Control method for electric vehicle and control system for electric vehicle

Abstract

The present invention is configured to: generate first probe information by continuously generating information while a first other vehicle is traveling, the information associating a plurality of first physical quantities that are detected by a plurality of first on-vehicle sensors mounted on the first other vehicle while the first other vehicle is traveling on a road and first position information that indicates the position of the first other vehicle when the first physical quantities are detected; associate the first probe information with road information that is related to a road on which the first other vehicle has traveled among road information that is included in map information, by matching the first probe information with the map information; when a host vehicle is traveling on the road on which the first other vehicle has traveled, match second position information that indicates a current position of the host vehicle with the map information and extract, from the map information, first probe information that corresponds to road information about a predetermined distance along the travel route of the host vehicle from the current position of the host vehicle; and execute control of the host vehicle on the basis of the extracted first probe information.

Description

Control Method for Electric Vehicle, Control System for Electric Vehicle

[0001] This invention relates to a control method for an electric vehicle and a control system for an electric vehicle.

[0002] JP2020-187593A discloses extracting highly reliable probe information based on the past passing frequency among probe information related to the road on which the host vehicle travels and generated when other vehicles travel on the road, and executing control of the host vehicle based on the extracted probe information.

[0003] However, since the reliability of the probe information is determined by the past passing frequency, when a vehicle with a damaged in-vehicle sensor that detects the physical quantity for generating the probe information travels on the road at a high frequency, its reliability decreases, and the control of the host vehicle becomes unstable.

[0004] Therefore, an object of the present invention is to provide a control method for an electric vehicle and a control system for an electric vehicle that can stably execute the control of the host vehicle by acquiring highly reliable probe information when executing the control of the host vehicle based on the probe information.

[0005] According to an aspect of the present invention, when a plurality of first in-vehicle sensors that detect a plurality of first physical quantities, which are first physical quantities that can be acquired while a first other vehicle is traveling on a road and are different from each other, are mounted, while the first other vehicle is traveling on the road, a plurality of first physical quantities detected by the plurality of first in-vehicle sensors, and first position information representing the position of the first other vehicle when the first physical quantity is detected are associated to continuously generate first probe information as the first other vehicle travels. The first probe information is associated with the road information related to the road on which the first other vehicle has traveled among the road information included in the map information by matching the first probe information with the map information. When the host vehicle travels on the road on which the first other vehicle has traveled, the second position information representing the current position of the host vehicle is matched with the map information, and the first probe information corresponding to the road information from the current position of the host vehicle to a predetermined distance ahead of the travel route of the host vehicle is extracted from the map information. Then, the control of the host vehicle is executed based on the extracted first probe information.

[0006] Figure 1 is a basic configuration diagram of an electric vehicle to which the electric vehicle control method (control system) of this embodiment is applied. Figure 2 is a diagram illustrating the first other vehicle and the second other vehicle among the electric vehicles to which the electric vehicle control method (control system) of this embodiment is applied. Figure 3 is a diagram illustrating the relationship between the first other vehicle, the second other vehicle, and the cloud. Figure 4 is a diagram illustrating the relationship between the cloud and the vehicle itself. Figure 5 is the control flow (first stage) of the electric vehicle control method (control system) of this embodiment. Figure 6 is the control flow (second stage) of the electric vehicle control method (control system) of this embodiment. Figure 7 is a diagram illustrating the effect of engine on / off control of the electric vehicle control method (control system) of this embodiment. Figure 8 is a diagram illustrating the effect of torque command value correction control of the electric vehicle control method (control system) of this embodiment.

[0007] Embodiments of the present invention will be described below with reference to the drawings.

[0008] [Electric Vehicle 2] Figure 1 is a basic configuration diagram of electric vehicle 2 to which the control method (control system) of this embodiment is applied. Figure 2 is a diagram illustrating the first other vehicle 2A and the second other vehicle 2B, which are part of electric vehicle 2 to which the control method (control system) of this embodiment is applied. Figure 3 is a diagram showing the relationship between the first other vehicle 2A, the second other vehicle 2B, and Cloud 1. Figure 4 is a diagram showing the relationship between Cloud 1 and the own vehicle 2C.

[0009] The electric vehicle 2 to be controlled (first other vehicle 2A, second other vehicle 2B, and own vehicle 2C) is a hybrid vehicle that runs by supplying power from the battery 203 to the drive motor 201 via the inverter 202, and generates electricity with the power-generating engine 204 to charge the battery 203.

[0010] The electric vehicle 2 includes a navigation system 205, a camera 206, a laser rangefinder 207, a wheel speed sensor 208, a body vibration sensor 209, a tilt angle sensor 210, a driver operation detection unit 211, a display 212, a driver setting unit 213, a vehicle communication unit 214, a vehicle data storage unit 215, and a vehicle calculation processing unit 216.

[0011] The navigation system 205 has a function to acquire location information (GPS information) representing the current position of the electric vehicle 2 from GPS satellites, and has map information including road information that covers the roads on which the electric vehicle 2 travels.

[0012] The navigation system 205 determines which road the electric vehicle 2 is traveling on by matching the location information with map information, associates the location information with road information representing that road, and also associates the location information with road information for each node (resolution) set in the map information.

[0013] The navigation system 205 outputs map information and cursor information indicating the position of the electric vehicle 2 to the vehicle calculation processing unit 216.

[0014] The camera 206, for example, captures an image of the road surface in front of the electric vehicle 2, generates image data, and outputs it to the vehicle calculation processing unit 216.

[0015] The laser distance measuring unit 207 (LiDAR) generates road surface shape information representing the uneven shape of the road surface by irradiating the road surface in front of the electric vehicle 2 with a distance measuring laser and receiving the reflected light, and outputs it to the vehicle calculation processing unit 216.

[0016] The wheel speed sensor 208 detects the wheel speed of the drive wheels (or driven wheels) of the electric vehicle 2 and outputs the wheel speed information to the vehicle calculation processing unit 216.

[0017] The vehicle vibration sensor 209 detects, for example, the magnitude (amplitude) of vibrations (vertical vibrations) of the suspension of the drive wheels (or driven wheels) of the electric vehicle 2, and outputs information on the magnitude of the vibrations to the vehicle calculation processing unit 216.

[0018] The tilt angle sensor 210 detects the tilt angle of the electric vehicle 2 in the front-rear direction and outputs the tilt angle information to the vehicle calculation processing unit 216.

[0019] The driver operation detection unit 211 detects the amount of driver operation (accelerator pedal depression (accelerator opening), steering angle, shift position, etc.) and outputs the driver operation amount information to the vehicle calculation processing unit 216.

[0020] Although not shown in the diagram, the electric vehicle 2 may be equipped with a lateral G sensor that detects the lateral acceleration of the electric vehicle 2, and the configuration may be such that the lateral acceleration information is output to the vehicle calculation processing unit 216.

[0021] The display 212 is located on the dashboard inside the electric vehicle 2. Map information and cursor information are transmitted from the navigation system 205 via the vehicle calculation processing unit 216, and a road map related to the map information and a cursor representing the position of the electric vehicle 2 on the road map are displayed.

[0022] The driver setting unit 213 is, for example, a touch panel located on the display 212. By tapping the location of the destination on the road map (map information) displayed on the screen, destination information is generated and transmitted to the navigation system 205 via the vehicle calculation processing unit 216.

[0023] The vehicle communication unit 214 communicates bidirectionally with the cloud 1 described later, transmits the driving route information described later to the cloud 1, and receives the first or second partial information described later from the cloud 1.

[0024] The vehicle data storage unit 215 stores the data handled by the vehicle calculation processing unit 216.

[0025] The vehicle calculation processing unit 216 functions, for example, as a vehicle controller that controls the entire electric vehicle 2.

[0026] The vehicle calculation processing unit 216 generates a torque command value based on the accelerator opening and the rotational speed of the drive motor 201, and generates a PWM signal based on the torque command value and outputs it to the inverter 202. As a result, the inverter 202 converts the DC voltage output by the battery 203 into an AC voltage and supplies it to the drive motor 201, thereby driving the drive motor 201.

[0027] Furthermore, the vehicle calculation processing unit 216 starts the engine 204 to generate power and charge the battery 203 when the charge level (SOC) of the battery 203 reaches a predetermined lower limit, and stops the engine 204 and stops charging the battery 203 when the charge level reaches a predetermined upper limit.

