Information processing device, information processing program, and information processing method

Abstract

To suppress frequencies of maintenance of a vehicle as a whole.SOLUTION: An information processing device obtains, as a first use history, a use history of a first device provided in a vehicle. The information processing device obtains, as a second use history, a use history of a second device provided in the vehicle, which is different from the first device. The information processing device estimates a first replacement time at which a first consumable part included in the first device should be replaced, on the basis of the first use history, and estimates a second replacement time at which a second consumable part included in the second device should be replaced on the basis of the second use history. The information processing device changes control of the first device so that the first consumable part is consumed less in comparison with a case where the second replacement time is prior to the first replacement time, under the condition that the second replacement time should be later than the first replacement time (S41).SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to an information processing apparatus, an information processing program, and an information processing method.

Background Art

[0002] The vehicle management information providing system of Patent Document 1 includes a group of computers. This group of computers estimates the replacement time of specific parts included in a vehicle. Specifically, the group of computers calculates the average replacement period of a specific vehicle type as the average replacement period of specific parts in the same vehicle type as the vehicle of the target user. Further, the group of computers calculates the average replacement period of the user's vehicle as the average replacement period of specific parts in the vehicle of the target user. Furthermore, the group of computers calculates a replacement time correction value for each user based on the average replacement period of the specific vehicle type and the average replacement period of the user's vehicle. Then, the group of computers estimates the next replacement time of the specific parts in the vehicle of the target user based on the time when the specific parts were last replaced, the predetermined durability period for the specific parts, and the replacement time correction value for each user.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a vehicle, each of a plurality of types of parts included in the vehicle has a lifespan. And when a certain type of part reaches its expiration date, maintenance such as replacement of the part is necessary. Here, if the times to replace parts vary for each type of part, maintenance must be performed every time a part reaches its expiration date, so the number of maintenance times for the entire vehicle may increase.

Means for Solving the Problems

[0005] The information processing device for solving the above problems performs the following: acquires the usage history of a first device provided by the vehicle as a first usage history; acquires the usage history of a second device, which is a separate device from the first device and is provided by the vehicle, as a second usage history; estimates a first replacement time for replacing a first consumable part included in the first device based on the first usage history; estimates a second replacement time for replacing a second consumable part included in the second device based on the second usage history; and, assuming that the second replacement time is later than the first replacement time, changes the control of the first device so that the wear of the first consumable part is less than when the second replacement time is earlier than the first replacement time.

[0006] An information processing program to solve the above problems causes the information processing device to perform the following: acquire the usage history of a first device provided by the vehicle as a first usage history; acquire the usage history of a second device, which is a device separate from the first device and provided by the vehicle, as a second usage history; estimate a first replacement time when a first consumable part included in the first device should be replaced based on the first usage history; estimate a second replacement time when a second consumable part included in the second device should be replaced based on the second usage history; and, assuming that the second replacement time is later than the first replacement time, change the control of the first device so that the wear of the first consumable part is less than when the second replacement time is earlier than the first replacement time.

[0007] An information processing method for solving the above problems involves an information processing device acquiring the usage history of a first device provided by the vehicle as a first usage history, acquiring the usage history of a second device, which is a device separate from the first device and provided by the vehicle, as a second usage history, estimating a first replacement time for replacing a first consumable part included in the first device based on the first usage history, estimating a second replacement time for replacing a second consumable part included in the second device based on the second usage history, and, assuming that the second replacement time is later than the first replacement time, changing the control of the first device so that the wear of the first consumable part is less than when the second replacement time is earlier than the first replacement time. [Effects of the Invention]

[0008] With the above configuration, by changing the control of the first device to reduce wear on the first consumable part, the replacement timing for the first consumable part moves closer to the replacement timing for the second consumable part. Therefore, the likelihood of replacing the first and second consumable parts at the same time increases. As a result, a reduction in the overall maintenance frequency of the vehicle can be expected. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic diagram of the vehicle's configuration. [Figure 2] Figure 2 is a functional block diagram showing the basic configuration of the exercise manager. [Figure 3] Figure 3 is a flowchart showing the estimated control. [Figure 4] Figure 4 is a flowchart showing braking force control. [Modes for carrying out the invention]

[0010] <Outline of the vehicle configuration> An embodiment of the present invention will be described below with reference to Figures 1 to 4. First, the general configuration of the vehicle 100 will be described.

