Vehicle control device

Abstract

A vehicle control device (20) according to the present disclosure comprises: a determination unit (25) that determines a recording condition for performing recording control for recording, in a nonvolatile memory (24), lifetime data relating to the energy consumption efficiency of a vehicle (1); and a control unit (26) that performs the recording control when the recording condition is satisfied. The recording condition includes the following conditions 1 and 2 as OR conditions. Condition 1: A power switch (17) has been changed from ON to OFF, and the vehicle (1) has experienced a travel mode after the previous recording control. Condition 2: The power switch (17) has been changed from ON to OFF, and the lifetime data has been reset after the previous recording control.

Description

Vehicle control system

[0001] This matter concerns a vehicle control system that manages data related to the energy consumption efficiency of vehicles.

[0002] Vehicle control devices that collect and record various types of driving data are known in order to allow for retrospective verification of the vehicle's driving conditions. Among these types of vehicle control devices, those that record video data of the vehicle's surroundings are called drive recorders. In addition, event data recorders and digital tachographs are known for recording data related to driving operations and driving performance (see Patent Documents 1 and 2).

[0003] In recent years, the implementation of OBFCMs (On-Board Fuel and / or Energy Consumption Monitoring units), which record vehicle lifetime data (cumulative lifetime data) for the purpose of objectively evaluating the environmental performance of vehicles, is becoming mandatory worldwide. Lifetime data refers to the cumulative data on vehicle fuel consumption and energy consumption parameters from the time of vehicle completion to the present. Specific examples of lifetime data include cumulative fuel consumption and cumulative external charge amounts. When the vehicle's main power is ON, lifetime data is stored, for example, in a buffer (volatile memory) within the vehicle control system. When the vehicle's main power is OFF, the lifetime data in the buffer is stored and retained in non-volatile memory (NVRAM (Non-Volatile Random Access Memory) or external storage device).

[0004] Japanese Patent Publication No. 2013-73610 Japanese Patent Publication No. 2022-24414

[0005] Lifetime data values ​​can change not only while the vehicle is in motion, but also while parked after driving has finished. For example, if control is performed to operate the internal combustion engine while parked, the cumulative fuel consumption will fluctuate. Also, if external charging is performed while parked, the cumulative external charge amount will fluctuate. Therefore, it is desirable that the timing for saving lifetime data in the buffer to non-volatile memory is when the vehicle's operating mode is IG-OFF mode (a mode corresponding to the state in which the main power is OFF, Ignition-off mode).

[0006] However, there may be a delay between the time the vehicle's main power switch is turned off and the vehicle actually enters IG-OFF mode. For example, if the vehicle has an electrical component power retention function (a function that allows the use of in-car accessories such as audio systems and door mirrors when the main power is OFF), as long as the in-car accessories are being used, the operating mode of the parked vehicle will not enter IG-OFF mode, and the lifetime data in the buffer will not be saved to non-volatile memory. Therefore, if the auxiliary battery is removed or replaced before the vehicle enters IG-OFF mode, the lifetime data in the buffer will be lost.

[0007] To address these challenges, one could consider continuously recording the lifetime data in the buffer to non-volatile memory at predetermined intervals. However, in this case, the frequency of recording to non-volatile memory increases, shortening the time until the number of rewrites reaches its upper limit, and causing the non-volatile memory to reach its product lifespan prematurely.

[0008] One of the objectives of this invention is to improve the reliability of recording while suppressing excessive updates in a vehicle control device that records lifetime data in non-volatile memory, in light of the problems described above. Furthermore, other objectives of this invention include achieving effects and benefits that cannot be obtained with conventional technology, derived from the various configurations shown in the "Modes for Carrying Out the Invention" section below.

[0009] The disclosed vehicle control device can be implemented in the following embodiments (examples of application) and solves at least some of the above-mentioned problems. Each of the embodiments from Embodiment 2 onward is an additional embodiment that can be appropriately selected and each of the embodiments can be omitted. None of the embodiments from Embodiment 2 onward disclose any embodiments or configurations that are essential to this case.