[0028] The vehicle calculation processing unit 216 generates probe information by associating the image information generated by the camera 206, the road surface shape information generated by the laser distance measuring unit 207, the wheel speed information detected by the wheel speed sensor 208, the vibration magnitude information detected by the vehicle vibration sensor 209, the tilt angle information detected by the tilt angle sensor 210, the lateral acceleration information detected by the lateral G sensor, and the vehicle type (identification number) of the electric vehicle 2 with the position information captured by the navigation system 205, and generating this information continuously as the electric vehicle 2 travels (each time the electric vehicle 2's position on the map information reaches a node in the map information). In other words, probe information is generated when the electric vehicle 2 travels and the sensors mounted on the electric vehicle 2 scan the physical quantities related to the road on which the electric vehicle 2 travels. The vehicle calculation processing unit 216 transmits the generated probe information to the cloud 1 via the vehicle communication unit 214.

[0029] When destination information is input from the driver setting unit 213 via the vehicle calculation processing unit 216, the navigation system 205 generates information on a guidance route from the current position of the electric vehicle 2 to the destination using map information, and transmits this guidance route information to the display 212 via the vehicle calculation processing unit 216. On the display 212, the guidance route to the destination is displayed on the road shown on the road map (map information).

[0030] The vehicle calculation processing unit 216 transmits the guidance route information as driving route information to the cloud 1 via the vehicle communication unit 214. Note that the driving route information is transmitted to the cloud 1 by the vehicle 2C itself.

[0031] If no destination information is entered in the driver setting unit 213, the navigation system 205 generates travel route information by predicting the route from the current position of the electric vehicle 2 to a predetermined distance ahead, and outputs this to the vehicle calculation processing unit 216.

[0032] The vehicle calculation processing unit 216 transmits the driving route information to the cloud 1 via the vehicle communication unit 214.

[0033] In this embodiment, the electric vehicle 2 is assumed to consist of a first other vehicle 2A (first vehicle), a second other vehicle 2B (third vehicle), and the own vehicle 2C (second vehicle). The first other vehicle 2A and the second other vehicle 2B transmit the probe information to the cloud 1. The own vehicle 2C acquires the portion of the probe information stored in the cloud 1 that corresponds to the driving route information and uses that portion to control the own vehicle 2C.

[0034] As shown in Figure 2, the first other vehicle 2A is equipped with at least a body vibration sensor 209 and a tilt angle sensor 210 (multiple first on-board sensors). The second other vehicle 2B is equipped with, for example, a wheel speed sensor 208 (second on-board sensor) on the front and rear wheel sides, but does not have a body vibration sensor 209 or a tilt angle sensor 210. Therefore, the vehicle calculation processing unit 216 that constitutes the second other vehicle 2B differentiates the wheel speed on the front wheel side (or rear wheel side) and estimates the magnitude of vertical vibration of the second other vehicle 2B based on the amount of variation of the derivative, and generates vibration magnitude information. In addition, the vehicle calculation processing unit 216 that constitutes the second other vehicle 2B estimates the tilt angle of the road on which the second other vehicle 2B is traveling based on, for example, the wheel speed detected by the wheel speed sensor 208 (the average value of the wheel speed on the front wheel side and the wheel speed on the rear wheel side) and the driving force of the second other vehicle 2B (accelerator opening), and calculates tilt angle information. Alternatively, the vehicle calculation processing unit 216, which constitutes the second other vehicle 2B, estimates the inclination angle of the road on which the second other vehicle 2B is traveling based on the difference between the wheel speed detected by the wheel speed sensor 208 and the wheel speed that is expected to converge on flat ground due to the driving force (accelerator opening) of the second other vehicle 2B, and calculates inclination angle information.

[0035] Here, the magnitude of vibration and the tilt angle estimated in the second vehicle 2B based on wheel speed, etc., have a larger error (variation) from the true values ​​than the magnitude of vibration and the tilt angle detected in the first vehicle 2A.

[0036] Therefore, in the first other vehicle 2A, probe information including the detected vibration magnitude and tilt angle is transmitted to the cloud 1 as first probe information generated by a high-performance sensor. In addition, in the second other vehicle 2B, probe information including the estimated vibration magnitude and tilt angle is transmitted to the cloud 1 as second probe information generated by a low-performance sensor. The first probe information includes vehicle type information of the first other vehicle 2A, and the second probe information includes information of the second other vehicle 2B.

[0037] Furthermore, the first other vehicle 2A and the second other vehicle 2B are not limited to electric vehicle 2, but may be vehicles driven solely by engine 204. Also, the number of first other vehicles 2A traveling on the road is smaller than that of second other vehicle 2B.

[0038] Vehicle 2C is either an electric vehicle 2 (hybrid vehicle) of the same type as the first other vehicle 2A, or an electric vehicle 2 (hybrid vehicle) of a different type than the first other vehicle 2A (it may be the same type as the second other vehicle 2B). Therefore, if vehicle 2C is of the same type as the first other vehicle 2A, it has information about the same type of vehicle as the first other vehicle 2A, and if it is of a different type than the first other vehicle 2A, it has information about a different type of vehicle than the first other vehicle 2A.

[0039] If vehicle 2C is of the same type as the first other vehicle 2A, then at least a vehicle vibration sensor 209 and a tilt angle sensor 210 are installed in the sensor system. If vehicle 2C is of a different type than the first other vehicle 2A, then it is not necessary to install a wheel speed sensor 208, a vehicle vibration sensor 209, and a tilt angle sensor 210, but a wheel speed sensor 208 may be installed, as in the second other vehicle 2B. In addition, it is also possible to apply a configuration in which vehicle 2C does not perform the on / off control of the engine 204 described later, but only performs correction control that corrects the torque command value by a torque correction value. In relation to this configuration, it is also possible to apply a configuration in which vehicle 2C is a vehicle driven only by the engine 204, and the engine torque command value that commands the engine torque of the engine 204 is corrected in the same way as the correction of the torque command value described later.

[0040] As shown in FIG. 3, the cloud 1 includes a cloud arithmetic processing unit 11, a cloud data storage unit 12, and a cloud communication unit 13, and is managed by a cloud administrator 3.

[0041] The cloud communication unit 13 performs two-way communication with the first other vehicle 2A, the second other vehicle 2B, and the host vehicle 2C.

[0042] The cloud arithmetic processing unit 11 includes a cloud data management unit 111, a vehicle transmission data management unit 112, and a vehicle control arithmetic unit 113. The cloud data storage unit 12 includes a first wide-area map information storage unit 121 and a second wide-area map information storage unit 122.

[0043] The cloud data management unit 111 extracts the vehicle type information included in the probe information transmitted from the first other vehicle 2A or the second other vehicle 2B. When the vehicle type information is the vehicle type information of the first other vehicle 2A, the probe information is determined as the first probe information. Similarly, when the vehicle type information is the vehicle type information of the second other vehicle 2B, the probe information is determined as the second probe information.

[0044] The first wide-area map information storage unit 121 has first wide-area map information (dynamic map) with the same resolution as the map information possessed by the first other vehicle 2A, the map information possessed by the second other vehicle 2B, and the map information (second map information) possessed by the host vehicle 2C. The second wide-area map information storage unit 122 has second wide-area map information (first map information) with the same resolution as the first wide-area map information (first map information) possessed by the first wide-area map information storage unit 121. Note that the map information possessed by the host vehicle 2C may be the map information possessed by the navigation system 205 of the host vehicle 2C itself, or may be the map information downloaded from the cloud 1 or the like.

[0045] When the probe information received by the cloud communication unit 13 is the first probe information, the cloud data management unit 111 updates the first wide-area map information by associating it with the portion of the first wide-area map information stored in the first wide-area map information storage unit 121 that corresponds to the road information included in the first probe information.

[0046] The cloud data management unit 111 overwrites, with the transmitted first probe information, the overlapping part between the transmitted first probe information and the road information (position information) among the first probe information associated with the first wide-area map information in the past.

[0047] When the probe information received by the cloud communication unit 13 is the second probe information, the cloud data management unit 111 updates the second wide-area map information stored in the second wide-area map information storage unit 122 by associating the second wide-area map information with the part corresponding to the road information included in the second probe information.

[0048] The cloud data management unit 111 updates, based on the transmitted second probe information, the overlapping part between the transmitted second probe information and the road information (position information) among the second probe information associated with the second wide-area map information in the past. At this time, the average value of each sensor value related to the past second probe information and each sensor value related to the second probe information transmitted this time is used as the new each sensor value, and the second wide-area map information is updated in a form associating each sensor value with the road information. Alternatively, when calculating the average value, the average value may be calculated by weighting each sensor value related to the past second probe information with each sensor value related to the second probe information transmitted this time, and the second wide-area map information may be updated in a form associating the average value calculated by the weighting with the road information.

[0049] When it is necessary to update the basic data required for performing various operations in the cloud, the cloud data management unit 111 transmits that fact to the cloud administrator 3 via the cloud communication unit 13.

[0050] The vehicle transmission data management unit 112 extracts the road information included in the travel route information transmitted from the host vehicle 2C.

