Electronic control unit

Abstract

To provide an electronic controller capable of optimizing energy efficiency.SOLUTION: An electronic controller drives and controls a cooling device that cools on-vehicle components that become hot when the vehicle is traveling. The electronic controller predicts a load state of the on-vehicle components from gradient information, which is road information that indicates the conditions of a road on which the vehicle is traveling (S20). The electronic controller determines whether a prediction result is a low load state (S50). Then, when the electronic controller determines that a load prediction result is low compared to a current load, it controls the drive and control of the cooling device using the prediction result (S60).SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to an electronic control device.

Background Art

[0002] As disclosed in Patent Document 1, there is a technique for controlling a cooling device that cools in-vehicle components according to the detection result of a temperature sensor.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, even if the current temperature of in-vehicle components is high, cooling may not be necessary depending on future driving conditions. However, in Patent Document 1, the cooling device is controlled according to the detection result of the temperature sensor. Therefore, in Patent Document 1, the cooling device is driven even when cooling is not necessary depending on future vehicle driving conditions. Thus, Patent Document 1 has a problem that energy efficiency is not optimized.

[0005] One object of the disclosure is to provide an electronic control device capable of optimizing energy efficiency.

Means for Solving the Problems

[0006] The electronic control device disclosed herein is an electronic control device that drives and controls a cooling device that cools in-vehicle components that become hot during vehicle travel, a prediction step (S20 to S22) of predicting the load state of in-vehicle components from road information indicating the state of the road on which the vehicle travels, A state determination step (S50) to determine whether the prediction result is in a low-load state, If a low-load state is determined in the state determination step, the system includes a predictive control step (S60) which uses the prediction result to drive and control the cooling device. 、 The acquisition step (S30) involves obtaining sensor values ​​that indicate the current temperature of the in-vehicle components, If the state determination step does not determine that a low load state exists, the system includes a temperature control step (S70) which controls the operation of the cooling device according to the temperature, If the state determination step determines that a low load state is present, the predictive control step, instead of the temperature control step, uses the prediction result to drive and control the cooling device. It is characterized by the following:

[0007] The electronic control unit predicts the load state of onboard components from road information indicating the road conditions on which the vehicle is traveling, and can therefore predict the future load state of the onboard components. If the prediction is for a low load state, it is considered that the temperature of the onboard components in the future will be lower than the current temperature.

[0008] The electronic control unit then uses the predicted result to drive and control the cooling system if the predicted result indicates a low-load state. In other words, the electronic control unit can drive and control the cooling system by assuming that the temperature of the on-board components will be lower than the current temperature. Therefore, the electronic control unit can optimize energy efficiency more effectively than when it drives and controls the cooling system based on the current temperature of the on-board components. Furthermore, the electronic control device disclosed herein is An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the vehicle's components from road information indicating the road conditions on which the vehicle is traveling, A state determination step (S50) to determine whether the prediction result is in a low-load state, If a low-load state is determined in the state determination step, the system includes a predictive control step (S60) which uses the prediction result to drive and control the cooling device, The prediction step is characterized by predicting the load state of in-vehicle components from traffic congestion information, which indicates road congestion, as road information. Furthermore, the electronic control device disclosed herein is An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the vehicle's components from road information indicating the road conditions on which the vehicle is traveling, A state determination step (S50) to determine whether the prediction result is in a low-load state, If a low-load state is determined in the state determination step, the system includes a predictive control step (S60) which uses the prediction result to drive and control the cooling device, The prediction step is characterized by predicting the load state of the vehicle components from road information, specifically legal speed information indicating the legal speed limit on the road and distance information indicating the distance to be traveled. Furthermore, the electronic control device disclosed herein is An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the vehicle's components from road information indicating the road conditions on which the vehicle is traveling, A state determination step (S50) to determine whether the prediction result is in a low-load state, If a low-load state is determined in the state determination step, the system includes a predictive control step (S60) which uses the prediction result to drive and control the cooling device, The predictive control step is characterized by either stopping the cooling device or reducing the drive duty cycle for the cooling device.