[0010] Embodiment 1. The disclosed vehicle control device is mounted on a vehicle comprising a battery, an inverter that converts the DC power of the battery into AC power, a motor driven by the AC power, and a high-voltage circuit interposed between the battery and the inverter. This vehicle control device comprises a determination unit that determines recording conditions for performing recording control to record lifetime data relating to the energy consumption efficiency of the vehicle in a non-volatile memory, and a control unit that performs the recording control when the recording conditions are met.

[0011] The recording conditions include the following OR conditions: Condition 1: The power switch is changed from ON to OFF, and the vehicle has experienced a driving mode since the last recording control. Condition 2: The power switch is changed from ON to OFF, and the lifetime data has been reset since the last recording control.

[0012] Embodiment 2. With respect to an embodiment including Embodiment 1 described above, it is preferable that the battery is externally rechargeable. Furthermore, it is preferable that the recording conditions include the following condition 3 as an OR condition for condition 1 and condition 2: Condition 3: The power switch is OFF and the external charging has been completed.

[0013] Embodiment 3. With respect to embodiments including Embodiment 2 described above, it is preferable that the recording conditions include the following condition 4 as an AND condition for each of conditions 1, 2, and 3: Condition 4: The contactor interposed in the high-voltage circuit is in a connected state. (The operating mode of the vehicle is high-voltage mode.)

[0014] Embodiment 4. With respect to embodiments including Embodiment 2 described above, it is preferable that the vehicle performs power retention control to charge the vehicle's auxiliary battery using the power of the battery when the power switch is changed from ON to OFF. It is also preferable that the control unit performs the recording control while the power retention control is being performed.

[0015] Embodiment 5. With respect to embodiments including Embodiment 2 described above, it is preferable that the vehicle control device communicates with other electronic control devices on the CAN using MAC authentication, and the control unit has a function to stop MAC authentication when performing the recording control.

[0016] Furthermore, when there exists a major condition defined as a combination of multiple minor conditions, and the condition for the major condition to be true is "all minor conditions are true," then each minor condition is said to be an AND condition (logical conjunction condition) for fulfilling the major condition. Also, when there exists a major condition defined as a combination of multiple minor conditions, and the condition for the major condition to be true is "any minor condition is true," then each minor condition is said to be an OR condition (logical disjunction condition) for fulfilling the major condition. The above minor conditions can be defined as combinations of even more detailed conditions. Therefore, AND conditions and OR conditions can take on a nested structure (for example, a structure in which one AND condition contains multiple OR conditions, or a structure in which one OR condition contains multiple AND conditions).

[0017] According to the disclosed vehicle control device, since the recording conditions include conditions 1 and 2 as an OR condition, lifetime data can be recorded immediately after the power switch is changed from ON to OFF, thereby increasing the reliability of recording. Furthermore, compared to methods that constantly record lifetime data in non-volatile memory at predetermined intervals, the frequency of updating lifetime data can be significantly reduced. Therefore, excessive updates can be suppressed while improving the reliability of recording.

[0018] This is a block diagram of a vehicle to which the vehicle control device of the embodiment is applied. This is a block diagram showing the configuration of the in-vehicle network. This is a table showing an example of recording conditions. This is a flowchart showing the flow of recording control. This is a flowchart related to the success / failure determination of the first write condition. This is a flowchart related to the success / failure determination of the second write condition. This is a time chart showing recording control when the power switch is OFF. This is a time chart showing recording control when external charging is completed.

[0019] The disclosed vehicle control device is applicable to vehicles such as electric vehicles (EVs) and hybrid electric vehicles (HEVs). This vehicle comprises a battery, an inverter, a motor driven by AC power, and a high-voltage circuit. The battery is preferably externally rechargeable. The inverter has the function of converting the DC power of the battery into AC power. The high-voltage circuit incorporates the battery, inverter, and motor.

[0020] The disclosed vehicle control device is preferably applied to a hybrid electric vehicle that has an engine as a drive source separate from the motor described above. A hybrid electric vehicle includes a plug-in hybrid electric vehicle (PHEV). A plug-in hybrid electric vehicle means a hybrid vehicle that can be externally charged to a battery and / or externally powered from a battery. A plug-in hybrid electric vehicle is provided with a charging port (inlet, charging socket) for inserting a charging cable into which power is supplied from an external charging facility, and an outlet (power supply socket) for external power supply.