[0011] As shown in Figure 1, the vehicle 100 is equipped with a powertrain system 71, a steering system 72, and a brake system 73. The powertrain 71 includes an internal combustion engine 71A, a motor generator 71B, and a transmission 71C, etc. The internal combustion engine 71A can supply driving force to the drive wheels of the vehicle 100 via the transmission 71C. In other words, the internal combustion engine 71A functions as a power source for the vehicle 100. Furthermore, the internal combustion engine 71A can consume the driving energy of the vehicle 100 by applying the driving energy from the drive wheels of the vehicle 100 to the crankshaft of the internal combustion engine 71A, thereby reducing the driving energy of the vehicle 100 through pumping losses of the internal combustion engine 71A. In other words, the internal combustion engine 71A can supply braking force to the drive wheels of the vehicle 100 through so-called engine braking. In addition, the motor generator 71B can supply driving force to the drive wheels of the vehicle 100 via the transmission 71C. In other words, the motor generator 71B functions as a power source for the vehicle 100 by operating as an electric motor. Furthermore, the motor generator 71B can consume the vehicle's driving energy by converting the driving energy from the vehicle's drive wheels into electrical energy. In other words, the motor generator 71B can apply braking force to the vehicle's drive wheels through so-called regenerative braking. To put it another way, the motor generator 71B can generate braking force for the vehicle 100 by operating as a generator.

[0012] An example of a steering device 72 is a rack and pinion type electric steering device. The steering device 72 can change the direction of the steering wheels of the vehicle 100 by controlling a rack and pinion (not shown).

[0013] The brake device 73 is a so-called mechanical brake device that mechanically brakes the wheels of the vehicle 100. In other words, the brake device 73 is capable of generating braking force for the vehicle 100. In this embodiment, the brake device 73 includes a disc brake. A disc brake is an example of a friction brake.

[0014] As shown in Figure 1, the vehicle 100 is equipped with a central ECU 10, a powertrain ECU 20, a steering ECU 30, a brake ECU 40, and an advanced driver assistance ECU 50. The vehicle 100 is also equipped with a first external bus 61, a second external bus 62, a third external bus 63, and a fourth external bus 64. "ECU" is an abbreviation for Electronic Control Unit.

[0015] The central ECU 10 controls the entire vehicle 100. The central ECU 10 includes an execution unit 11 and a storage device 12. The storage device 12 pre-stores various programs and various data. The storage device 12 includes a read-only ROM, a read and write volatile RAM, and a read and write non-volatile storage. The execution unit 11 performs various processes by executing programs stored in the storage device 12. An example of the execution unit 11 is a CPU.

[0016] The powertrain ECU 20 can communicate with the central ECU 10 via the first external bus 61. The powertrain ECU 20 controls the powertrain device 71 by outputting control signals to the powertrain device 71. The powertrain ECU 20 includes an execution device 21 and a storage device 22. The storage device 22 pre-stores various programs and various data. In addition, the storage device 22 pre-stores the powertrain application 23A as one of the various programs. The powertrain application 23A is application software for controlling the powertrain device 71. The storage device 22 includes ROM, RAM, and storage. The execution device 21 realizes the function of the powertrain control unit 23, which will be described later, by executing the powertrain application 23A stored in the storage device 22. An example of the execution device 21 is a CPU.

[0017] The steering ECU 30 can communicate with the central ECU 10 via the second external bus 62. The steering ECU 30 controls the steering device 72 by outputting control signals to the steering device 72. The steering ECU 30 includes an execution device 31 and a storage device 32. The storage device 32 pre-stores various programs and various data. In addition, the storage device 32 pre-stores the steering application 33A as one of the various programs. The steering application 33A is application software for controlling the steering device 72. The storage device 32 includes ROM, RAM, and storage. The execution device 31 realizes the function of the steering control unit 33, which will be described later, by executing the steering application 33A stored in the storage device 32. An example of the execution device 31 is a CPU.

[0018] The brake ECU 40 can communicate with the central ECU 10 via the third external bus 63. The brake ECU 40 controls the brake device 73 by outputting control signals to the brake device 73. The brake ECU 40 includes an execution unit 41 and a storage device 42. The storage device 42 pre-stores various programs and various data. The storage device 42 stores the date and time when the oil for lubricating the internal combustion engine 71A was changed. The storage device 42 also stores the date and time when the refrigerant for cooling the motor generator 71B was changed. Furthermore, the storage device 42 stores the date and time when the brake pads of the brake device 73 were replaced. These dates and times are updated each time a replacement is performed. The storage device 42 also stores the standard lifespan of the oil for lubricating the internal combustion engine 71A. The storage device 42 also stores the standard lifespan of the refrigerant for cooling the motor generator 71B. Furthermore, the storage device 42 stores the standard lifespan of the brake pads of the brake device 73. Here, the standard lifespan is an estimated period from when consumable parts such as oil begin to be used until those consumable parts become unusable. The standard lifespan is predetermined through experiments and simulations. Furthermore, the standard lifespan is determined individually for each consumable part.