[0009] In the present specification, the plurality of aspects disclosed adopt different technical means to achieve their respective purposes. The reference numerals in parentheses described in the claims and in this section are for exemplarily showing the correspondence with the parts of the embodiments described later, and are not intended to limit the technical scope. The purposes, features, and effects disclosed in this specification will become clearer by referring to the subsequent detailed description and the attached drawings.

Brief Description of Drawings

[0010] [Figure 1] It is a block diagram showing a schematic configuration of an electronic control device. [Figure 2] It is a flowchart showing a cooling control process of an electronic control device. [Figure 3] It is a flowchart showing a cooling control process according to a prediction result of an electronic control device. [Figure 4] It is a flowchart showing a cooling control process of an electronic control device of a modified example. [Figure 5] It is a flowchart showing a cooling control process of an electronic control device of the second embodiment. [Figure 6] It is a flowchart showing a cooling control process of an electronic control device of the third embodiment.

Modes for Carrying Out the Invention

[0011] Hereinafter, a plurality of modes for implementing the present disclosure will be described while referring to the drawings. In each mode, the same reference numerals may be given to the parts corresponding to the matters described in the preceding mode, and the overlapping description may be omitted. In each mode, when only a part of the process is described, the other parts of the process may be applied by referring to the other modes described previously.

[0012] (First Embodiment) The electronic control unit 10 of this embodiment will be described with reference to Figures 1 to 3. The electronic control unit 10 is configured to be mounted on a vehicle. The electronic control unit 10 drives and controls a cooling device that cools onboard components that become hot when the vehicle is running. Therefore, the onboard components are cooled by the cooling device. Thus, the onboard components can also be called the devices to be cooled.

[0013] <Structure> The electronic control unit 10 includes a microcontroller 11. The microcontroller 11 includes an arithmetic processing unit such as a CPU, a memory device including RAM and ROM, and an input / output interface. The arithmetic processing unit performs arithmetic processing by executing a program stored in the memory device. The arithmetic processing unit performs arithmetic processing using various information acquired via the input / output interface. The arithmetic processing unit outputs control signals as calculation results via the input / output interface.

[0014] The microcontroller 11 is electrically connected to the navigation ECU 20, the first component temperature sensor 31, the second component temperature sensor 32, the third component temperature sensor 33, the first actuator 41, and the second actuator 42. The microcontroller 11 may be directly or indirectly connected to these devices. In other words, the microcontroller 11 only needs to be able to acquire various information from the navigation ECU 20, the first component temperature sensor 31, the second component temperature sensor 32, the third component temperature sensor 33, the first actuator 41, and the second actuator 42. Furthermore, the microcontroller 11 only needs to be able to output control signals to the first actuator 41 and the second actuator 42.

[0015] The Navi ECU20 is an electronic control unit with navigation functions. In other words, the Navi ECU20 displays map images of the area around the vehicle on the display and guides the driver along a route to a destination set by the user, based on the vehicle's current location and road map data stored in a storage device (not shown).

[0016] The navigation ECU 20 transmits road information to the microcontroller 11. Road information is information that indicates the conditions of the road the vehicle is traveling on. This road information includes gradient information indicating the road's gradient, legal speed information indicating the road's legal speed limit, and distance information indicating the duration of the road at that legal speed limit.

[0017] Furthermore, the navigation ECU 20 acquires traffic congestion information, which is distributed from VICS (registered trademark) 100. The navigation ECU 20 transmits the acquired traffic congestion information to the microcontroller 11 as road information. The traffic congestion information includes information on whether or not traffic congestion is occurring, and, if traffic congestion is occurring, information indicating the degree of congestion.

[0018] In this embodiment, it is sufficient that the microcontroller 11 can acquire gradient information on the road the vehicle is traveling on. The road on which the vehicle is traveling can also be called the road. The road can be an expressway, an expressway, or any other general road.