[0051] The vehicle transmission data management unit 112 refers to the first part (first part information) in which the road information is included in the travel route information among the first probe information included in the first wide-area map information stored in the first wide-area map information storage unit 121.

[0052] The vehicle transmission data management unit 112 refers to the second part (second part information) of the second probe information contained in the second wide-area map information stored in the second wide-area map information storage unit 122, in which road information is included in the driving route information.

[0053] Furthermore, the first wide-area map information and the second wide-area map information may be a single map information (first map information), in which case the first probe information and the second probe information may be associated with the first map information in a manner that allows them to be distinguished from each other.

[0054] The vehicle transmission data management unit 112 selects the first part from the first and second parts and sets it as the first part information if the last update date of the first part is later than the last update date of the second part.

[0055] The vehicle transmission data management unit 112 selects the second part from the first and second parts and sets it as the second part information if the last update date of the first part is earlier than the last update date of the second part.

[0056] The vehicle transmission data management unit 112 selects the first part from the second part and sets it as the first part information when the last update date of the first part is earlier than the last update date of the second part, and the difference between the sensor values ​​(average values ​​of vibration magnitude, tilt angle, etc.) (first physical quantity) included in the first part and the sensor values ​​(average values ​​of vibration magnitude, tilt angle, etc.) (first physical quantity) included in the second part exceeds a predetermined threshold.

[0057] The vehicle transmission data management unit 112 outputs the first partial information to the vehicle control calculation unit 113 if the first partial information is set, and outputs the second partial information to the vehicle control calculation unit 113 if the second partial information is set.

[0058] When the vehicle control calculation unit 113 receives the first partial information, it generates first rough road surface area information for controlling the on / off state of the engine 204 of the vehicle 2C and outputs it to the vehicle transmission data management unit 112. The first rough road surface area information is generated based on the vibration magnitude information included in the first partial information, and generates the first rough road surface area as the first rough road surface area information where a vibration magnitude above a predetermined threshold occurs continuously for a predetermined distance (second predetermined distance) or longer on the road related to the road information included in the first partial information. At that time, the accuracy of the first rough road surface area information may be improved by correcting the first rough road surface area information with image information captured by the camera 206 or road surface shape information generated by the laser distance measurement unit 207 in addition to the first partial information. If multiple first rough road surface areas occur in the first rough road surface area information, the average value of the vibration magnitude in each first rough road surface area is taken, and the information of the order of the magnitudes of these average values ​​is associated with the first rough road surface area information.

[0059] When the vehicle control calculation unit 113 receives the second partial information, it generates second rough road surface area information for performing on / off control of the engine 204 of its own vehicle 2C and outputs it to the vehicle transmission data management unit 112. The second rough road surface area information is generated based on the vibration magnitude information included in the second partial information, and generates a second rough road surface area as second rough road surface area information in which a vibration magnitude above a predetermined threshold occurs continuously for a predetermined distance (second predetermined distance) or longer on the road information related to the road information included in the second partial information. Note that multiple second rough road surface areas may occur in the second rough road surface area information as well. However, as described above, the vibration magnitude estimated by the second other vehicle 2B has a large error (variation) from the true value, so it is difficult to take the average value of the vibration magnitude in each second rough road surface area and evaluate the order of the magnitudes of those average values, as in the first rough road surface area information.

[0060] The vehicle transmission data management unit 112 outputs the first partial information to the vehicle control calculation unit 113. When the vehicle control calculation unit 113 inputs the first rough road surface area information, it associates this with the first partial information and transmits the first partial information, to the vehicle 2C via the cloud communication unit 13.

[0061] The vehicle transmission data management unit 112 outputs the second partial information to the vehicle control calculation unit 113. When the vehicle control calculation unit 113 inputs the second rough road surface area information, it associates this with the second partial information and transmits the second partial information, to the vehicle 2C via the cloud communication unit 13.

[0062] As shown in Figure 4, the vehicle 2C that transmitted the driving route information receives either the first partial information or the second partial information via the cloud communication unit 13 and the vehicle communication unit 214, and stores either of the received pieces of information in the vehicle data storage unit 215.

[0063] The vehicle 2C performs on / off control of its engine 204 and correction control of the torque command value based on the first partial information or the second partial information.

[0064] As described above, the vehicle calculation processing unit 216 starts the engine 204 when the charge level (SOC) of the battery 203 reaches a predetermined lower limit and stops the engine 204 when the charge level reaches a predetermined upper limit. On the other hand, the on / off control is intended to allow the engine 204 to start when the vehicle 2C is traveling in an area where the noise and vibration received from the road surface are relatively large, and to prohibit the engine 204 from starting when the vehicle is traveling in an area where the noise and vibration are relatively small.

[0065] When the vehicle calculation processing unit 216 receives the first partial information back to its own vehicle 2C, it allows the engine 204 to start when the vehicle 2C is traveling inside the first rough road area related to the first rough road area information (an area with relatively high noise and vibration), and prohibits the engine 204 from starting when the vehicle 2C is traveling outside the first rough road area (an area with relatively low noise and vibration).

[0066] If there are multiple first rough road areas in the first rough road area information, the vehicle calculation processing unit 216 refers to the average value information and preferentially starts the first rough road area with the highest average value. It also calculates the amount of charge to the battery 203 in the first road area, and if the value obtained by adding the increase in the charge rate corresponding to the amount of charge to the charge rate of the battery 203 before charging does not reach the upper limit, it starts the engine 204 in the next first rough road area with the highest average value and continues charging the battery 203.

[0067] Therefore, based on the first partial information, the vehicle calculation processing unit 216 pre-sets a region from the current position of the vehicle 2C to a predetermined distance ahead on the vehicle 2C's travel path in which the engine 204 will be started and stopped, and systematically carries out charging of the battery 203 using the engine 204 while taking into consideration the quietness inside the vehicle.

[0068] When the vehicle calculation processing unit 216 receives the second partial information back to its own vehicle 2C, it allows the engine 204 to start when the vehicle 2C is traveling inside the second rough road area related to the second rough road area information (an area with relatively high noise and vibration), and prohibits the engine 204 from starting when the vehicle 2C is traveling outside the second rough road area (an area with relatively low noise and vibration).

[0069] If there are multiple second rough road surface areas in the second rough road surface area information, the vehicle calculation processing unit 216 starts charging the battery 203 using the engine 204 from the second rough road surface area that the vehicle 2C passes through first (or last).

[0070] As described above, the vehicle calculation processing unit 216 generates a torque command value based on the accelerator opening and the like, and transmits a PWM signal to the inverter 202 based on the torque command value. For example, when the constant speed driving mode is selected in the driver setting unit 213, the torque command value is corrected so that the vehicle speed remains constant regardless of the slope of the road on which the vehicle 2C is traveling.

[0071] When the vehicle calculation processing unit 216 receives first partial information back to its own vehicle 2C, it calculates a torque correction value based on the inclination angle information included in the first partial information and adds the torque correction value to the torque command value. Here, if the inclination angle is positive (uphill), the torque correction value is positive, and if it is negative (downhill), the torque correction value is negative. Furthermore, if the acceleration of the first other vehicle 2A, which generated the probe information that forms the basis of the first partial information from image information, road surface shape information, etc., can be estimated from the first partial information, or if the first partial information includes information on lateral acceleration, the inclination angle information or the torque correction value may be corrected using this information.

[0072] When the vehicle calculation processing unit 216 receives second partial information back to its own vehicle 2C, it calculates a torque correction value based on the tilt angle information included in the second partial information and adds the torque correction value to the torque command value.

[0073] Incidentally, the torque generated by the drive motor 201 converges to a torque that reflects the torque command value after a predetermined time has elapsed from the timing when the torque command value is output, according to a predetermined time constant. Furthermore, since the inclination angle information is associated with road information (position information) in the first and second partial information, the vehicle calculation processing unit 216 can predict at what position the road inclination changes. Therefore, the vehicle calculation processing unit 216 can, for example, control the torque correction value to the value for that road before the predetermined time when the vehicle 2C enters a road with a different inclination angle.

[0074] If the vehicle 2C is of the same type as the first other vehicle 2A and is equipped with a vehicle vibration sensor 209 and a tilt angle sensor 210, the vehicle calculation processing unit 216 detects the magnitude of vibration and the tilt angle while the vehicle 2C is in motion. If the difference between the magnitude of vibration contained in the first partial information (similarly for the second partial information) transmitted from the cloud 1 and the magnitude of vibration detected by the vehicle 2C exceeds a predetermined threshold, the on / off control of the engine 204 and the torque command value correction control are stopped. After detecting the magnitude of vibration and the tilt angle over a predetermined distance, probe information (third probe information) containing the detected vibration magnitude and the detected tilt angle is transmitted to the cloud 1 via the vehicle communication unit 214.