[0021] [1. Configuration] Figure 1 is a block diagram showing the configuration of a vehicle 1 (plug-in hybrid electric vehicle) to which the vehicle control device 20 as an embodiment is applied. The vehicle 1 is equipped with a battery 2, an inverter 3, a motor 4, a generator 5, an engine 6, a clutch 7, drive wheels 8, and a high-voltage circuit 9. The battery 2 is a rechargeable battery that can be charged externally. The inverter 3 has the function of converting the DC power of the battery 2 into AC power. Both the motor 4 and the engine 6 are the driving sources of the vehicle 1.

[0022] Engine 6 is an internal combustion engine, such as a gasoline engine or a diesel engine. A generator 5 is connected to the output shaft of engine 6. Generator 5 is an electric motor and generator that combines the functions of cranking and starting engine 6 using power from battery 2, and generating electricity using the driving force of engine 6. The electricity generated by generator 5 is used to drive motor 4 and charge battery 2.

[0023] Motor 4 is an electric motor and generator that combines the functions of driving vehicle 1 using power from battery 2 and power generated by generator 5, and charging battery 2 with power generated by regenerative braking. The output shaft of motor 4 is connected to the drive wheel 8. The inverter 3 has a built-in three-phase bridge circuit containing multiple switching elements. By intermittently switching the connection state of each switching element, AC power is generated to drive motor 4 and generator 5, respectively. Semiconductor elements such as IGBTs and power MOSFETs are used as switching elements.

[0024] A clutch 7 is interposed in the power transmission path connecting the engine 6 and the motor 4. The engine 6 is connected to the drive wheels 8 via the clutch 7. The motor 4 is positioned closer to the drive wheels 8 than the clutch 7. The generator 5 is connected closer to the engine 6 than the clutch 7.

[0025] When the clutch 7 is disengaged (released), the engine 6 and generator 5 become disconnected from the drive wheels 8, while the motor 4 remains connected to the drive wheels 8. Therefore, for example, by operating only the motor 4 in this state, "EV driving (motor-only driving)" is achieved. In addition to this, by operating the engine 6 to generate electricity for the generator 5, "series driving" is achieved. Series driving means driving using the power of the motor 4 while the engine 6 generates electricity for the generator 5.

[0026] When the clutch 7 is engaged (closed), the engine 6, motor 4, and generator 5 are all connected to the drive wheels 8. Therefore, for example, by operating only the engine 6 in this state, "engine-only driving" is achieved. In addition to this, by driving the motor 4 and generator 5, "parallel driving" is achieved. Both the series driving and parallel driving described above are also called "hybrid driving".

[0027] The high-voltage circuit 9 is a DC circuit to which power from the battery 2 is supplied. As shown in Figure 1, the high-voltage circuit 9 is equipped with the battery 2, inverter 3, and contactor 10. The inverter 3 for the motor 4 is connected in parallel with the inverter 3 for the generator 5. The contactor 10 is an electromagnetic switch (relay device) for switching the current conduction state in the high-voltage circuit 9. One contactor 10 is installed for each of the positive and negative terminal conductors of the battery 2.

[0028] In this embodiment, the high-voltage circuit 9 includes a converter 11, an on-board charger 13, and a rapid charging connector 16. The converter 11 (DC-DC converter) is a transformer that transforms the DC power of the high-voltage circuit 9 and supplies it to the auxiliary battery 12. The converter 11 operates, for example, when the power retention function for electrical components is enabled and the voltage of the auxiliary battery 12 falls below a threshold, and has the function of charging the auxiliary battery 12 with the power of the battery 2. The power retention function for electrical components is a function that automatically makes on-board electrical components (so-called accessories) usable even after the main power supply of the vehicle 1 is cut off while the vehicle is stopped or parked. Hereinafter, the control that enables the power retention function for electrical components will be called power retention control.

[0029] The on-board charger 13 is a converter that converts between alternating current (AC) and direct current (DC) power. The on-board charger 13 is connected to the in-car outlet 14 and the standard charging connector 15. The on-board charger 13 is used, for example, when charging the battery 2 using AC power from an external power source, or when supplying power from the battery 2 to the outlet 14. The standard charging connector 15 is a terminal into which AC power from a household outlet is input. The fast charging connector 16 is a terminal into which DC power from an external power source (charging station) is input.