[0019] Also, as one of various programs, the storage device 42 stores a brake application 43A in advance. The brake application 43A is application software for controlling the brake device 73. Furthermore, as one of various programs, the storage device 42 stores a motion manager application 45A in advance. The motion manager application 45A is application software for mediating a plurality of motion requests. Note that the storage device 42 includes a ROM, a RAM, and a storage. The execution device 41 realizes the function as a brake control unit 43, which will be described later, by executing the brake application 43A stored in the storage device 42. Also, the execution device 41 realizes the function as a motion manager 45, which will be described later, by executing the motion manager application 45A stored in the storage device 42. Note that an example of the execution device 41 is a CPU. In the present embodiment, the brake ECU 40 is an example of an information processing device. Also, the motion manager application 45A is an example of an information processing program. Furthermore, by the execution device 41 executing the motion manager application 45A, various processes in the information processing method are executed.

[0020] The advanced driver assistance ECU 50 can communicate with the central ECU 10 via the fourth external bus 64. The advanced driver assistance ECU 50 performs various types of driver assistance. The advanced driver assistance ECU 50 is equipped with an execution device 51 and a storage device 52. The storage device 52 pre-stores various programs and various data. The various programs include a first assistance application 56A, a second assistance application 57A, and a third assistance application 58A. An example of the first assistance application 56A is application software for collision mitigation braking, also known as AEB (Autonomous Emergency Braking), which automatically applies the brakes to reduce the damage of a collision with the vehicle 100. An example of the second assistance application 57A is application software for lane keeping assist, also known as LKA (Lane Keeping Assist), which maintains the lane in which the vehicle 100 is traveling. An example of the third assistance application 58A is application software for adaptive cruise control (ACC), which maintains a constant distance from a preceding vehicle traveling ahead of the vehicle 100. In this embodiment, the first support application 56A, the second support application 57A, and the third support application 58A are application software that realizes the driving assistance functions of the vehicle 100. The storage device 52 includes ROM, RAM, and storage. The execution device 51 realizes the function of the first support unit 56, described later, by executing the first support application 56A stored in the storage device 52. The execution device 51 also realizes the function of the second support unit 57, described later, by executing the second support application 57A stored in the storage device 52. The execution device 51 realizes the function of the third support unit 58, described later, by executing the third support application 58A stored in the storage device 52. An example of the execution device 51 is a CPU.

[0021] <Basic Structure of an Exercise Manager> Next, referring to FIG. 2, the basic configuration of the motion manager 45 will be described. As shown in FIG. 2, the motion manager 45 can communicate with the first support unit 56, the second support unit 57, and the third support unit 58. Further, the motion manager 45 can communicate with the power train control unit 23, the steering control unit 33, and the brake control unit 43.

[0022] When the first support unit 56, the second support unit 57, and the third support unit 58 execute various controls, they output a motion request to the motion manager 45. At this time, the first support unit 56, the second support unit 57, and the third support unit 58 continue to output the motion request, for example, from when various controls become necessary until they are no longer necessary. Here, the motion request includes a required longitudinal acceleration GXR or the like for controlling the acceleration along the front and rear axes of the vehicle 100.

[0023] As shown in Figure 2, the motion manager 45 receives motion requests from the first support unit 56, the second support unit 57, and the third support unit 58. The motion manager 45 also mediates the received motion requests. For example, when the motion manager 45 receives requested longitudinal acceleration GXR from multiple support units, the motion manager 45 selects the requested longitudinal acceleration GXR that was received earliest as the mediation result. Also, for example, when the motion manager 45 receives requested longitudinal acceleration GXR from multiple support units, it selects the smallest requested longitudinal acceleration GXR as the mediation result. In this way, the motion manager 45 selects the requested longitudinal acceleration GXR according to predetermined rules. Then, based on the mediation result, the motion manager 45 generates instruction values ​​for operation requests to control various actuators. Here, the various actuators are the powertrain device 71, the steering device 72, and the brake device 73, etc. For example, when controlling the powertrain device 71, the motion manager 45 outputs instruction values ​​for operation requests to the powertrain control unit 23. The powertrain control unit 23 then outputs a control signal to the powertrain device 71 based on the instruction value of the operation request. In this way, the instruction value output by the motion manager 45 is received by the control unit corresponding to the actuator to be controlled, and the actuator is controlled by that control unit.