[0019] The first component temperature sensor 31, the second component temperature sensor 32, and the third component temperature sensor 33 detect the temperature of an in-vehicle component. Each component temperature sensor 31 to 33 detects the temperature of a different in-vehicle component. As a result of detection, each component temperature sensor 31 to 33 outputs a sensor value indicating the temperature of the in-vehicle component to the microcontroller 11. In-vehicle components include, for example, a motor coil, an inverter, and a battery. In this embodiment, as an example, the first component temperature sensor 31 detects the temperature of the motor coil, the second component temperature sensor 32 detects the temperature of the inverter, and the third component temperature sensor 33 detects the temperature of the battery. The sensor value corresponds to the current temperature of the in-vehicle component.

[0020] In this embodiment, a microcontroller 11 is employed that acquires sensor values ​​from three component temperature sensors 31 to 33. However, this disclosure is not limited to this, and it is sufficient if it is possible to acquire sensor values ​​from at least one component temperature sensor.

[0021] The first actuator 41 and the second actuator 42 are provided in the cooling device. The cooling device is a device for cooling the in-vehicle components. The cooling device includes, for example, an electric water pump and a radiator fan. The cooling device can also be called a cooling system.

[0022] In this embodiment, as an example, a first actuator 41 is provided on an electric water pump and a second actuator 42 is provided on a radiator fan. Therefore, the drive control of the cooling system includes the drive control of the first actuator 41 and the drive control of the second actuator 42.

[0023] The microcontroller 11 sets a target drive duty cycle individually for each actuator 41 and 42 as a control signal. The microcontroller 11 then controls the drive by outputting the target drive duty cycle to each actuator 41 and 42. The microcontroller 11 controls the drive of each actuator 41 and 42 in order to cool the in-vehicle components. It can also be said that the microcontroller 11 has a cooling control unit that performs cooling control as part of its function. The target drive duty cycle corresponds to the drive duty cycle.

[0024] Furthermore, the microcontroller 11 acquires the feedback duty cycle from each actuator 41 and 42. Based on the feedback duty cycle and the output target drive duty cycle, the microcontroller 11 performs feedback control to monitor whether each actuator 41 and 42 is operating according to the output target drive duty cycle. The feedback duty cycle can also be considered operational information that indicates the operating state of each actuator 41 and 42.

[0025] In this embodiment, an electronic control device 10 is used to drive and control two actuators 41 and 42. However, this disclosure is not limited to this, and it is sufficient if at least one actuator can be driven and controlled.

[0026] <Processing operation> Here, we will explain the processing operation of the electronic control unit 10 using Figures 2 and 3. Figures 2 and 3 mainly show the processing performed by the microcontroller 11 of the electronic control unit 10. When power is supplied, the microcontroller 11 executes the processes shown in the flowchart of Figure 2 at predetermined time intervals. Alternatively, it can be said that the microcontroller 11 executes the processes shown in the flowchart of Figure 2 at predetermined execution timings.

[0027] In step S10, gradient information of the road is acquired. The microcontroller 11 acquires gradient information of the road at predetermined intervals. For example, the microcontroller 11 acquires gradient information for the section from the vehicle's current position on the road to the next intersection, and gradient information for a predetermined section from the current position. These sections can also be called prediction sections for predicting load conditions.

[0028] Furthermore, vehicles may turn right or left at intersections, or travel from ordinary roads to expressways. Therefore, the road the vehicle travels on changes before and after turns. In this case, the microcontroller 11 will acquire different gradient information between the previous execution timing and the current execution timing.

[0029] In step S20, the load state of the in-vehicle components is predicted from the gradient information (prediction step). Here, the microcontroller 11 predicts whether the load state is low load or high load. The microcontroller 11 stores the load prediction result from step S20 in a memory device or registers in the arithmetic processing unit. The load prediction result is the predicted load state.

[0030] The microcontroller 11 predicts the load state in order to understand the future temperature trends of the in-vehicle components. It can also be said that the microcontroller 11 predicts the future load state of the in-vehicle components. Furthermore, the gradient information of the road can be considered as the vehicle's driving conditions. Therefore, it can also be said that the microcontroller 11 predicts the load state of the in-vehicle components from the vehicle's driving conditions.