[0030] Figure 2 is a block diagram showing the configuration of the in-vehicle network 30 applied to vehicle 1. Vehicle 1 is equipped with an in-vehicle network 30 that is responsible for information transmission between in-vehicle devices. The vehicle control device 20 and other electronic control devices 31, 32, etc. are connected to the in-vehicle network 30. A power switch 17 is connected to the vehicle control device 20. The power switch 17 is a switch that allows the occupant to select the ON / OFF state of the main power supply of vehicle 1.

[0031] The vehicle control device 20 is a computer (electronic control unit, ECU, Electronic Control Unit) having a function of managing the lifetime data (lifetime integrated data) of the vehicle 1. The vehicle control device 20 incorporates a processor 21, a memory 22, a storage 23, and a non-volatile memory 24. The memory 22 is a volatile storage device, and the storage 23 and the non-volatile memory 24 are non-volatile storage devices.

[0032] The lifetime data means the integrated values of parameters related to the fuel consumption and / or electricity cost of the vehicle 1 for each parameter over the period from the completion of the vehicle 1 to the present. Specific examples of the lifetime data include the integrated fuel consumption, the integrated external charge amount, the integrated power consumption, the integrated driving distance (odometer value), the integrated engine operation time, the integrated motor operation time, and the like. The lifetime data may be calculated by the vehicle control device 20. Alternatively, it may be calculated by other electronic control devices 31, 32, etc., and the information may be transmitted to the vehicle control device 20. As the calculation method of the lifetime data, a known method may be adopted.

[0033] The control program executed by the vehicle control device 20 is stored in the storage 23. The control program is executed by being read into the memory 22 and the processor 21 as needed. The lifetime data of the vehicle 1 is stored in the memory 22 when the main power supply of the vehicle 1 is turned on. The lifetime data in the memory 22 is stored and held in the storage 23 or the non-volatile memory 24 immediately before the main power supply of the vehicle 1 is turned off.

[0034] In addition, various sensors (not shown) can be connected to the in-vehicle network 30. Also, the power switch 17, the battery 2, the motor 4, the engine 6, etc. (or their control devices) may be connected to the in-vehicle network 30. Specific examples of the various sensors include a voltage sensor, a current sensor, a cell temperature sensor, an outside air temperature sensor, an engine speed sensor, a generator angular velocity sensor, a motor angular velocity sensor, a vehicle speed sensor, a fuel gauge, an odometer, etc. of the battery 2. Specific examples of the various information include the charge / discharge current, voltage, cell temperature, outside air temperature, engine speed, generator angular velocity, motor angular velocity, vehicle speed (travel speed of the vehicle 1), fuel amount, total travel distance, etc. of the battery 2.

[0035] The state (operation mode) of the vehicle 1 in this embodiment is roughly classified into an IG-OFF mode, a traveling mode, and a high-voltage mode. The IG-OFF mode is a mode corresponding to the state where the main power supply of the vehicle 1 is OFF. In the IG-OFF mode, almost all functions of the vehicle 1 are stopped. For example, the inverter 3, the motor 4, the generator 5, the engine 6, the clutch 7, the drive wheels 8, the converter 11, and the in-vehicle charger 13 are stopped. The contactor 10 is disconnected, and power supply to the outlet 14 and external charging from the normal charging connector 15 and the rapid charging connector 16 are stopped. A specific example of a function that still operates in the IG-OFF mode is the door unlocking function.

[0036] The traveling mode is a mode corresponding to the state where the vehicle 1 can travel, and is a mode set when the main power supply of the vehicle 1 is ON. In the traveling mode, almost all functions of the vehicle 1 can be used. For example, the inverter 3, the motor 4, the generator 5, the engine 6, the clutch 7, the drive wheels 8, the converter 11, and the in-vehicle charger 13 are appropriately used, and the contactor 10 is connected. The aforementioned EV travel, engine travel, and hybrid travel are carried out in the traveling mode.

[0037] The high-voltage mode is an intermediate state between the IG-OFF mode and the driving mode. The high-voltage mode is a mode in which the high-voltage circuit 9 is kept in an usable state (for example, the vehicle control device 20 is usable) while other functions of the vehicle 1 are stopped. In high-voltage mode, the drive system of the vehicle 1 (inverter 3, motor 4, generator 5, engine 6, clutch 7, drive wheels 8) is stopped. On the other hand, external charging and the charging function of the auxiliary battery 12 are enabled. The converter 11 and onboard charger 13 are enabled, and the contactor 10 is connected.