[0024] <Estimation Control> Next, with reference to Figure 3, the estimation control performed by the motion manager 45 will be described. In this embodiment, the motion manager 45 performs estimation control each time the vehicle 100's system switches from off to on. At this time, the motion manager 45 performs estimation control for each target consumable part. In this embodiment, the target consumable parts are the consumable parts included in the internal combustion engine 71A, the consumable parts included in the motor generator 71B, and the consumable parts included in the brake device 73. An example of a consumable part included in the internal combustion engine 71A is the oil used to lubricate the various parts of the internal combustion engine 71A. Another example of a consumable part included in the motor generator 71B is the refrigerant used to cool the various parts of the motor generator 71B. An example of a consumable part included in the brake device 73 is the brake pad. In this embodiment, the brake device 73 is the first device. The internal combustion engine 71A and the motor generator 71B are each second devices, separate from the first device. Furthermore, the consumable parts included in the brake device 73 are the first consumable parts. Furthermore, the consumable parts included in the internal combustion engine 71A and the consumable parts included in the motor generator 71B are each second consumable parts.

[0025] As shown in Figure 3, when the motion manager 45 starts estimated control, it executes the process in step S11. In step S11, the motion manager 45 acquires the usage history of each device. For example, in estimated control targeting the internal combustion engine 71A, the motion manager 45 acquires the cumulative rotational speed of the internal combustion engine 71A from the time the consumable parts of the internal combustion engine 71A start to be used until the processing time of step S11 as the usage history of the internal combustion engine 71A. Here, the cumulative rotational speed of the internal combustion engine 71A is obtained by multiplying the number of rotations of the crankshaft per unit time, expressed in units such as "rpm", by the number of unit times from the time the consumable parts start to be used until the processing time of step S11.

[0026] Furthermore, in the estimation control targeting the motor generator 71B, the following processing is performed, for example. Specifically, the motion manager 45 acquires the cumulative power consumption of the motor generator 71B from the time the consumable parts of the motor generator 71B start to be used until the processing time of step S11 as the usage history of the motor generator 71B. Here, the cumulative power consumption of the motor generator 71B is obtained by multiplying the absolute value of the amount of power consumed or generated per unit time by the motor generator 71B by the number of unit times from the time the consumable parts start to be used until the processing time of step S11.

[0027] Furthermore, in the estimation control targeting the brake device 73, the following processing is performed, for example. Specifically, the motion manager 45 acquires the cumulative value of the braking force of the vehicle 100 generated by the brake device 73 from the time the consumable parts of the brake device 73 begin to be used until the processing time of step S11, as the usage history of the brake device 73. Here, the cumulative value of the braking force of the vehicle 100 generated by the brake device 73 is obtained by multiplying the braking force of the vehicle 100 per unit time generated by the brake device 73 by the number of unit times from the time the consumable parts begin to be used until the processing time of step S11. In this embodiment, the usage history of the brake device 73 corresponds to the first usage history. The usage history of the internal combustion engine 71A and the usage history of the motor generator 71B each correspond to the second usage history. After step S11, the motion manager 45 proceeds to step S12.

[0028] In step S12, the motion manager 45 obtains a predetermined standard lifespan and start date for each consumable part included in the device. For example, in the estimation control for the internal combustion engine 71A, the motion manager 45 obtains the standard lifespan of the oil used to lubricate the internal combustion engine 71A from the storage device 42. The motion manager 45 also obtains the date and time when the oil used to lubricate the internal combustion engine 71A was changed from the storage device 42 as the start date for use.

[0029] Similarly, in the case of estimated control for the motor generator 71B, for example, the motion manager 45 obtains the reference life of the refrigerant used to cool the motor generator 71B from the memory device 42. Furthermore, the motion manager 45 obtains the date and time when the refrigerant used to cool the motor generator 71B was replaced from the memory device 42 as the start date of use.

[0030] Furthermore, in the estimation control targeting the brake device 73, for example, the motion manager 45 obtains the reference life of the brake pads of the brake device 73 from the storage device 42. In addition, the motion manager 45 obtains the date and time when the brake pads of the brake device 73 were replaced from the storage device 42 as the start date of use. After step S12, the motion manager 45 proceeds to step S13.