[0031] The microcontroller 11 predicts a high-load state when the gradient indicated by the gradient information exceeds the gradient threshold, and predicts a low-load state when the gradient indicated by the gradient information is below the gradient threshold. The gradient threshold can be, for example, a value indicating a downhill slope. Therefore, it can also be said that the microcontroller 11 predicts a low-load state when the gradient indicated by the gradient information is below the gradient threshold, assuming that the downhill slope will continue. The gradient threshold is set in advance and stored in the memory device.

[0032] A low-load state is a load condition in which the cooling system can be temporarily stopped or the target drive duty cycle can be reduced to a low duty cycle. Furthermore, a low-load state can also be described as a load condition in which the temperature of the vehicle components is expected to be lower than the current temperature. Additionally, a low-load state can be described as a load condition in which the vehicle components are unlikely to reach a temperature high enough to require cooling.

[0033] The microcontroller 11 can predict the load state of in-vehicle components from gradient information, which is an example of road information, even if the navigation ECU 20 has not set a driving route to the destination. However, the microcontroller 11 may also predict the load state from gradient information even if the navigation ECU 20 has set a driving route to the destination. In this case, the microcontroller 11 obtains gradient information from the navigation ECU 20, specifically the gradient information from the current position to the destination along the driving route. In other words, the microcontroller 11 may obtain gradient information for roads to be traveled in addition to the roads to be traveled. The microcontroller 11 may then use this gradient information to predict the load state. Furthermore, the microcontroller 11 may divide the acquired gradient information into prediction sections and predict the load state. This allows the microcontroller 11 to accurately predict the load state.

[0034] In this embodiment, gradient information is used as road information. However, this disclosure is not limited to this. Any method that predicts the load state of in-vehicle components from road information can be used.

[0035] In step S30, the sensor values ​​of component temperature sensors 31 to 33 are acquired (acquisition step). The microcontroller 11 acquires sensor values ​​indicating the current temperature of the in-vehicle components.

[0036] In step S40, it is determined whether the sensor value is less than or equal to the temperature threshold (temperature determination step). If the microcontroller 11 determines that the sensor value is less than or equal to the temperature threshold, it proceeds to step S50; otherwise, it proceeds to step S70. Preferably, if the microcontroller 11 determines that at least one sensor value exceeds the temperature threshold, it proceeds to step S70.

[0037] The temperature threshold is the temperature at which cooling is deemed necessary to protect the in-vehicle components. The temperature threshold is pre-set and stored in a memory device.

[0038] In step S50, it is determined whether the load prediction result is lower than the current load (state determination step). If the load prediction result in step S20 was a low load state, the microcontroller 11 determines that the load prediction result is low and proceeds to step S60. If the load prediction result in step S20 was a high load state, the microcontroller 11 does not determine that the load prediction result is low and proceeds to step S70.

[0039] In step S70, the cooling system is driven according to the sensor value (temperature control step). The microcontroller 11 drives the cooling system according to the sensor value if it is not determined to be in a low-load state or if the sensor value exceeds the temperature threshold. In other words, the microcontroller 11 sets a target drive duty cycle according to the sensor value. The microcontroller 11 then drives the cooling system by outputting the target drive duty cycle to each actuator 41, 42. Thus, the microcontroller 11 can cool the in-vehicle components. Furthermore, the microcontroller 11 can protect the in-vehicle components from heat. In other words, the microcontroller 11 can suppress the occurrence of malfunctions due to high temperatures in the in-vehicle components. The driving control of the cooling system according to the sensor value can be described as a cooling control process according to the sensor value.

[0040] Note that the microcontroller 11 may execute step S50 before step S40. However, by executing step S40 first, the microcontroller 11 can execute step S70 without executing step S50 if the sensor value exceeds the temperature threshold. Therefore, the microcontroller 11 can reliably prevent malfunctions from occurring in the automotive components. In addition, the microcontroller 11 can reduce the processing load when the sensor value exceeds the temperature threshold.