[0075] If the vehicle 2C is of a different type than the first other vehicle 2A and is equipped with a wheel speed sensor 208, the vehicle calculation processing unit 216 estimates the magnitude of vibration and the tilt angle during driving based on the wheel speed information detected by the wheel speed sensor 208, as described above. If the difference between the magnitude of vibration included in the first partial information (same applies to the second partial information) transmitted from the cloud 1 and the magnitude of vibration estimated by the vehicle 2C exceeds a predetermined threshold, the on / off control of the engine 204 and the torque command value correction control are stopped. After estimating the magnitude of vibration and the tilt angle over a predetermined distance, probe information (third probe information) including the estimated vibration magnitude information and the estimated tilt angle information is transmitted to the cloud 1 via the vehicle communication unit 214.

[0076] When the cloud data management unit 111 receives third probe information from its own vehicle 2C, it refers to the vehicle type information of its own vehicle 2C included in the third probe information.

[0077] The cloud data management unit 111 updates the first wide-area map information by overwriting the third probe information with the portion of the road information included in the first probe information associated with the first wide-area map information that is common to the first other vehicle 2A, if the vehicle type of the own vehicle 2C is the same as that of the first other vehicle 2A.

[0078] If the vehicle type of the own vehicle 2C is different from that of the first other vehicle 2A, the cloud data management unit 111 updates the first wide-area map information in the same manner as described above, updating the portion of the second probe information associated with the second wide-area map information that is included in the road information transmitted from the own vehicle 2C, based on the third probe information.

[0079] In this embodiment, Cloud 1 may be omitted, and the vehicle 2C may have all the components of Cloud 1, with the vehicle 2C acquiring first probe information from the first other vehicle 2A and second probe information from the second other vehicle 2B. Alternatively, in this embodiment, the second probe information may be omitted, and first probe information having road information common to road information (driving route information) encompassing the location (including the destination) from the current position of the vehicle 2C to a predetermined distance ahead on the vehicle 2C's driving route may be extracted, and the vehicle 2C may be controlled based on the extracted first probe information.

[0080] [Control Flow] Figure 5 shows the control flow (first stage) of the control method (control system) for the electric vehicle 2 of this embodiment. Figure 6 shows the control flow (second stage) of the control method (control system) for the electric vehicle 2 of this embodiment. In the control flow of this embodiment, there are steps S501 to S517, but steps S501-S508, S511, and S515-S517 are executed in the cloud 1, and steps S509-S510 and S512-S514 are executed in the vehicle 2C.

[0081] In step S501, the cloud administrator 3 starts controlling the cloud 1.

[0082] In step S502, the cloud computing processing unit 11 (cloud data management unit 111) acquires first probe information from the first other vehicle 2A and updates the first wide-area map information.

[0083] In step S503, the cloud computing processing unit 11 (cloud data management unit 111) acquires second probe information from the second other vehicle 2B and updates the second wide-area map information.

[0084] In step S504, the cloud processing unit 11 (vehicle transmission data management unit 112) acquires driving route information from its own vehicle 2C.

[0085] In step S505, the cloud processing unit 11 (vehicle transmission data management unit 112) refers to the first part of the first probe information associated with the first wide-area map information that corresponds to the driving route information, and the second part of the second probe information associated with the second wide-area map information that corresponds to the driving route information.

[0086] In step S506, the cloud processing unit 11 (vehicle transmission data management unit 112) determines whether the last update date of the first part is earlier than the last update date of the second part. If the answer is YES, it proceeds to step S507; otherwise, it proceeds to step S508.

[0087] In step S507, the cloud calculation processing unit 11 (vehicle transmission data management unit 112) determines whether the difference between the value of the first part (magnitude of vibration) and the value of the second part (magnitude of vibration) exceeds a predetermined threshold. If the answer is YES, the unit proceeds to step S508; otherwise, the unit proceeds to step S511.

[0088] In step S508, the cloud processing unit 11 (vehicle transmission data management unit 112) generates the first part as first part information. The cloud processing unit 11 (vehicle control calculation unit 113) generates first rough road surface area information from the first part information. Furthermore, the cloud processing unit 11 (vehicle transmission data management unit 112) associates the first rough road surface area information with the first part information and transmits the first part information associated with the first rough road surface area information to the vehicle 2C.

[0089] In step S509, the vehicle calculation processing unit 216 of the vehicle 2C starts on / off control of the engine 204 based on the first rough road surface region and starts correction control of the torque command value based on the inclination angle information included in the first partial information.

[0090] In step S510, the vehicle calculation processing unit 216 determines whether the difference between the magnitude of vibration included in the first partial information and the magnitude of vibration estimated / detected by the vehicle 2C exceeds a predetermined threshold. If the answer is YES, the unit proceeds to step S514; otherwise, it proceeds to the end.

[0091] In step S511, the cloud processing unit 11 (vehicle transmission data management unit 112) generates the second part as second part information. The cloud processing unit 11 (vehicle control calculation unit 113) generates second rough road surface area information from the second part information. Furthermore, the cloud processing unit 11 (vehicle transmission data management unit 112) associates the second rough road surface area information with the second part information and transmits the second part information, to the vehicle 2C, to which the second rough road surface area information is associated.

[0092] In step S512, the vehicle calculation processing unit 216 of the vehicle 2C starts on / off control of the engine 204 based on the second rough road surface region and starts correction control of the torque command value based on the inclination angle information included in the second partial information.

[0093] In step S513, the vehicle calculation processing unit 216 determines whether the difference between the magnitude of vibration included in the second partial information and the magnitude of vibration estimated or detected by the vehicle 2C exceeds a predetermined threshold. If the answer is YES, the unit proceeds to step S514; otherwise, the unit proceeds to the end.

[0094] In step S514, the vehicle calculation processing unit 216 stops controlling the vehicle 2C using the first or second partial information (on / off control of the engine 204 and correction control of the torque command value), generates third probe information, and transmits it to the cloud 1.

[0095] In step S515, the cloud processing unit 11 (cloud data management unit 111) determines whether the vehicle type information of its own vehicle 2C included in the third probe information is the same as that of the first other vehicle 2A. If the answer is YES, it proceeds to step S516; otherwise, it proceeds to step S517.

[0096] In step S516, the cloud processing unit 11 (cloud data management unit 111) updates the first wide-area map information by overwriting the portion of the first probe information associated with the first wide-area map information that is common with the third probe information and road information (location information) with the third probe information.

[0097] In step S517, the cloud processing unit 11 (cloud data management unit 111) updates the second wide-area map information by updating the portion of the second probe information associated with the second wide-area map information that is common with the third probe information and road information (location information) based on the third probe information.

[0098] [Effects of On / Off Control] Figure 7 is a diagram illustrating the effects of the on / off control of the engine 204 in the control method (control system) of the electric vehicle 2 of this embodiment.

[0099] Figure 7 illustrates a scenario where vehicle 2C transmits route information to cloud 1, and cloud 1 returns either first partial information or second partial information. The first rough surface area information associated with the first partial information contains multiple first rough surface areas, and the second rough surface area information associated with the second partial information also contains multiple second rough surface areas. For simplicity, it is assumed that there are two first and two second rough surface areas, and that they are located at the same position.

[0100] The first rough road surface area information includes information on the ranking of road surface roughness for two first rough road surface areas. Here, for example, let's assume that in the first rough road surface area, the first rough road surface area that appears later has a rougher surface than the first rough road surface area that the vehicle 2C passes through earlier. Then the vehicle calculation processing unit 216 sets the engine 204 to be preferentially started when the vehicle 2C passes through the first rough road surface area (moderately rough road surface) earlier and then enters the first rough road surface area (severely rough road surface) later (or when it reaches the position just before entering it), and at that time the rotational speed of the engine 204 can be set to the rotational speed at the optimal operating point where the power generation efficiency is maximized.

[0101] On the other hand, the second rough road surface area information does not include information on the ranking of road surface roughness for the two second rough road surface areas. As before, it is assumed that in the second rough road surface area, the second rough road surface area that appears later has a rougher surface than the second rough road surface area that the vehicle 2C passes through earlier. Nevertheless, the vehicle calculation processing unit 216 starts the engine 204 when the vehicle 2C enters the first rough road surface area (moderately rough road surface) earlier (or when it reaches the position just before entering it). As a result, if the operating sound of the engine 204 is equivalent in volume to the sound vibration transmitted from the road surface, it is necessary to set the rotational speed of the engine 204 lower than the rotational speed that is the optimal operating point, and since the amount of power generated also decreases as the rotational speed is lowered, there are cases in which power generation continues even after passing through the first rough road surface area.