[0031] In step S13, the motion manager 45 estimates the replacement time for the consumable parts included in the device, based on the standard lifespan of the consumable parts, the start date of use of the consumable parts, and the usage history of the device including the consumable parts. For example, in estimation control targeting consumable parts included in the internal combustion engine 71A, the motion manager 45 estimates the engine replacement time TE, which is the replacement time for the consumable parts, based on the standard lifespan of the consumable parts, the start date of use of the consumable parts, and the usage history of the internal combustion engine 71A. At this time, the motion manager 45 calculates the rate of increase of the accumulated rotational speed by dividing the usage history of the internal combustion engine 71A, i.e., the accumulated rotational speed of the internal combustion engine 71A, by the period from the start date of use of the consumable parts to the processing time in step S13. The motion manager 45 also estimates the date and time when the accumulated rotational speed of the internal combustion engine 71A will reach the accumulated rotational speed corresponding to the standard lifespan of the consumable parts, assuming that the accumulated rotational speed increased at the calculated rate of increase. The motion manager 45 then sets the estimated date and time as the engine replacement time TE. Using a similar method, the motion manager 45 estimates the motor replacement time TM, which is the time when the consumable parts in the motor generator 71B should be replaced. The motion manager 45 also estimates the brake replacement time TB, which is the time when the consumable parts in the brake device 73 should be replaced. After step S13, the motion manager 45 terminates the current estimation control.

[0032] <Braking force control> Next, with reference to Figure 4, the braking force control performed by the motion manager 45 will be described. In this embodiment, the motion manager 45 performs braking force control whenever a request to generate braking force for the vehicle 100 arises. Here, the situation in which a request to generate braking force for the vehicle 100 arises is, for example, when the vehicle 100 is being operated by the driver of the vehicle 100, and the brake pedal of the vehicle 100 is operated by the driver of the vehicle 100. Another situation in which a request to generate braking force for the vehicle 100 arises is, for example, when the driving support function of the vehicle 100 by the first support unit 56, etc. is being implemented, and a negative value is output as the requested longitudinal acceleration GXR from the first support unit 56, etc.

[0033] As shown in Figure 4, when the motion manager 45 starts braking force control, it executes the process in step S21. In step S21, the motion manager 45 calculates the target braking force FT, which is the target value of the braking force of the vehicle 100. For example, when the driver of the vehicle 100 operates the brake pedal of the vehicle 100, the motion manager 45 calculates the target braking force FT based on the amount the brake pedal is operated. Also, for example, when a negative value is output as the requested longitudinal acceleration GXR from the first support unit 56 or the like, the motion manager 45 calculates the target braking force FT based on the requested longitudinal acceleration GXR.

[0034] Furthermore, the motion manager 45 calculates the initial values ​​of the target brake force FTB, the target engine brake force FTE, and the target motor brake force FTM by distributing the target braking force FT. At this time, one or two of the initial values ​​of the target brake force FTB, the target engine brake force FTE, and the target motor brake force FTM may be zero. However, the sum of these three initial values ​​is always equal to the target braking force FT. Here, the target brake force FTB is the target value of the braking force of the vehicle 100 generated by the brake device 73. The target engine brake force FTE is the target value of the braking force of the vehicle 100 generated by the internal combustion engine 71A. Furthermore, the target motor brake force FTM is the target value of the braking force of the vehicle 100 generated by the motor generator 71B. After step S21, the motion manager 45 proceeds to step S22.

[0035] In step S22, the motion manager 45 obtains the brake replacement time TB, the engine replacement time TE, and the motor replacement time TM. After step S21, the motion manager 45 proceeds to step S31.

[0036] In step S31, the motion manager 45 determines whether the engine replacement time TE is later than the brake replacement time TB. If the motion manager 45 determines in step S31 that the engine replacement time TE is later than the brake replacement time TB (S31: YES), the motion manager 45 proceeds to step S41. In this embodiment, the brake replacement time TB corresponds to the first replacement time. The engine replacement time TE corresponds to the second replacement time. Therefore, the motion manager 45 proceeds to step S41, with the necessary condition that the second replacement time is later than the first replacement time.

[0037] In step S41, the motion manager 45 reduces the braking force of the vehicle 100 generated by the brake system 73 compared to when the engine replacement timing TE is before the brake replacement timing TB. In other words, the motion manager 45 changes the control of the brake system 73 so that the wear of consumable parts included in the brake system 73 is reduced compared to when the engine replacement timing TE is before the brake replacement timing TB. Specifically, the motion manager 45 reduces the target brake force FTB by subtracting a predetermined first correction value α from the initial value of the target brake force FTB. However, if the result of subtracting the first correction value α from the initial value of the target brake force FTB is a negative value, the motion manager 45 sets the target brake force FTB to zero. In addition, the motion manager 45 increases the braking force of the vehicle 100 generated by the internal combustion engine 71A compared to when the engine replacement timing TE is before the brake replacement timing TB. Specifically, the motion manager 45 increases the target engine braking force FTE by adding the absolute value of the difference between the initial value of the target brake force FTB and the corrected target brake force FTB to the initial value of the target engine braking force FTE. Note that the braking force of the vehicle 100 generated by the internal combustion engine 71A is the braking force of the vehicle 100 generated by engine braking using the internal combustion engine 71A. After step S41, the motion manager 45 proceeds to step S51.