[0038] [2. Vehicle Control Device] Inside the vehicle control device 20 are a determination unit 25 and a control unit 26. These elements are a convenient classification of the functions included in the vehicle control device 20 and can be implemented by software (programs) or hardware (electronic control circuits). These elements may be integrated into a single software or hardware, or they may be distributed across multiple software and hardware.

[0039] The determination unit 25 determines the recording conditions for implementing recording control to record lifetime data in memory 22 related to the energy consumption efficiency of vehicle 1 into non-volatile memory 24. If the recording conditions are set relatively leniently (i.e., if the recording conditions are easily met), the number of lifetime data recordings increases, and the reliability of recording improves. However, an increase in the data update frequency shortens the time until the number of rewrites reaches the upper limit, making it easier for the non-volatile memory 24 to reach its product lifespan prematurely. Therefore, the determination unit 25 in this embodiment determines whether or not recording control is necessary using recording conditions that update the lifetime data at an appropriate frequency.

[0040] The control unit 26 performs recording control when the recording conditions are met. This ensures that lifetime data is updated at an appropriate frequency, improving the reliability of the recording and suppressing excessive updates. Additionally, "the electrical component power retention function being enabled (power retention control being in progress)" may be added as a necessary condition for performing recording control. That is, if the vehicle 1 is performing power retention control to charge the auxiliary battery 12 using the power of the battery 2 when the power switch 17 is changed from ON to OFF, the control unit 26 performs recording control while that power retention control is in progress. This ensures that lifetime data is reliably retained even if the auxiliary battery 12 is removed or replaced while power retention control is in progress.

[0041] Furthermore, it is preferable that the vehicle control device 20 authenticates communication with other electronic control devices 31, 32, etc. on the in-vehicle network 30 using a message authentication code (MAC, MAC authentication). In this case, it is preferable that the control unit 26 has a function to stop MAC authentication when performing recording control. This allows recording control to be performed while avoiding specification constraints related to MAC authentication, and improves the reliability of recording.

[0042] Figure 3 is a table showing an example of recording conditions. The recording conditions in this embodiment include at least the following OR conditions: Condition 1 and Condition 2. Condition 1 corresponds to conditions B and E in Figure 3. Condition 2 corresponds to conditions B and F in Figure 3. Condition 1: The power switch 17 is changed from ON to OFF, and the vehicle 1 has experienced a driving mode since the last recording control. Condition 2: The power switch 17 is changed from ON to OFF, and the lifetime data has been reset since the last recording control.

[0043] The above recording conditions preferably include the following condition 3 as an OR condition for conditions 1 and 2. Condition 3 corresponds to conditions J and K in Figure 3. Condition 3: The power switch 17 is OFF, and external charging has ended. Furthermore, the above recording conditions preferably include the following condition 4 as an AND condition for each of conditions 1, 2, and 3. Condition 4 corresponds to conditions C and L in Figure 3. Condition 4: The contactor 10 interposed in the high-voltage circuit 9 is connected. (The operating mode of vehicle 1 is high-voltage mode.)

[0044] The above recording conditions preferably include the following condition 5 as an AND condition for each of conditions 1 and 2. Condition 5 corresponds to condition D in Figure 3. Condition 5: The elapsed time since the power switch 17 was turned OFF is greater than or equal to a predetermined time. The above recording conditions preferably include the following condition 6 as an AND condition for each of conditions 1, 2, and 3. Condition 6 corresponds to condition A in Figure 3. Condition 5: The lifetime data differs between memory 22 and non-volatile memory 24.

[0045] [3. Flowchart] Figure 4 is a flowchart showing the flow of recording control. The processes described in this flowchart are repeated at predetermined intervals. In step A1, it is determined whether condition A in Figure 3 is met. If condition A is met, the process proceeds to step A2; otherwise, the process proceeds to step A3.