[0041] In step S60, the cooling system is driven according to the load prediction result (predictive control step). If the microcontroller 11 determines that a low load state is present, it drives the cooling system using the load prediction result. In other words, if the microcontroller 11 determines that a low load state is present, it drives the cooling system according to the load prediction result instead of the temperature control step. As described above, in a low load state, it is assumed that the temperature of the in-vehicle components will be lower than the current temperature. Therefore, in the cooling system drive control according to the load prediction result, there is no need to lower the temperature of the in-vehicle components as much as in the cooling system drive control according to the sensor value. Note that the cooling system drive control according to the load prediction result can be called a cooling control process according to the load prediction result.

[0042] Here, we will explain the cooling control process according to the load prediction results using Figure 3. Note that the cooling control process according to the load prediction results is the same in the modified examples and other embodiments that will be described later.

[0043] In step S61, it is determined whether the duration of the low-load state is greater than or equal to the time threshold. The duration is the predicted duration for which the low-load state will continue. The microcontroller 11 predicts the duration of the low-load state based on gradient information from the navigation ECU 100, road map data, etc. For example, the microcontroller 11 predicts the duration of the low-load state from the distance of the road traveled, which is gradient information that predicts a low-load state.

[0044] Then, if the microcontroller 11 determines that the duration is greater than or equal to the time threshold, it proceeds to step S62; otherwise, it proceeds to step S63. In other words, if the duration of the low-load state is greater than or equal to a certain time, the microcontroller 11 proceeds to step S62; if the duration of the low-load state is less than a certain time, it proceeds to step S63.

[0045] The time threshold can be, for example, the amount of time at which temporarily stopping the cooling system is deemed to improve energy efficiency. The time threshold is pre-set and stored in a memory device.

[0046] Note that the prediction of the duration is not limited to the above. Also, if the microcontroller 11 receives consecutive YES judgments in step S50, it may switch between step S62 and step S63 depending on the number of YES judgments (low load count). In this case, the microcontroller 11 executes step S63 until the low load count reaches a predetermined number, and executes step S62 when the low load count exceeds the predetermined number.

[0047] In step S62, the cooling device is temporarily stopped. The microcontroller 11 temporarily stops the operation of the cooling device by stopping the output of the target drive duty cycle. The duration of the stop may be a predetermined period, or it may be the period until a NO determination is made in step S40 or step S50.

[0048] In step S63, the cooling device is driven on a low duty cycle. The microcontroller 11 drives the cooling device on a low duty cycle by lowering the target drive duty cycle. The microcontroller 11 drives on a low duty cycle by outputting a target drive duty cycle lower than the current target drive duty cycle. Alternatively, the microcontroller 11 may drive on a low duty cycle by outputting a preset low drive duty cycle as the target drive duty cycle. The low drive duty cycle is, for example, a duty cycle that is not used in cooling control processing according to sensor values.

[0049] The microcontroller 11 switches between stopping the drive and driving at a low duty cycle depending on the duration of the low-load state, enabling cooling control processing appropriate to the state of the automotive components even under low load conditions. Therefore, the microcontroller 11 can achieve both optimized energy efficiency and protection of automotive components. Furthermore, the microcontroller 11 can further improve energy efficiency by temporarily stopping the operation of the cooling device when it determines that the duration is greater than or equal to a time threshold.

[0050] However, this disclosure is not limited thereto. This disclosure can be adopted as a cooling control process in response to load prediction results, as long as it involves stopping the cooling device or reducing the drive duty cycle for the cooling device (predictive control step). In other words, the microcontroller 11 may have either stopping the drive or driving with a low duty cycle predetermined as the cooling control process in response to load prediction results.

[0051] <Effects> The electronic control unit 10 predicts the load state of the on-board components from road information indicating the road conditions on which the vehicle is traveling, and can therefore predict the future load state of the on-board components. If the load prediction result is a low load state, it is considered that the temperature of the on-board components in the future will be lower than the current temperature.