[0038] On the other hand, if the motion manager 45 determines in step S31 above that the engine replacement time TE is before the brake replacement time TB (S31:NO), the motion manager 45 proceeds to step S42.

[0039] In step S42, the motion manager 45 reduces the braking force of the vehicle 100 generated by the internal combustion engine 71A compared to the case where the engine replacement timing TE is later than the brake replacement timing TB. Specifically, the motion manager 45 reduces the target engine braking force FTE by subtracting a predetermined first correction value α from the initial value of the target engine braking force FTE. However, if the result of subtracting the first correction value α from the initial value of the target engine braking force FTE is a negative value, the motion manager 45 sets the target engine braking force FTE to zero. In addition, the motion manager 45 increases the braking force of the vehicle 100 generated by the brake device 73 compared to the case where the engine replacement timing TE is later than the brake replacement timing TB. Specifically, the motion manager 45 increases the target brake braking force FTB by adding the absolute value of the difference between the initial value of the target engine braking force FTE and the corrected target engine braking force FTE to the initial value of the target brake braking force FTB. After step S42, the motion manager 45 proceeds to step S51.

[0040] In step S51, the motion manager 45 determines whether the motor replacement time TM is later than the brake replacement time TB. If the motion manager 45 determines in step S51 that the motor replacement time TM is later than the brake replacement time TB (S51: YES), the motion manager 45 proceeds to step S61. In this embodiment, the motor replacement time TM corresponds to the second replacement time. Therefore, the motion manager 45 proceeds to step S61, with the condition that the second replacement time is later than the first replacement time.

[0041] In step S61, the motion manager 45 reduces the braking force of the vehicle 100 generated by the brake device 73 compared to when the motor replacement time TM is before the brake replacement time TB. In other words, the motion manager 45 changes the control of the brake device 73 so that the wear of consumable parts included in the brake device 73 is reduced compared to when the motor replacement time TM is before the brake replacement time TB. Specifically, the motion manager 45 reduces the target brake force FTB by subtracting a predetermined second correction value β from the corrected target brake force FTB in step S41 or step S42. However, if the result of subtracting the second correction value β from the corrected target brake force FTB in step S41 or step S42 is a negative value, the motion manager 45 sets the target brake force FTB to zero. In addition, the motion manager 45 increases the braking force of the vehicle 100 generated by the motor generator 71B compared to when the motor replacement time TM is before the brake replacement time TB. Specifically, the motion manager 45 calculates the absolute value of the difference between the corrected target brake force FTB in step S41 or step S42 and the corrected target brake force FTB in step S61. The motion manager 45 then increases the target motor brake force FTM by adding the calculated absolute value to the initial value of the target motor brake force FTM. The motion manager 45 controls the brake device 73, the internal combustion engine 71A, and the motor generator 71B according to the final target brake force FTB, target engine brake force FTE, and target motor brake force FTM. As a result, the braking force required for the vehicle 100 is achieved. In this embodiment, the sum of the final target brake force FTB, target engine brake force FTE, and target motor brake force FTM matches the target braking force FT. After step S61, the motion manager 45 terminates the current braking force control.

[0042] On the other hand, if the motion manager 45 determines in step S51 above that the motor replacement time TM is before the brake replacement time TB (S51:NO), the motion manager 45 proceeds to step S62.

[0043] In step S62, the motion manager 45 reduces the braking force of the vehicle 100 generated by the motor generator 71B compared to the case where the motor replacement timing TM is later than the brake replacement timing TB. Specifically, the motion manager 45 reduces the target motor braking force FTM by subtracting a predetermined second correction value β from the initial value of the target motor braking force FTM. However, if the result of subtracting the second correction value β from the initial value of the target motor braking force FTM is a negative value, the motion manager 45 sets the target motor braking force FTM to zero. In addition, the motion manager 45 increases the braking force of the vehicle 100 generated by the brake device 73 compared to the case where the motor replacement timing TM is later than the brake replacement timing TB. Specifically, the motion manager 45 calculates the absolute value of the difference between the initial value of the target motor braking force FTM and the corrected target motor braking force FTM. Then, the motion manager 45 increases the target brake braking force FTB by adding the calculated absolute value to the corrected target brake braking force FTB from step S41 or step S42. The motion manager 45 controls the brake system 73, the internal combustion engine 71A, and the motor generator 71B according to the final target brake force FTB, target engine brake force FTE, and target motor brake force FTM. As a result, the required braking force for the vehicle 100 is achieved. In this embodiment, the sum of the final target brake force FTB, target engine brake force FTE, and target motor brake force FTM is equal to the target braking force FT. Also, in this embodiment, the second correction value β is the same as the first correction value α. After step S62, the motion manager 45 terminates the current braking force control.