[0046] In step A2, the success or failure of the first write condition shown in Figure 5 is determined. If the first write condition is met, the process proceeds to step A4 and recording control is performed. If the first write condition is not met, the process proceeds to step A3. The first write condition corresponds to conditions B to F in Figure 3. The first write condition is a condition for determining whether or not to perform recording control when an occupant of vehicle 1 changes the power switch 17 from ON to OFF.

[0047] In step A3, the success or failure of the second write condition shown in Figure 6 is determined. If the second write condition is met, the process proceeds to step A4 and recording control is performed. If the second write condition is not met, the processing for that cycle ends. The second write condition corresponds to conditions J to L in Figure 3. The second write condition is used to determine whether or not to perform recording control when external charging is completed.

[0048] The recording control in step A4 will be performed if the conditions in step A1 are met and the conditions in step A2 or step A3 are met. In all other cases, the recording control will not be performed.

[0049] Figure 5 is a flowchart (subroutine) related to determining the success or failure of the first write condition. In step B1, the success or failure of condition B in Figure 3 is determined. If condition B is true, the process proceeds to step B2; otherwise, the process ends. In step B2, the success or failure of condition C in Figure 3 is determined. If condition C is true, the process proceeds to step B3; otherwise, the process ends.

[0050] In step B3, the success or failure of condition D in Figure 3 is determined. If condition D is true, the process proceeds to step B4; otherwise, the process ends. In step B4, the success or failure of condition E in Figure 3 is determined. If condition E is true, the process proceeds to step B6, where it is determined that the first write condition has been met and the process ends. If condition E is not true, the process proceeds to step B5.

[0051] In step B5, the success or failure of condition F in Figure 3 is determined. If condition F is true, the process proceeds to step B6, where it is determined that the first write condition has been met and the process ends. If condition F is not true, the process ends. The first write condition is true when all conditions in steps B1 to B3 are true, and the condition in step B4 or step B5 is true. In all other cases, the first write condition is not true.

[0052] Figure 6 is a flowchart (subroutine) related to the success or failure determination of the second write condition. In step C1, the success or failure of condition J in Figure 3 is determined. If condition J is true, the process proceeds to step C2; otherwise, the process ends. In step C2, the success or failure of condition K in Figure 3 is determined. If condition K is true, the process proceeds to step C3; otherwise, the process ends.

[0053] In step C3, the success or failure of condition L in Figure 3 is determined. If condition L is true, the process proceeds to step C4, where it is determined that the second write condition has been met and the process ends. If condition L is not true, the process ends. The second write condition is only true if all conditions in steps C1 to C3 are met. In all other cases, the second write condition is not true.

[0054] [4. Operation] Figure 7 is a time chart illustrating the recording control performed after the power switch 17 is turned OFF. Time t １ This is the time when the occupant changed the power switch 17 from ON to OFF after using vehicle 1. The operating mode at this time is the driving mode. Also, it is assumed that conditions A and E are met at this time.

[0055] Time t １ From the specified time P １ The elapsed time t ２ At this time, the operating mode switches from the driving mode to the high-voltage mode, and power supply hold control is initiated. Meanwhile, the determination unit 25 of the vehicle control device 20 determines whether or not recording control is necessary. ２ If condition A and the first write condition are met at this point, recording control will begin. The duration of recording control is, for example, several tens to several hundreds of milliseconds. Time t ３ This is the time when the power hold control ends. Recording control is completed in a short period of time while the power hold control is in operation.

[0056] The dashed line in Figure 7 shows an example (i.e., a conventional example) where recording control is performed after the operating mode has transitioned to IG-OFF mode. The time t when the power switch 17 is changed from ON to OFF １Based on this, the time until the recording control according to the conventional example starts is P ２ On the other hand, the time until the recording control according to the present case starts is P １ These time differences (P ２ -P １ ) increase as the execution time of the power holding control becomes longer.

[0057] Therefore, in the vehicle 1 assuming the power holding control, by performing the recording control according to the present case, the latest lifetime data is quickly saved, and the reliability of the recording is improved. Also, compared with a method of always recording the lifetime data in the non-volatile memory 24 at a predetermined cycle, the number of recordings after the time t ２ becomes one. Therefore, the update frequency of the lifetime data is significantly reduced.

