In the processing in step S12, a comparison is made between the control content CNT-BEV and the control content CNT-SMB. It is then determined whether or not there is a control content CNT-SMB that shares the same control content as the control content CNT-BEV. This determination is made, for example, by comparing the identification number of the control content CNT-BEV with that of the control content CNT-SMB. If the result of the determination in step S12 is negative, the process ends.

[0082] If the result of step S12 is positive, the process in step S13 is performed. In the process in step S13, the execution of control content CNT-BEV, which has the same control content as control content CNT-SMB, is disabled. The information on the disabling of control content CNT-BEV is stored in the storage device 103.

[0083] In the routine shown in Figure 9, the process in step S21 is performed first. In the process in step S21, various information is acquired. This information includes information about the selected mobility and information about the driving control. The driving control information includes information about the original driving control and information about the on-demand driving control. The original driving control information includes the control content CNT-BEV, the deactivation information for the control content CNT-BEV, and the second driving condition. The on-demand driving control information includes the control content CNT-SMB reproduced by the selected mobility vehicle model 200, and the first driving condition.

[0084] Following the processing in step S21, the processing in step S22 is performed. In the processing in step S22, it is determined whether or not there is a driving control that is to be executed ON (i.e., original driving control or on-demand driving control). The target of the processing in step S22 is the first and second driving conditions obtained in the processing in step S21. If the result of the determination in step S22 is negative, the process ends.

[0085] If the result of step S22 is positive, the process in step S23 is performed. In the process in step S23, it is determined whether the driving control that is executed ON is the first control. The execution condition of the first control is turned ON when the first driving condition is met, and the execution condition of the first control is turned ON when the second driving condition is met. Therefore, if it is determined in the process of step S22 that the first driving condition is met, it is determined in the process of step S23 that the driving control that is executed ON is the first control. On the other hand, if it is determined in the process of step S22 that the second driving condition is met, it is determined in the process of step S23 that the driving control that is executed ON is the second control.

[0086] If the result of the determination in step S23 is positive, the process in step S24 is performed. In the process in step S24, the first control is executed. While the first control is being executed, the process in step S25 is performed. In the process in step S25, it is repeatedly determined whether or not the execution condition of the first control is turned OFF based on the first driving conditions. If the result of the determination in step S25 is negative, the process returns to step S24. In other words, the processes in steps S24 and S25 are repeatedly executed until a positive determination result is obtained in the process in step S25.

[0087] If the result of step S23 is negative, the process in step S26 is performed. In the process in step S26, it is determined whether or not the execution of control content CNT-BEV is invalid. As explained in the description of Figure 8, control content CNT-BEV, which has the same control content as control content CNT-SMB, is invalid. If the invalidation information for control content CNT-BEV was obtained in the process of step S21, it is determined that the execution of control content CNT-BEV is invalid. If the result of the result of step S26 is positive, the process ends.

[0088] If the result of the determination in step S26 is negative, the process in step S27 is performed. In the process in step S27, the second control is executed. While the second control is being executed, the process in step S28 is performed. In the process in step S28, it is repeatedly determined whether or not the execution condition of the second control is turned OFF based on the second driving conditions. If the result of the determination in step S28 is negative, the process returns to step S27. In other words, the processes in steps S27 and S28 are repeatedly executed until a positive determination result is obtained in the process in step S28. [Explanation of Symbols]

[0089] 2...Electric motor, 14...Battery, 20...HMI, 21...Speaker, 22...Accelerator pedal, 24...Brake pedal, 35...Driving environment sensor, 50...Sensor system, 100...Vehicle, 101...Control device, 102...Processing circuit, 103...Memory device, 104...Program, 105...Data, 200...Vehicle model, 300...Engine sound source, 400...Control content, CNT-BEV, CNT-SMB

Claims

1. A control device for a vehicle that runs on the power of an electric motor, One or more storage devices storing an original driving control program implemented in the vehicle, and a vehicle model for on-demand driving control that simulates the driving of a virtual mobility device in response to the requests of the vehicle's occupants, The system comprises one or more processing circuits that perform the original driving control or the on-demand driving control, The one or more processing circuits described above When there is an execution request for the on-demand driving control, and the on-demand driving control includes a first control that is executed under the first driving conditions of the vehicle, the first control is executed when the first driving conditions are met. When such an execution request exists, and the original driving control includes a second control that is executed under the second driving conditions of the vehicle, and the on-demand driving control does not include a driving control that corresponds to the second control, the system is configured to execute the second control when the second driving conditions are met. A vehicle control device characterized by the following features.