[0102] Furthermore, if the first and second rough road surface area information is unavailable, frequent on / off control will occur, such as starting the engine 204 as soon as the vehicle 2C reaches a manhole exposed on the road surface, and then stopping the engine 204 immediately after passing over the manhole, increasing the control burden. Therefore, the control burden can be reduced by using the first and second rough road surface area information to perform on / off control of the engine 204.

[0103] [Effect of Torque Command Value Correction Control] Figure 8 is a diagram illustrating the effect of torque command value correction control in the control method (control system) of the electric vehicle 2 of this embodiment. Figure 8 shows the case when the vehicle 2C transmits travel route information to the cloud 1, and the vehicle calculation processing unit 216 obtains first partial information or second partial information from the cloud 1.

[0104] Therefore, the vehicle calculation processing unit 216 recognizes in advance, based on the inclination angle information obtained from the first or second partial information, that there are flat road areas, downhill areas, uphill areas, and flat road areas in the order that the vehicle 2C will pass through along its route, and also recognizes in advance the inclination angle in the downhill area and the inclination angle in the uphill area, enabling constant speed driving control.

[0105] The vehicle calculation processing unit 216 can pre-calculate the torque correction amount for downhill slopes and the torque correction amount for uphill slopes.

[0106] The vehicle calculation processing unit 216 can control the vehicle by setting the torque correction value (ΔT) to zero while the vehicle 2C is traveling on a flat road, switching the torque correction value from zero to a torque correction value for downhill driving as soon as the vehicle 2C enters a downhill slope from the flat road, switching the torque correction value from a torque correction value for downhill driving to a torque correction value for uphill driving as soon as the vehicle 2C enters an uphill slope from the downhill slope, and switching the torque correction value from a torque correction value for uphill driving to zero as soon as the vehicle 2C enters a flat road from an uphill slope.

[0107] Furthermore, as described above, it may take a predetermined amount of time for the torque of the drive motor 201 to converge to the torque specified by the torque command value after the torque command value is set. Therefore, the vehicle calculation processing unit 216 sets the timing of switching the torque correction value a predetermined amount of time before the timing of the change in the slope of the road surface. This allows the torque of the drive motor 201 (shown as a dashed line in the graph representing the correction torque (ΔT) in Figure 8) to be set to the torque required for constant speed driving on the sloped surface after the change in the slope of the road surface on which the vehicle 2C is traveling, thus improving the accuracy of constant speed driving control.

[0108] [Effects of this embodiment] The control method for the electric vehicle 2 of this embodiment is as follows: When the first other vehicle 2A is equipped with a plurality of first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) that detect a plurality of first physical quantities (magnitude of vibration, tilt angle) that are different from each other and can be acquired while traveling on a road, the control method associates the plurality of first physical quantities (magnitude of vibration, tilt angle) detected by the plurality of first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) while the first other vehicle 2A is traveling on the road with first position information representing the position of the first other vehicle 2A when the first physical quantities (magnitude of vibration, tilt angle) were detected, and this information is associated with the movement of the first other vehicle 2A. First probe information is generated by continuously generating it, and by matching the first probe information with map information (first map information), the first probe information is associated with the road information related to the road traveled by the first other vehicle 2A among the road information included in the map information (first map information). When the own vehicle 2C is traveling on the road traveled by the first other vehicle 2A, second position information representing the current position of the own vehicle 2C is matched with map information (first position information) to extract first probe information from the map information (first position information) that corresponds to the road information from the current position of the own vehicle 2C to a predetermined distance ahead on the travel route of the own vehicle 2C, and control of the own vehicle 2C is executed based on the extracted first probe information.

[0109] As described above, the vehicle 2C acquires first probe information generated by the first other vehicle 2A, which is equipped with high-performance sensors (vehicle vibration sensor 209, tilt angle sensor 210). This makes it possible to control the vehicle 2C with high precision without having to install expensive high-performance sensors on the vehicle 2C itself. Furthermore, since the first probe information generated by the first other vehicle 2A, which is equipped with high-performance sensors, can be acquired in advance along the route that the vehicle 2C is scheduled to travel, the acquisition of highly reliable first probe information enables stable control of the vehicle 2C, and allows for highly precise and planned control of the vehicle 2C.

[0110] In this embodiment, a second vehicle-mounted sensor (wheel speed sensor 208) is installed on a second vehicle-mounted vehicle 2B, which is different from the first vehicle-mounted vehicle 2A, and which can be acquired while driving on the road and detects a second physical quantity (photographic speed) that is different from the first physical quantity (magnitude of vibration, tilt angle). Furthermore, when the second vehicle-mounted sensor (wheel speed sensor 208) detects the second physical quantity (wheel speed) while the second vehicle-mounted vehicle 2B is driving on the road, and further, when multiple first physical quantities (magnitude of vibration, tilt angle) can be estimated in the second vehicle-mounted vehicle 2B based on the second physical quantity (wheel speed) and the driving state of the second vehicle-mounted vehicle 2B (accelerator opening), second probe information is generated by continuously generating information that associates the estimated multiple first physical quantities (magnitude of vibration, tilt angle) with third position information representing the position of the second vehicle-mounted vehicle 2B when the second physical quantity (wheel speed) is detected, in accordance with the driving of the second vehicle-mounted vehicle 2B. The second probe information is then matched with map information (first map information) to determine the location of the second vehicle-mounted vehicle 2B. The system associates the second probe information with the road information related to the road traveled by the second other vehicle 2B, which is included in the map information (first map information). When the vehicle 2C is traveling on the same road traveled by the first other vehicle 2A and the second other vehicle 2B, the system matches the second position information with the map information (first map information) to extract the first and second probe information corresponding to the road information from the current position of the vehicle 2C to a predetermined distance ahead on the vehicle 2C's travel route. If the last update date of the extracted first probe information is on or after the last update date of the extracted second probe information, the extracted first probe information is selected and control of the vehicle 2C is executed based on the extracted first probe information. If the last update date of the extracted first probe information is earlier than the last update date of the extracted second probe information, the extracted second probe information is selected and control of the vehicle 2C is executed based on the extracted second probe information.

[0111] By using the above method, the accuracy of the control of the vehicle 2C can be ensured by selecting information that is highly reliable in terms of timing from either the extracted first probe information or the extracted second probe information.

[0112] In this embodiment, if the last update date of the extracted first probe information is earlier than the last update date of the extracted second probe information, and the difference between the first physical quantity (magnitude of vibration, tilt angle) included in the extracted first probe information and the first physical quantity (magnitude of vibration, tilt angle) included in the extracted second probe information exceeds a predetermined threshold, the extracted first probe information is selected, and control of the vehicle 2C is performed based on the extracted first probe information.

[0113] By using the above method, the accuracy of the control of the vehicle 2C can be ensured by selecting numerically reliable information from the extracted first probe information or the extracted second probe information, prioritizing it over temporal reliability.

[0114] In this embodiment, when the first other vehicle 2A is equipped with multiple first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) that detect multiple first physical quantities (magnitude of vibration, tilt angle) that are different from each other and can be acquired while driving on a road, first probe information is generated by continuously generating information that associates the multiple first physical quantities (magnitude of vibration, tilt angle) detected by the multiple first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) while the first other vehicle 2A is driving on the road with first position information that represents the position of the first other vehicle 2A when the first physical quantities (magnitude of vibration, tilt angle) are detected, in accordance with the driving of the first other vehicle 2A, and the first probe information is transmitted to the cloud 1, and the first probe information is transmitted to the cloud 1, and the first probe information is transmitted to the cloud 1, and the first probe information is transmitted to the first map information By matching with the report (first wide-area map information), the first probe information is associated with the road information related to the road traveled by the first other vehicle 2A among the road information included in the first map information (first wide-area map information). When the own vehicle 2C is traveling on the road traveled by the first other vehicle 2A, the second position information representing the current position of the own vehicle 2C is matched with the second map information. From the road information included in the second map information, travel route information is generated, which is the road information from the current position of the own vehicle 2C to a predetermined distance ahead on the travel route of the own vehicle 2C, and is sent to the cloud 1. In the cloud 1, the travel route information is matched with the first map information, and the first probe information corresponding to the travel route information is extracted from the first probe information associated with the first map information and sent to the own vehicle 2C. Based on the extracted first probe information, control of the own vehicle 2C is executed.

[0115] In this embodiment, since the vehicle 2C acquires first probe information generated by the first other vehicle 2A equipped with high-performance sensors (vehicle vibration sensor 209, tilt angle sensor 210), high-precision control of the vehicle 2C becomes possible without equipping the vehicle 2C with expensive high-performance sensors. Furthermore, since the first probe information generated by the first other vehicle 2A equipped with high-performance sensors, which is on the route that the vehicle 2C is scheduled to travel, can be acquired in advance, the control of the vehicle 2C can be executed stably and precisely and systematically by acquiring highly reliable first probe information. Moreover, since all of the first probe information is held in the cloud 1, and the vehicle 2C only needs to download the portion of the first probe information held in the cloud 1 that it requires by sending route information to the cloud 1, the equipment burden on the vehicle 2C can be reduced.