[0058] FIG. 8 is a time chart for explaining the recording control performed after the external charging ends. The time t ４ is the time when an external charging cable (charging gun) is inserted into the parked vehicle 1. At this time, the power switch 17 is off, and the operation mode shifts from the IG-OFF mode to the high voltage mode. After that, it is assumed that external charging is performed within the period from the time t ５ to the time t ６ . The time t ５ is the time when known power reception conditions are satisfied in the battery 2 or the in-vehicle charger 13. The time t ６ is the time when known charging end conditions are satisfied.

[0059] At the time t ６ when the external charging ends, for example, the power holding control starts and the high voltage mode is maintained. On the other hand, in the determination unit 25 of the vehicle control device 20, the necessity of the recording control is determined. When condition A and the second writing condition are satisfied at the time t ７ , the recording control starts. The time t ８ is the time when the power holding control ends.

[0060] The dashed line in FIG. 8 shows an example (i.e., the conventional example) when the recording control is performed after the operation mode shifts to the IG-OFF mode. The time t when the external charging ends６ Based on this, the time until recording control in the conventional example starts is P ４ In contrast, the time until the recording control related to this case is started is P ３ These are the time differences (P ４ -P ３ ) increases as the duration of power hold control increases.

[0061] Therefore, in vehicle 1 which is based on power supply hold control, the latest lifetime data is quickly saved by implementing the recording control described in this invention, and the reliability of the recording is improved. Furthermore, compared to a method in which lifetime data is constantly recorded in the non-volatile memory 24 at a predetermined period, the time t ６ The number of subsequent records will be reduced to one. Therefore, the frequency of updating lifetime data will be significantly reduced.

[0062] [5. Effects] (1) The above-described vehicle control device 20 is mounted on a vehicle 1 which comprises a battery 2, an inverter 3 that converts the DC power of the battery 2 into AC power, a motor 4 driven by AC power, and a high-voltage circuit 9 in which the battery 2 and inverter 3 are interposed. The vehicle control device 20 comprises a determination unit 25 and a control unit 26. The determination unit 25 determines the recording conditions for performing recording control to record lifetime data related to the energy consumption efficiency of the vehicle 1 in a non-volatile memory 24. The control unit 26 performs recording control when the recording conditions are met.

[0063] The recording conditions include the following OR conditions: Condition 1: The power switch 17 is changed from ON to OFF, and vehicle 1 has experienced a driving mode since the last recording control. Condition 2: The power switch 17 is changed from ON to OFF, and the lifetime data has been reset since the last recording control.

[0064] According to the vehicle control device 20 described above, since the recording conditions include conditions 1 and 2 as an OR condition, lifetime data can be recorded immediately after the power switch 17 is changed from ON to OFF, thereby increasing the reliability of recording. Furthermore, compared to a method in which lifetime data is always recorded in the non-volatile memory 24 at a predetermined interval, the frequency of updating lifetime data can be significantly reduced. Therefore, excessive updates can be suppressed while improving the reliability of recording.

[0065] (2) The battery 2 described above is externally rechargeable, and the recording conditions in this embodiment include the following condition 3 as an OR condition for conditions 1 and 2: Condition 3: The power switch 17 is OFF and external charging has been completed. With this configuration, lifetime data can be recorded immediately after the external charging of the vehicle 1 is completed, thereby increasing the reliability of recording. Furthermore, compared to a method in which lifetime data is always recorded in the non-volatile memory 24 at a predetermined interval, the frequency of updating lifetime data can be significantly reduced. Therefore, excessive updates can be suppressed while improving the reliability of recording.

[0066] (3) The recording conditions in this embodiment include the following condition 4 as an AND condition for each of conditions 1, 2, and 3: Condition 4: The contactor 10 interposed in the high-voltage circuit 9 is in a connected state. (The operating mode of the vehicle 1 is the high-voltage mode.) With this configuration, lifetime data can be recorded before the contactor 10 is disconnected (i.e., before the operating mode of the vehicle 1 transitions to the IG-OFF mode). Therefore, for example, in a vehicle 1 where it takes time for the contactor 10 to be disconnected, the latest lifetime data can be saved quickly, and the reliability of recording can be increased.