2. A control device according to claim 1, The one or more processing circuits described above When the execution request is made, and the on-demand driving control includes the first control, the system is configured to execute the first control when the first driving condition is met, regardless of whether the original driving control includes driving control corresponding to the first control. A vehicle control device characterized by the following features.

3. A control device according to claim 1 or 2, At least one of the first and second driving conditions includes the vehicle traveling uphill, At least one of the first and second controls includes slope climbing control. A vehicle control device characterized by the following features.

4. A control device according to claim 3, The aforementioned virtual mobility includes an engine-powered vehicle that runs on engine power, The one or more storage devices further store an engine sound source for performing sound control to output the engine sound generated by the engine vehicle into the vehicle's cabin. The one or more processing circuits mentioned above, in the sound control, When the target of the execution request is the driving control of the engine vehicle, and the first control corresponds to hill climbing control, the engine sound generated in conjunction with the execution of the hill climbing control as the first control is generated based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model. When the target of the execution request is the driving control of the engine vehicle, and the second control corresponds to hill climbing control, and the on-demand driving control does not include hill climbing control, the system is configured to generate the engine sound that occurs during the hill climbing control as the second control in conjunction with the on-demand driving control based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model. The engine sound generated during the hill-climbing control, which is the second control, is generated by adjusting at least one of the virtual engine torque and virtual engine speed of the engine vehicle, which are calculated using the vehicle model. A vehicle control device characterized by the following features.

5. A control device according to claim 1 or 2, At least one of the first and second driving conditions includes the vehicle traveling downhill, At least one of the first and second controls includes downhill control. A vehicle control device characterized by the following features.

6. A control device according to claim 5, The aforementioned virtual mobility includes an engine-powered vehicle that runs on engine power, The one or more storage devices further store an engine sound source for performing sound control to output the engine sound generated by the engine vehicle into the vehicle's cabin. The one or more processing circuits mentioned above, in the sound control, When the target of the execution request is the driving control of the engine vehicle, and the first control corresponds to downhill control, the engine sound generated in conjunction with the execution of the downhill control as the first control is generated based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model. When the target of the execution request is the driving control of the engine vehicle, and the second control corresponds to downhill control, and the on-demand driving control does not include downhill control, the system is configured to generate the engine sound that occurs during the downhill control as the second control in conjunction with the on-demand driving control based on the engine sound source and the virtual engine torque and virtual engine speed of the engine vehicle calculated using the vehicle model. The engine sound during the downhill control, which is the second control, is generated by adjusting at least one of the virtual engine torque and virtual engine speed of the engine vehicle, which are calculated using the vehicle model. A vehicle control device characterized by the following features.

7. A method for controlling a vehicle that is driven by an electric motor, The control method causes the computer to perform either the original driving control implemented in the vehicle, or on-demand driving control that simulates the driving of a virtual mobility device in response to the requests of the vehicle's occupants. The aforementioned computer, When there is an execution request for the on-demand driving control, and the on-demand driving control includes a first control that is executed under the first driving conditions of the vehicle, the first control is executed when the first driving conditions are met. If the aforementioned execution request exists, and the original driving control includes a second control executed under the second driving conditions of the vehicle, and the on-demand driving control does not include a driving control corresponding to the second control, then the second control will be executed when the second driving conditions are met. A vehicle control method characterized by the following features.

8. A control method according to claim 7, The aforementioned computer, When the execution request is made, and the on-demand driving control includes the first control, the first control will be executed when the first driving condition is met, regardless of whether the original driving control includes driving control corresponding to the first control. A vehicle control method characterized by the following features.

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