[0116] In this embodiment, a second on-board sensor (wheel speed sensor 208) is mounted on a second other vehicle 2B, which is different from the first other vehicle 2A, and which can be acquired while driving on the road and detects a second physical quantity (wheel speed) that is different from the first physical quantity (magnitude of vibration, tilt angle). Furthermore, while the second other vehicle 2B is driving on the road, the second physical quantity (wheel speed) is detected by the second on-board sensor (wheel speed sensor 208). In addition, in the second other vehicle 2B, a plurality of first physical quantities are generated based on the second physical quantity (wheel speed) and the driving state of the second other vehicle 2B (accelerator opening). When quantities (magnitude of vibration, tilt angle) can be estimated, second probe information is generated by continuously generating information that associates multiple estimated first physical quantities (magnitude of vibration, tilt angle) with third position information representing the position of the second other vehicle 2B when the second physical quantity (wheel speed) is detected, in conjunction with the movement of the second other vehicle 2B. This second probe information is then transmitted to Cloud 1, where the second probe information is matched with the first map information (second wide-area map information) to obtain the first map information (second wide-area map information). The system associates the second probe information with the road information related to the road traveled by the second other vehicle 2B, and when the vehicle 2C is traveling on the same road traveled by the first other vehicle 2A and the second other vehicle 2B, it transmits the travel route information to the cloud 1. The cloud 1 then matches the travel route information with the first map information (first wide-area map information, second wide-area map information), thereby matching the first part of the first probe information associated with the first map information (first wide-area map information) with the travel route information. The system refers to the second probe information associated with the first probe information, which includes a second part corresponding to the travel route information. If the last update date of the first part is on or after the last update date of the second part, the first part is selected as the first part information and transmitted to the vehicle 2C, and the vehicle 2C is controlled based on the first part information. If the last update date of the first part is earlier than the last update date of the part of the second part corresponding to the travel route information, the second part is selected as the second part information and transmitted to the vehicle 2C, and the vehicle 2C is controlled based on the second part information.

[0117] By using the method described above, the accuracy of the control of the vehicle 2C can be ensured by selecting information that is highly reliable in terms of timing from either the first or second partial information.

[0118] In this embodiment, if the last update date of the first part is earlier than the last update date of the second part, and the difference between the first physical quantity (magnitude of vibration, tilt angle) included in the first part and the first physical quantity (magnitude of vibration, tilt angle) included in the second part information exceeds a predetermined threshold, the first part is selected as the first part information and transmitted to the vehicle 2C, and control of the vehicle 2C is performed based on the first part information.

[0119] By using the above method, the accuracy of the control of the vehicle 2C can be ensured by selecting numerically reliable information from among the first or second partial information, prioritizing it over temporal reliability.

[0120] In this embodiment, the first on-board sensor (vehicle vibration sensor 209, tilt angle sensor 210) includes a first vehicle vibration sensor (vehicle vibration sensor 209) that detects the magnitude of vibration received from the road while the first other vehicle 2A is traveling on the road as a first physical quantity, and a first tilt angle sensor (tilt angle sensor 210) that detects the tilt angle of the road on which the first other vehicle 2A is traveling as a first physical quantity, and the second on-board sensor (wheel speed sensor 208) is a first wheel speed sensor (wheel speed sensor 208) that detects the first wheel speed (wheel speed) of the second other vehicle 2B as a second physical quantity, and the second other vehicle In 2B, the magnitude of vibration, which is the first physical quantity, can be estimated from the change in the first wheel speed, and the tilt angle, which is the first physical quantity, can be estimated from the driving force (accelerator opening) and the first wheel speed of the second other vehicle 2B, and the vehicle 2C includes a motor (drive motor 201) that drives the vehicle 2C, a battery 203 that supplies power to the motor (drive motor 201), and a generator (engine 204) that charges the battery 203, and the motor (drive motor 201) can be controlled based on a torque command value generated by driver operation, in the case of the first other vehicle 2 In A, the detected vibration information, the detected tilt angle information, and the first position information are associated with the vehicle type information of the first other vehicle 2A to generate first probe information, which is then transmitted to Cloud 1. In the second other vehicle 2B, the estimated vibration information, the estimated tilt angle information, and the third position information are associated with the vehicle type information of the second other vehicle 2B to generate second probe information, which is then transmitted to Cloud 1. In Cloud 1, the first probe information is associated with the first map information (first wide-area map information), and the vehicle type information of the first other vehicle 2A included in the first probe information is also processed. By identifying the vehicle type information of the second other vehicle 2B included in the report and the second probe information, the second probe information is associated with the first map information (second wide-area map information) in a state that is distinguishable from the first probe information, and when the first part is selected in the cloud 1, the road surface roughness is calculated based on the vibration magnitude information included in the first part, and first rough road surface area information is generated representing the first rough road surface area where the road surface roughness is above a predetermined threshold for a second predetermined distance or longer, and the first rough road surface area information is associated with the first part information and transmitted to the vehicle 2C.When the vehicle 2C is traveling within the first rough road surface area included in the first partial information, on / off control is performed to allow the generator (engine 204) to start, and when the vehicle 2C is traveling outside the first rough road surface area, the generator (engine 204) is prohibited from starting, and the torque command value is corrected based on the inclination angle information included in the first partial information. When the second part is selected in Cloud 1, the road surface roughness is calculated based on the vibration magnitude information included in the second part, and second rough road surface area information is generated representing a second rough road surface area where the road surface roughness exceeds a predetermined threshold for a second predetermined distance or longer. The second rough road surface area information is associated with the second partial information and transmitted to the vehicle 2C. When the vehicle 2C is traveling within the second rough road surface area included in the second partial area, on / off control is performed to allow the generator (engine 204) to start, and when the vehicle 2C is traveling outside the second rough road surface area, the generator (engine 204) is prohibited from starting, and the torque command value is corrected based on the inclination angle information included in the second partial information.

[0121] By generating the first and second rough road surface area information used for on / off control in Cloud 1 using the above method, the processing load on the computer can be reduced, thereby lowering the computer's computational processing power and suppressing the cost of the vehicle 2C. Furthermore, since the tilt angle information necessary for torque command value correction control can be obtained directly from the first or second partial information, the control delay of torque command value correction control can be reduced.

[0122] In this embodiment, when there are multiple first rough road surface areas in the first rough road surface area information, the generator (engine 204) is preferentially started in the first rough road surface area with the greatest road surface roughness (magnitude of vibration).

[0123] By using the above method, the engine 204 can be started at the optimal operating point in the first rough road surface region where external noise and vibration are greatest, while the rotational noise of the engine 204 is masked by external noise and vibration, thereby reducing discomfort to the driver caused by the rotational noise of the engine 204.

[0124] In this embodiment, when a guidance route from the current location to the destination is set in the vehicle 2C, the driving route information is set as road information corresponding to the guidance route among the road information in the first map information (first wide-area map information, second wide-area map information).

[0125] The above method allows for more planned control of the vehicle 2C (particularly the on / off control of the engine 204).

[0126] In this embodiment, when the vehicle 2C is of a different type from the first other vehicle 2A, and the vehicle 2C is equipped with a second wheel speed sensor (wheel speed sensor 208) that detects the second wheel speed (wheel speed) of the vehicle 2C, and the magnitude of vibration can be estimated from the change in the second wheel speed detected by the second wheel speed sensor (wheel speed sensor 208) in the vehicle 2C, if the difference between the magnitude of vibration at the current position of the vehicle 2C included in the first partial information and the magnitude of vibration at the current position of the vehicle 2C estimated by the vehicle 2C exceeds a predetermined threshold, or if the vehicle 2C is transmitted with second partial information and the magnitude of vibration at the current position of the vehicle 2C included in the second partial information When the difference between the magnitude of vibration at the current position of vehicle 2C estimated by Sato exceeds a predetermined threshold, the inclination angle of the road on which vehicle 2C is traveling is estimated based on the driving force (accelerator opening) and second wheel speed (wheel speed) of vehicle 2C. Third probe information is generated by associating the estimated vibration magnitude information, the estimated inclination angle information, and the second position information with the vehicle type information of vehicle 2C, and this third probe information is transmitted to cloud 1. Cloud 1 identifies that the vehicle type of vehicle 2C is different from the vehicle type of the first other vehicle 2A, and updates the portion of the second probe information stored in the first map information (second wide-area map information) that is common with the third probe information and road information based on the third probe information.

[0127] The above method makes it possible to improve the accuracy of control using a portion of the second probe information from other vehicles following the vehicle 2C.