[0044] <Operation of this embodiment> In vehicle 100, estimation control is performed to estimate the brake replacement time TB, engine replacement time TE, and motor replacement time TM. At this time, let's assume that the engine replacement time TE and motor replacement time TM are later than the brake replacement time TB. Then, when a request to generate braking force for vehicle 100 occurs, braking force control is performed. In this braking force control, the motion manager 45 makes an affirmative determination in step S31, and proceeds to step S41. In step S41, the motion manager 45 changes the control of the brake device 73 so that the wear of consumable parts included in the brake device 73 is less than when the engine replacement time TE is before the brake replacement time TB. Furthermore, the motion manager 45 makes an affirmative determination in step S51, and proceeds to step S61. In step S61, the motion manager 45 changes the control of the brake device 73 so that the wear of consumable parts included in the brake device 73 is less than when the motor replacement time TM is before the brake replacement time TB.

[0045] <Effects of this embodiment> (1) According to this embodiment, since the control of the brake device 73 changes in step S41, etc., the brake replacement time TB becomes later compared to the control when the engine replacement time TE and motor replacement time TM are before the brake replacement time TB. In other words, the brake replacement time TB approaches the engine replacement time TE and motor replacement time TM. This increases the likelihood that the consumable parts included in the brake device 73, the consumable parts included in the internal combustion engine 71A, and the consumable parts included in the motor generator 71B can be replaced at the same maintenance timing. As a result, a reduction in the number of maintenance cycles for the vehicle 100 as a whole can be expected.

[0046] (2) In step S41, the motion manager 45 reduces the braking force of the vehicle 100 generated by the brake device 73 compared to when the engine replacement time TE is before the brake replacement time TB. Also, the motion manager 45 increases the braking force of the vehicle 100 generated by the internal combustion engine 71A compared to when the engine replacement time TE is before the brake replacement time TB. This suppresses a decrease in the overall braking force achieved by the vehicle 100 while suppressing the load on the brake device 73 when generating the braking force of the vehicle 100.

[0047] (3) In step S61, the motion manager 45 reduces the braking force of the vehicle 100 generated by the brake device 73 compared to when the motor replacement time TM is before the brake replacement time TB. Also, the motion manager 45 increases the braking force of the vehicle 100 generated by the motor generator 71B compared to when the motor replacement time TM is before the brake replacement time TB. This suppresses a decrease in the overall braking force achieved by the vehicle 100 while suppressing the load on the brake device 73 when generating the braking force of the vehicle 100.

[0048] <Example of changes> This embodiment can be implemented with the following modifications. This embodiment and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0049] • In the above embodiment, the estimation control may be modified. For example, in step S13, the values ​​used to estimate the replacement timing may be changed. Specifically, the motion manager 45 may estimate the replacement timing for consumable parts included in the device based on other values ​​in addition to the standard lifespan of the consumable parts, the start date of use of the consumable parts, and the usage history of the device including the consumable parts.

[0050] In the above embodiment, the braking force control may be modified. For example, either the process from steps S31 to S42 or the process from steps S51 to S62 may be omitted. As a specific example, suppose that the vehicle 100 has only the internal combustion engine 71A among the internal combustion engine 71A and motor generator 71B as its powertrain device 71. In this case, the process from steps S51 to S62 can be omitted.

[0051] Similarly, as a concrete example, suppose that vehicle 100 is equipped with only the motor generator 71B as its powertrain device 71, out of the internal combustion engine 71A and motor generator 71B. In this case, steps S31 to S42 can be omitted.

[0052] For example, either the process in step S41 or the process in step S42 may be omitted. Even in this case, if the motion manager 45 executes the other of the two processes, the control of the brake system 73 will be changed so that the wear of consumable parts included in the brake system 73 is less than when the engine replacement time TE is before the brake replacement time TB. Similarly, either the process in step S61 or the process in step S62 may be omitted.

[0053] For example, in step S41, the absolute value of the increase in the braking force of the vehicle 100 generated by the internal combustion engine 71A may differ from the absolute value of the decrease in the braking force of the vehicle 100 generated by the brake device 73. Even in this case, the motion manager 45 can suppress a decrease in the overall braking force achieved by the vehicle 100 by increasing the braking force of the vehicle 100 generated by the internal combustion engine 71A. In addition, the processing in steps S42, S61, and S62 may be changed in the same manner as above.