[0052] Furthermore, if the load prediction result is low, the electronic control unit 10 uses the load prediction result to drive and control the cooling system. In other words, the electronic control unit 10 can drive and control the cooling system by assuming that the temperature of the on-board components will be lower than the current temperature. Therefore, the electronic control unit 10 can optimize energy efficiency more effectively than when it drives and controls the cooling system according to the current temperature of the on-board components.

[0053] Furthermore, in this embodiment, in addition to determining that a low-load state is present in step S50, an example is adopted in which step S60 is executed when it is determined in step S40 that the sensor value is below the temperature threshold. This enables the electronic control unit 10 to protect in-vehicle components in addition to optimizing energy efficiency.

[0054] However, this disclosure is not limited thereto. As shown in the modified example in Figure 4, the microcontroller 11 may perform step S50 after step S30. In other words, this disclosure may omit step S40. Even in this case, the electronic control unit 10 can achieve the same effect.

[0055] Preferred embodiments of the present disclosure have been described above. However, the present disclosure is not limited in any way to the above embodiments, and various modifications are possible without departing from the spirit of the present disclosure. Below, a second and a third embodiment will be described as other forms of the present disclosure. The above embodiments, the second embodiment, and the third embodiment can be implemented individually, but they can also be implemented in various combinations as appropriate. The present disclosure can be implemented in various combinations, not limited to the combinations shown in the embodiments.

[0056] (Second Embodiment) The electronic control device 10 of the second embodiment will be described using Figure 5. The following mainly describes the differences from the above embodiment. In this embodiment, the road information for predicting the load state differs from that of the above embodiment. The configuration of the electronic control device 10 is the same as in the above embodiment. Also, in Figure 5, the same steps are assigned to the same processes as in Figure 2.

[0057] In step S11, traffic congestion information for the road is acquired. The microcontroller 11 acquires traffic congestion information for the road at predetermined intervals. The microcontroller 11 acquires traffic congestion information for the same section as described above. Also, as described above, the microcontroller 11 may acquire different traffic congestion information between the previous execution timing and the current execution timing. In this embodiment, it is sufficient for the microcontroller 11 to be able to acquire traffic congestion information for the road the vehicle is traveling on.

[0058] In step S21, the load state of the in-vehicle components is predicted based on the traffic congestion information (prediction step). In this way, the microcontroller 11 predicts the load state using traffic congestion information instead of gradient information. Note that the traffic congestion information of the road can also be considered as the vehicle's driving status.

[0059] For example, the microcontroller 11 predicts a high load state when the traffic information indicates no congestion, and predicts a low load state when the traffic information indicates congestion. Therefore, it can also be said that the microcontroller 11 predicts a low load state when the traffic information indicates congestion, assuming that the congestion continues for a predetermined section.

[0060] The microcontroller 11 may also predict the load state based on the degree of congestion indicated by the congestion information. In this case, if the degree of congestion is below the congestion threshold, the microcontroller 11 assumes that the vehicle will not be traveling at a low speed and predicts a high load state, and if the degree of congestion exceeds the congestion threshold, it assumes that the vehicle will be traveling at a low speed and predicts a low load state. The congestion threshold is set in advance and stored in the memory device. The electronic control device 10 of this embodiment can achieve the same effects as the embodiment described above.

[0061] The microcontroller 11 may predict the load state from traffic congestion information even if the driving route to the destination has been set in the navigation ECU 20. In this case, the microcontroller 11 obtains traffic congestion information from the navigation ECU 20, specifically traffic congestion information from the current location to the destination along the driving route. In other words, the microcontroller 11 may obtain traffic congestion information for planned driving routes in addition to the current driving route. The microcontroller 11 may then use this traffic congestion information to predict the load state. Furthermore, the microcontroller 11 may divide the acquired traffic congestion information into predicted sections and predict the load state. This allows the microcontroller 11 to accurately predict the load state.

[0062] Furthermore, the second embodiment can also be implemented in combination with the first embodiment. In other words, the microcontroller 11 may predict the load state using both gradient information and congestion information. An example of implementation in combination is shown below.