[0128] In this embodiment, when first partial information is transmitted to the vehicle 2C and the difference between the magnitude of vibration at the vehicle 2C's current position included in the first partial information and the magnitude of vibration at the vehicle 2C's current position estimated by the vehicle 2C exceeds a predetermined threshold, the control of the vehicle 2C using the first partial information is stopped. When second partial information is transmitted to the vehicle 2C and the difference between the magnitude of vibration at the vehicle 2C's current position included in the second partial information and the magnitude of vibration at the vehicle 2C's current position estimated by the vehicle 2C exceeds a predetermined threshold, the control of the vehicle 2C using the second partial information is stopped.

[0129] By using the above method, if there is a discrepancy between the transmitted vibration information and the vibration information estimated by the vehicle 2C, the vehicle 2C can immediately stop using the first or second partial information, thereby reducing the driver's sense of unnaturalness in control.

[0130] In this embodiment, when the vehicle 2C is of the same type as the first other vehicle 2A, and the vehicle 2C is equipped with a second vehicle vibration sensor (vehicle vibration sensor 209) that detects the magnitude of vibrations received from the road while the vehicle 2C is traveling on the road, and a second inclination angle sensor (inclination angle sensor 210) that detects the inclination angle of the road on which the vehicle 2C is traveling, if first partial information is transmitted to the vehicle 2C and the difference between the magnitude of vibration at the current position of the vehicle 2C included in the first partial information and the magnitude of vibration at the current position of the vehicle 2C detected by the vehicle 2C exceeds a predetermined threshold, or if second partial information is transmitted to the vehicle 2C and the second partial If the difference between the magnitude of vibration at the current location of the vehicle 2C included in the information and the magnitude of vibration at the current location of the vehicle 2C detected by the vehicle 2C exceeds a predetermined threshold, the detected vibration magnitude information, the detected tilt angle information, and the second location information are associated with the vehicle type information of the vehicle 2C to generate third probe information, which is then transmitted to the cloud 1. The cloud 1 identifies that the vehicle type of the vehicle 2C is the same as that of the first other vehicle 2A, and then updates the portion of the first probe information stored in the first map information (first wide-area map information) that is common with the third probe information and road information using the third probe information.

[0131] The above method makes it possible to improve the accuracy of control using a portion of the first probe information from other vehicles following the vehicle 2C.

[0132] In this embodiment, when first partial information is transmitted to the vehicle 2C and the difference between the magnitude of vibration at the current position of the vehicle 2C included in the first partial information and the magnitude of vibration at the current position of the vehicle 2C detected by the vehicle 2C exceeds a predetermined threshold, the control of the vehicle 2C using the first partial information is stopped. When second partial information is transmitted to the vehicle 2C and the difference between the magnitude of vibration at the current position of the vehicle 2C included in the second partial information and the magnitude of vibration at the current position of the vehicle 2C detected by the vehicle 2C exceeds a predetermined threshold, the control of the vehicle 2C using the second partial information is stopped.

[0133] By using the above method, if there is a discrepancy between the transmitted vibration information and the vibration information detected by the vehicle 2C, the vehicle 2C can immediately stop using the first or second partial information, thereby reducing the driver's sense of unnaturalness in control.

[0134] The control system for the electric vehicle 2 of this embodiment is configured such that, when the first other vehicle 2A is equipped with multiple first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) that detect multiple first physical quantities (magnitude of vibration, tilt angle) that are different from each other and can be acquired while traveling on a road, the system associates the multiple first physical quantities (magnitude of vibration, tilt angle) detected by the multiple first on-board sensors (vehicle vibration sensor 209, tilt angle sensor 210) while the first other vehicle 2A is traveling on the road with first position information representing the position of the first other vehicle 2A when the first physical quantities (magnitude of vibration, tilt angle) were detected, and this information is associated with the movement of the first other vehicle 2A. First probe information is generated by continuously generating it, and by matching the first probe information with map information (first map information), the first probe information is associated with the road information related to the road traveled by the first other vehicle 2A among the road information included in the map information (first map information). When the own vehicle 2C is traveling on the road traveled by the first other vehicle 2A, second position information representing the current position of the own vehicle 2C is matched with map information (first position information) to extract first probe information from the map information (first position information) that corresponds to the road information from the current position of the own vehicle 2C to a predetermined distance ahead on the travel route of the own vehicle 2C, and control of the own vehicle 2C is executed based on the extracted first probe information.

[0135] With the above configuration, the vehicle 2C acquires first probe information generated by the first other vehicle 2A, which is equipped with high-performance sensors (vehicle vibration sensor 209, tilt angle sensor 210). This makes it possible to control the vehicle 2C with high precision without having to install expensive high-performance sensors on the vehicle 2C itself. Furthermore, since the first probe information generated by the first other vehicle 2A, which is equipped with high-performance sensors, can be acquired in advance along the route that the vehicle 2C is scheduled to travel, the acquisition of highly reliable first probe information enables stable control of the vehicle 2C, and allows for highly precise and planned control of the vehicle 2C.

[0136] Although embodiments of the present invention have been described above, these embodiments only represent a part of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments.

Claims

1. A control method for an electric vehicle, in which a first other vehicle is equipped with a plurality of first on-board sensors that detect a plurality of first physical quantities that are different from each other and can be acquired while traveling on a road, the method generates first probe information by continuously generating information that associates a plurality of first physical quantities detected by the plurality of first on-board sensors with first position information that represents the position of the first other vehicle when the first physical quantities were detected while the first other vehicle is traveling on the road, the method matches the first probe information with map information to associate the first probe information with the road information related to the road traveled by the first other vehicle among the road information included in the map information, and when the vehicle is traveling on the road traveled by the first other vehicle, matches second position information that represents the current position of the vehicle with the map information to extract the first probe information from the map information that corresponds to the road information from the current position of the vehicle to a predetermined distance ahead on the vehicle's travel route, and executes control of the vehicle based on the extracted first probe information.

2. A second vehicle, different from the first other vehicle, is equipped with a second on-board sensor that can be acquired while traveling on the road and detects a second physical quantity different from the first physical quantity, and the second physical quantity is detected by the second on-board sensor while the second other vehicle is traveling on the road, and further, in the case where a plurality of the first physical quantities can be estimated in the second other vehicle based on the second physical quantity and the driving state of the second other vehicle, second probe information is generated by continuously generating information that associates the estimated plurality of the first physical quantities with third position information representing the position of the second other vehicle when the second physical quantity was detected, in accordance with the travel of the second other vehicle, and the second probe information is associated with the road information related to the road traveled by the second other vehicle among the road information included in the map information by matching the second probe information with the map information, A method for controlling an electric vehicle according to claim 1, wherein when the vehicle is traveling on the road on which the first other vehicle and the second other vehicle have traveled, the second location information is matched with the map information to extract the first probe information and the second probe information corresponding to the road information from the current location of the vehicle to a predetermined distance ahead on the vehicle's travel route from the map information; the extracted first probe information is selected if the last update date of the extracted first probe information is on or after the last update date of the extracted second probe information, and the vehicle is controlled based on the extracted first probe information; the extracted second probe information is selected if the last update date of the extracted first probe information is earlier than the last update date of the extracted second probe information, and the vehicle is controlled based on the extracted second probe information.

3. The method for controlling an electric vehicle according to claim 2, wherein the last update date of the extracted first probe information is earlier than the last update date of the extracted second probe information, and the difference between the first physical quantity included in the extracted first probe information and the first physical quantity included in the extracted second probe information exceeds a predetermined threshold, and the extracted first probe information is selected and the vehicle is controlled based on the extracted first probe information.

4. When a first other vehicle is equipped with multiple first on-board sensors that detect multiple first physical quantities, each of which is different from the others and can be acquired while driving on a road, first probe information is generated by continuously generating information that associates the multiple first physical quantities detected by the multiple first on-board sensors while the first other vehicle is driving on the road with first position information that represents the position of the first other vehicle when the first physical quantities were detected, and the first probe information is transmitted to the cloud. In the cloud, the first probe information is matched with first map information to associate the first probe information with the road information related to the road that the first other vehicle has traveled on among the road information included in the first map information. When the own vehicle is traveling on the road that the first other vehicle has traveled on, second position information representing the current position of the own vehicle is matched with second map information to generate driving route information that is the road information from the current position of the own vehicle to a predetermined distance ahead on the driving route of the own vehicle among the road information included in the second map information, and this is transmitted to the cloud. A control method for an electric vehicle, comprising matching the driving route information with first map information in the cloud, extracting first probe information corresponding to the driving route information from the first probe information associated with the first map information, transmitting it to the vehicle, and executing control of the vehicle based on the extracted first probe information.