[0067] (4) When the power switch 17 of the above vehicle 1 is changed from ON to OFF, it performs power retention control to charge the auxiliary battery 12 using the power of the battery 2. The control unit 26 performs recording control while the power retention control is being performed. By performing recording control while the power retention control is being performed in this way, lifetime data can be recorded earlier and the reliability of the recording can be improved compared to when recording control is performed after the power retention control has finished. In particular, the reliability of the recording can be greatly improved compared to conventional methods in which recording control is performed in IG-OFF mode after the power retention control has finished.

[0068] (5) The vehicle control device 20 described above can communicate with other electronic control devices on the CAN using MAC authentication. The control unit 26 may have a function to stop MAC authentication when performing record control. In this way, by updating the lifetime data with the MAC authentication process stopped, record control can be performed while avoiding the specification constraints related to MAC authentication, thereby improving the reliability of the record.

[0069] [6. Others] The above embodiments are merely illustrative examples, and there is no intention to exclude various modifications or applications of techniques not explicitly stated in these embodiments. Each configuration of these embodiments can be modified in various ways without departing from their intended purpose. Furthermore, each configuration of these embodiments can be selected or omitted as needed, or can be appropriately combined with various configurations included in publicly known technologies.

[0070] In the above embodiment, a vehicle control device 20 applied to a plug-in hybrid electric vehicle was illustrated, but the application of the vehicle control device 20 is not limited to plug-in hybrid electric vehicles. For example, the vehicle control device 20 can be applied to electric vehicles that do not have an engine 6. Furthermore, the vehicle control device 20 can be applied to hybrid electric vehicles that do not have an external charging function or an external power supply function. The vehicle control device 20 can be applied to vehicles that have at least a battery 2, an inverter 3, a motor 4, and a high-voltage circuit 9.

[0071] In the above embodiment, the non-volatile memory 24 is built into the vehicle control device 20, but this non-volatile memory 24 may be provided outside the vehicle control device 20. Also, in the above embodiment, the determination unit 25 and the control unit 26 are built into the vehicle control device 20, but these determination unit 25 and control unit 26 may be built into other electronic control devices 31 and 32.

[0072] This technology is applicable to the manufacturing industry of vehicle control systems. Furthermore, it is applicable to the manufacturing industry of electric vehicles (electric vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles, etc.) equipped with vehicle control systems.

[0073] 1. Vehicle 2. Battery 3. Inverter 4. Motor 5. Generator 6. Engine 7. Clutch 8. Drive wheels 9. High-voltage circuit 10. Contactor 11. Converter 12. Auxiliary battery 13. Onboard charger 14. Outlet 15. Standard charging connector 16. Fast charging connector 17. Power switch 20. Vehicle control unit 21. Processor 22. Memory 23. Storage 24. Non-volatile memory 25. Judgment unit 26. Control unit 30. Onboard network 31, 32. Electronic control unit

Claims

1. A vehicle control device to be mounted on a vehicle comprising a battery, an inverter that converts the DC power of the battery to AC power, a motor driven by the AC power, and a high-voltage circuit interposed between the battery and the inverter, the vehicle control device comprising: a determination unit that determines recording conditions for performing recording control to record lifetime data relating to the energy consumption efficiency of the vehicle in a non-volatile memory, and a control unit that performs the recording control when the recording conditions are met, wherein the recording conditions include the following conditions 1 and 2 as OR conditions: Condition 1: The power switch is changed from ON to OFF, and the vehicle has experienced a driving mode since the previous recording control. Condition 2: The power switch is changed from ON to OFF, and the lifetime data has been reset since the previous recording control.

2. The vehicle control device according to claim 1, characterized in that the battery is externally rechargeable, and the recording conditions include the following condition 3 as an OR condition for condition 1 and condition 2. Condition 3: The power switch is OFF, and the external charging has been completed.

3. The vehicle control device according to claim 2, characterized in that the recording conditions include the following condition 4 as an AND condition for each of conditions 1, 2, and 3. Condition 4: The contactor interposed in the high-voltage circuit is in a connected state.

4. The vehicle control device according to claim 2, wherein the vehicle performs power retention control to charge the vehicle's auxiliary battery using the power of the battery when the power switch is changed from ON to OFF, and the control unit performs the recording control while the power retention control is being performed.

5. The vehicle control device according to claim 2, characterized in that the vehicle control device communicates with other electronic control devices on the CAN using MAC authentication, and the control unit has a function to stop MAC authentication when performing the recording control.

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