[0063] For example, the microcontroller 11 may only perform drive control of the cooling system according to the load prediction result if both the load prediction result based on traffic congestion information and the load prediction result based on gradient information indicate a low load. This prevents the microcontroller 11 from mistakenly performing drive control of the cooling system according to the load prediction result. As a result, the microcontroller 11 can reliably protect the in-vehicle components.

[0064] Furthermore, the microcontroller 11 may perform drive control of the cooling system according to the load prediction result if either the load prediction result based on traffic congestion information or the load prediction result based on gradient information indicates a low load. This increases the opportunities for the microcontroller 11 to perform drive control of the cooling system according to the load prediction result. As a result, the microcontroller 11 can further improve energy efficiency.

[0065] (Third embodiment) The electronic control device 10 of the third embodiment will be described using Figure 6. The following mainly describes the differences from the above embodiment. In this embodiment, the road information for predicting the load state differs from the above embodiment. The configuration of the electronic control device 10 is the same as in the above embodiment. Also, in Figure 6, the same steps are assigned to the same processes as in Figure 2.

[0066] In step S12a, the microcontroller 11 acquires the legal speed limit information for the road being traveled on. The microcontroller 11 acquires the legal speed limit information for the road being traveled on at predetermined intervals. In step S12b, the microcontroller 11 acquires the distance information for the road with the legal speed limit at predetermined intervals.

[0067] The microcontroller 11 acquires legal speed information and distance information for the same section as described above. Also, as described above, the microcontroller 11 may acquire different legal speed information and distance information between the previous execution timing and the current execution timing. In this embodiment, it is sufficient for the microcontroller 11 to be able to acquire legal speed information and distance information for the road on which the vehicle is traveling.

[0068] In step S22, the load state of the vehicle components is predicted using legal speed information and distance information (prediction step). In this way, the microcontroller 11 predicts the load state using legal speed information and distance information instead of gradient information.

[0069] The microcontroller 11 predicts a high-load state when, for example, the speed indicated by the legal speed information exceeds the speed threshold and the distance indicated by the distance information exceeds the distance threshold. On the other hand, the microcontroller 11 predicts a low-load state when, for example, the speed indicated by the legal speed information is below the speed threshold and the distance indicated by the distance information is below the distance threshold. The speed threshold and distance threshold are set in advance and stored in the memory device. The electronic control device 10 of this embodiment can achieve the same effects as the first embodiment.

[0070] Even if the navigation ECU 20 has set a driving route to the destination, the microcontroller 11 may predict the load state from the legal speed information and distance information. In this case, the microcontroller 11 obtains the legal speed information and distance information from the navigation ECU 20 as the legal speed information and distance information from the current position to the destination on the driving route. In other words, the microcontroller 11 may also obtain the legal speed information and distance information of the planned driving route in addition to the driving route. The microcontroller 11 may then predict the load state using this legal speed information and distance information. Alternatively, the microcontroller 11 may divide the acquired legal speed information and distance information into prediction sections and predict the load state. This allows the microcontroller 11 to accurately predict the load state.

[0071] Furthermore, the third embodiment can also be implemented in combination with the first or second embodiment. In other words, the microcontroller 11 may predict the load state using at least one of the gradient information and congestion information, in addition to the legal speed information and distance information. An example of implementation in combination is shown below.

[0072] For example, the microcontroller 11 may perform drive control of the cooling system according to the load prediction results only when all of the load prediction results based on gradient information, traffic congestion information, legal speed information, and distance information are low load. This prevents the microcontroller 11 from mistakenly performing drive control of the cooling system according to the load prediction results. As a result, the microcontroller 11 can reliably protect the in-vehicle components.

[0073] Furthermore, the microcontroller 11 may perform drive control of the cooling system according to the load prediction result if any one of the load prediction results based on gradient information, traffic congestion information, legal speed information, and distance information indicates a low load. This increases the opportunities for the microcontroller 11 to perform drive control of the cooling system according to the load prediction result. As a result, the microcontroller 11 can further improve energy efficiency.