[0054] • In the above embodiment, the configuration of the vehicle 100 may be changed. For example, the ECU that implements the functions of the motion manager 45 may be something other than the brake ECU 40. Specifically, instead of the brake ECU 40, the execution device 11 of the central ECU 10 may implement the functions of the motion manager 45 by executing the motion manager application 45A stored in the storage device 12. In other words, the central ECU 10, powertrain ECU 20, steering ECU 30, brake ECU 40, and advanced driver assistance ECU 50 can be used as information processing devices.

[0055] For example, the consumable parts included in the internal combustion engine 71A are not limited to oil used to lubricate the various parts of the internal combustion engine 71A, but may be changed. Specifically, any part that is equipped with or used in the internal combustion engine 71A, and that is consumed as a result of the operation of the internal combustion engine 71A, may be considered a consumable part included in the internal combustion engine 71A. Similarly, the consumable parts included in the motor generator 71B are not limited to coolant used to cool the various parts of the motor generator 71B, but may be changed. Furthermore, the consumable parts included in the brake device 73 are not limited to brake pads, but may be changed.

[0056] For example, the first device is not limited to the brake device 73 and may be changed. Specifically, one or more of the internal combustion engine 71A and motor generator 71B can be adopted as the first device. Also, for example, the second device is not limited to the internal combustion engine 71A and motor generator 71B and may be changed. Specifically, the brake device 73 can be adopted as the second device. [Explanation of Symbols]

[0057] TB...Brake replacement time TE...Engine replacement time TM...Motor replacement time 10...Central ECU 20...Powertrain ECU 30...Steering ECU 40...Brake ECU 41...Execution unit 42...Storage unit 43...Brake control unit 43A...Brake app 45...Motion manager 45A...Motion manager app 50...Advanced driver assistance ECU 71...Powertrain unit 71A...Internal combustion engine 71B...Motor generator 71C...Transmission 72...Steering unit 73...Brake unit 100...Vehicle

Claims

1. The first device provided by the vehicle is a mechanical brake device capable of generating braking force for the vehicle, When a second device, separate from the first device and provided by the vehicle, is a motor-generator capable of functioning as a power source for the vehicle by operating as an electric motor and generating braking force for the vehicle by operating as a generator, The usage history of the first device is acquired as the first usage history, The usage history of the second device is acquired as the second usage history, Based on the first usage history, estimate the first replacement time for the first consumable part included in the first device, Based on the second usage history, estimate the second replacement time for the second consumable part included in the second device, The requirement is that the second replacement time is later than the first replacement time, and compared to the case where the second replacement time is earlier than the first replacement time, the braking force generated by the brake device is reduced while the braking force generated by the motor generator is increased, thereby achieving the braking force required for the vehicle. Execute Information processing device.

2. The first device provided by the vehicle is a mechanical brake device capable of generating braking force for the vehicle, When a second device, separate from the first device and provided by the vehicle, is a motor-generator capable of functioning as a power source for the vehicle by operating as an electric motor and generating braking force for the vehicle by operating as a generator, In an information processing device, The usage history of the first device is acquired as the first usage history, The usage history of the second device is acquired as the second usage history, Based on the first usage history, estimate the first replacement time for the first consumable part included in the first device, Based on the second usage history, estimate the second replacement time for the second consumable part included in the second device, The requirement is that the second replacement time is later than the first replacement time, and compared to the case where the second replacement time is earlier than the first replacement time, the braking force generated by the brake device is reduced while the braking force generated by the motor generator is increased, thereby achieving the braking force required for the vehicle. Make it run Information processing program.

3. The first device provided by the vehicle is a mechanical brake device capable of generating braking force for the vehicle, When a second device, separate from the first device and provided by the vehicle, is a motor-generator capable of functioning as a power source for the vehicle by operating as an electric motor and generating braking force for the vehicle by operating as a generator, Information processing device, The usage history of the first device is acquired as the first usage history, The usage history of the second device is acquired as the second usage history, Based on the first usage history, estimate the first replacement time for the first consumable part included in the first device, Based on the second usage history, estimate the second replacement time for the second consumable part included in the second device, The requirement is that the second replacement time is later than the first replacement time, and compared to the case where the second replacement time is earlier than the first replacement time, the braking force generated by the brake device is reduced while the braking force generated by the motor generator is increased, thereby achieving the braking force required for the vehicle. Execute Information processing methods.

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