5. A second vehicle, different from the first other vehicle, is equipped with a second on-board sensor that can be acquired while traveling on the road and detects a second physical quantity different from the first physical quantity, and the second physical quantity is detected by the second on-board sensor while the second other vehicle is traveling on the road, and further, in the case where a plurality of the first physical quantities can be estimated in the second other vehicle based on the second physical quantity and the driving state of the second other vehicle, second probe information is generated by continuously generating information that associates the estimated plurality of the first physical quantities with third position information representing the position of the second other vehicle when the second physical quantity is detected, in accordance with the travel of the second other vehicle, and the second probe information is transmitted to the cloud, the second probe information is associated with the road information related to the road traveled by the second other vehicle among the road information included in the first map information by matching the second probe information with the first map information, and the travel route information is transmitted to the cloud when the vehicle itself is traveling on the road traveled by the first other vehicle and the second other vehicle. A method for controlling an electric vehicle according to claim 4, wherein in the cloud, the driving route information is matched with the first map information, and a first part corresponding to the driving route information is included in the first probe information associated with the first map information, and a second part corresponding to the driving route information is included in the second probe information associated with the first map information, and if the last update date of the first part is on or after the last update date of the second part, the first part is selected as first part information and transmitted to the vehicle, and the vehicle is controlled based on the first part information, and if the last update date of the first part is earlier than the last update date of the part of the second part corresponding to the driving route information, the second part is selected as second part information and transmitted to the vehicle, and the vehicle is controlled based on the second part information.

6. The electric vehicle control method according to claim 5, wherein if the last update date of the first part is earlier than the last update date of the second part, and the difference between the first physical quantity included in the first part and the first physical quantity included in the second part information exceeds a predetermined threshold, the first part is selected as first part information and transmitted to the vehicle, and the vehicle is controlled based on the first part information.

7. The first on-board sensor includes a first vehicle vibration sensor that detects the magnitude of vibrations received by the first other vehicle from the road while it is traveling on the road as the first physical quantity, and a first inclination angle sensor that detects the inclination angle of the road on which the first other vehicle is traveling as the first physical quantity, and the second on-board sensor is a first wheel speed sensor that detects the first wheel speed of the second other vehicle as the second physical quantity, and the second other vehicle is capable of estimating the magnitude of the vibration, which is the first physical quantity, from the change in the first wheel speed, and estimating the inclination angle, which is the first physical quantity, from the driving force of the second other vehicle and the first wheel speed, and the own vehicle includes a motor that drives the own vehicle, a battery that supplies power to the motor, and a generator that charges the battery, and the motor is controllable based on a torque command value generated by driver operation, In the first other vehicle, the detected vibration information, the detected tilt angle information, and the first position information are associated with the vehicle type information of the first other vehicle to generate the first probe information and transmit it to the cloud. In the second other vehicle, the estimated vibration information, the estimated tilt angle information, and the third position information are associated with the vehicle type information of the second other vehicle to generate the second probe information and transmit it to the cloud. In the cloud, the first probe information is associated with the first map information, and the vehicle type information of the first other vehicle included in the first probe information and the vehicle type information of the second other vehicle included in the second probe information are identified, thereby associating the second probe information with the first map information in a state that is distinguishable from the first probe information.When the first portion is selected in the cloud, the road surface roughness of the road is calculated based on the vibration magnitude information included in the first portion, and first rough road surface area information is generated representing a first rough road surface area where the road surface roughness is above a predetermined threshold for a second predetermined distance or longer, and the first rough road surface area information is transmitted to the vehicle in association with the first portion information, on / off control is performed to allow the generator to start when the vehicle is traveling within the first rough road surface area included in the first portion information and to prohibit the generator from starting when the vehicle is traveling outside the first rough road surface area, and the torque command value is corrected based on the inclination angle information included in the first portion information. A method for controlling an electric vehicle according to claim 5 or 6, wherein when the second part is selected in the cloud, the method calculates the road surface roughness of the road based on the vibration magnitude information included in the second part, generates second rough road surface area information representing a second rough road surface area where the road surface roughness is above a predetermined threshold for a second predetermined distance or longer, transmits the second rough road surface area information to the vehicle in association with the second part information, performs on / off control which allows the generator to start when the vehicle is traveling within the second rough road surface area included in the second part information and prohibits the generator from starting when the vehicle is traveling outside the second rough road surface area, and corrects the torque command value based on the inclination angle information included in the second part information.

8. The electric vehicle control method according to claim 7, wherein, when there are multiple first rough road surface areas in the first rough road surface area information, the generator is preferentially started in the first rough road surface area with the greatest road surface roughness.

9. The electric vehicle control method according to claim 8, wherein when a guidance route from the current position to a destination is set in the vehicle, the driving route information is set as the road information in the first map information that corresponds to the guidance route.

10. When the vehicle itself is of a different type from the first other vehicle, and the vehicle itself is equipped with a second wheel speed sensor for detecting the second wheel speed of the vehicle, and the vehicle itself can estimate the magnitude of the vibration from the change in the second wheel speed detected by the second wheel speed sensor, when the first partial information is transmitted to the vehicle and the difference between the magnitude of the vibration at the vehicle's current position included in the first partial information and the magnitude of the vibration at the vehicle's current position estimated by the vehicle exceeds a predetermined threshold, or when the second partial information is transmitted to the vehicle itself and the difference between the magnitude of the vibration at the vehicle's current position included in the second partial information and the magnitude of the vibration at the vehicle's current position estimated by the vehicle exceeds a predetermined threshold, the inclination angle of the road on which the vehicle is traveling is estimated based on the vehicle's driving force and second wheel speed, the estimated vibration magnitude information, the estimated inclination angle information, and the second position information are associated with the vehicle type information to generate third probe information, and the third probe information is transmitted to the cloud. The method for controlling an electric vehicle according to claim 7, wherein the cloud identifies that the vehicle type of the own vehicle is different from the vehicle type of the first other vehicle, and then updates the portion of the second probe information stored in the first map information that is common with the third probe information and the road information based on the third probe information.

11. A method for controlling an electric vehicle according to claim 10, wherein when the first partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the first partial information and the magnitude of vibration at the vehicle's current position estimated by the vehicle exceeds a predetermined threshold, the control of the vehicle using the first partial information is stopped; and when the second partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the second partial information and the magnitude of vibration at the vehicle's current position estimated by the vehicle exceeds a predetermined threshold, the control of the vehicle using the second partial information is stopped.

12. When the vehicle itself is of the same type as the first other vehicle, and the vehicle is equipped with a second vehicle vibration sensor for detecting the magnitude of vibrations received from the road while the vehicle is traveling on the road, and a second inclination angle sensor for detecting the inclination angle of the road on which the vehicle is traveling, if the first partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the first partial information and the magnitude of vibration at the vehicle's current position detected by the vehicle exceeds a predetermined threshold, or if the second partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the second partial information and the magnitude of vibration at the vehicle's current position detected by the vehicle exceeds a predetermined threshold, the detected vibration magnitude information, the detected inclination angle information, and the second position information are associated with the vehicle type information to generate third probe information, and the third probe information is transmitted to the cloud. The method for controlling an electric vehicle according to claim 7, wherein in the cloud, the vehicle type of the own vehicle is identified as being the same as the vehicle type of the first other vehicle, and the portion of the first probe information stored in the first map information that is common with the third probe information and the road information is updated with the third probe information.

13. A method for controlling an electric vehicle according to claim 12, wherein when the first partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the first partial information and the magnitude of vibration at the vehicle's current position detected by the vehicle exceeds a predetermined threshold, the control of the vehicle using the first partial information is stopped; and when the second partial information is transmitted to the vehicle and the difference between the magnitude of vibration at the vehicle's current position included in the second partial information and the magnitude of vibration at the vehicle's current position detected by the vehicle exceeds a predetermined threshold, the control of the vehicle using the second partial information is stopped.

14. A control system for an electric vehicle in which, when a first other vehicle is equipped with a plurality of first on-board sensors that detect a plurality of first physical quantities that are different from each other and can be acquired while traveling on a road, first probe information is generated by continuously generating information that associates a plurality of first physical quantities detected by the plurality of first on-board sensors while the first other vehicle is traveling on the road with first position information that represents the position of the first other vehicle when the first physical quantities were detected, in accordance with the travel of the first other vehicle, first probe information is generated by matching the first probe information with map information to associate the first probe information with the road information related to the road traveled by the first other vehicle among the road information included in the map information, when the own vehicle is traveling on the road traveled by the first other vehicle, second position information that represents the current position of the own vehicle is matched with the map information to extract the first probe information from the map information corresponding to the road information from the current position of the own vehicle to a predetermined distance ahead on the travel route of the own vehicle, and the control system for the own vehicle is executed based on the extracted first probe information.

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