[0074] For example, the microcontroller 11 may only perform drive control of the cooling system according to the load prediction result if both the load prediction result based on traffic congestion information and the load prediction result based on gradient information indicate a low load. This prevents the microcontroller 11 from mistakenly performing drive control of the cooling system according to the load prediction result. As a result, the microcontroller 11 can reliably protect the in-vehicle components.

[0075] Furthermore, the microcontroller 11 may perform drive control of the cooling system according to the load prediction result if either the load prediction result based on traffic congestion information or the load prediction result based on gradient information indicates a low load. This increases the opportunities for the microcontroller 11 to perform drive control of the cooling system according to the load prediction result. As a result, the microcontroller 11 can further improve energy efficiency.

[0076] This disclosure is described in accordance with embodiments, but it is understood that this disclosure is not limited to such embodiments or structures. This disclosure also includes various modifications and variations within the scope of equivalents. In addition, while various combinations and forms are shown in this disclosure, other combinations and forms that include one, more, or fewer of those elements also fall within the scope and idea of ​​this disclosure. [Explanation of Symbols]

[0077] 10...Electronic control unit, 11...Microcontroller, 20...Navigation ECU, 31...First temperature sensor, 32...Second temperature sensor, 33...Third temperature sensor, 41...First actuator, 42...Second actuator, 100...VICS

Claims

1. An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the on-board components from road information indicating the road conditions on which the vehicle travels, A state determination step (S50) to determine whether the prediction result is in a low-load state, If the state determination step determines that the low load state is present, a predictive control step (S60) is performed to drive and control the cooling device using the prediction result, The acquisition step (S30) involves acquiring a sensor value indicating the current temperature of the in-vehicle component, If the state determination step does not determine that the low load state is present, the system includes a temperature control step (S70) for controlling the operation of the cooling device according to the temperature. The predictive control step is an electronic control device that, if the state determination step determines that the state is low load, drives and controls the cooling device using the prediction result instead of the temperature control step.

2. The system includes a temperature determination step (S40) that determines whether the temperature is below a temperature threshold, The electronic control device according to claim 1, wherein the predictive control step, in addition to determining that the state determination step is in a low-load state, determines in the temperature determination step that the temperature is below the temperature threshold, and then drives and controls the cooling device using the predictive result.

3. An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the on-board components from road information indicating the road conditions on which the vehicle travels, A state determination step (S50) to determine whether the prediction result is in a low-load state, If the state determination step determines that the low load state is present, the system includes a predictive control step (S60) which uses the predictive result to drive and control the cooling device. In the prediction step, an electronic control device predicts the load state of the in-vehicle components from traffic congestion information indicating road congestion, which is the road information.

4. An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the on-board components from road information indicating the road conditions on which the vehicle travels, A state determination step (S50) to determine whether the prediction result is in a low-load state, If the state determination step determines that the low load state is present, the system includes a predictive control step (S60) which uses the predictive result to drive and control the cooling device. In the prediction step, an electronic control device predicts the load state of the vehicle components from road information, which includes legal speed information indicating the legal speed limit of the road and distance information indicating the distance to be traveled.

5. An electronic control device that drives and controls a cooling system for cooling in-vehicle components that become hot when the vehicle is running, A prediction step (S20-S22) predicts the load state of the on-board components from road information indicating the road conditions on which the vehicle travels, A state determination step (S50) to determine whether the prediction result is in a low-load state, If the state determination step determines that the low load state is present, the system includes a predictive control step (S60) which uses the predictive result to drive and control the cooling device. The predictive control step includes an electronic control device that either stops the cooling device from driving or reduces the driving duty cycle for the cooling device.

6. The electronic control device according to claim 5, wherein in the predictive control step, the cooling device is stopped if the duration of the low-load state is equal to or greater than a time threshold, and the drive duty cycle for the cooling device is reduced if it is not equal to or greater than the time threshold.

7. The electronic control device according to any one of claims 1 to 6, wherein the prediction step predicts the load state of the vehicle components from gradient information indicating the gradient of the road as road information.

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