JP2019201512A - Vehicle control device and vehicle control method - Google Patents

Abstract

To provide a vehicle control device and a vehicle control method which can adequately control an actuator.SOLUTION: A vehicle control device 1 includes a first calculation part 22, a second calculation part 23, and an operation control part 24. The first calculation part calculates a supply amount as a power amount which can be supplied to an actuator of a vehicle in a certain time on the basis of a power storage state of a battery. The second calculation part calculates a necessary amount corresponding to a predicted power amount of the actuator which is necessary when a current traveling state of the vehicle is maintained for a certain time. The operation control part controls operation of the actuator on the bases of the supply amount calculated by the first calculation part and the necessary amount calculated by the second calculation part.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  2. Description of the Related Art Conventionally, an electric vehicle that travels using an on-vehicle battery, such as a HEV (Hybrid Electric Vehicle) and an EV (Electric Vehicle), is known. Further, a vehicle control device that controls power supply from a battery to various actuators of the vehicle is known (see, for example, Patent Document 1).

JP, 2006-167939, A

  Incidentally, in recent years, in electric vehicles, in addition to motors that drive wheels, actuators that operate with electric power are increasing. When a plurality of actuators including a motor operate in parallel, the amount of power that can be supplied by the battery may be exceeded. For this reason, it is desirable to appropriately control the actuator so as not to exceed the amount of power that can be supplied by the battery.

  The present invention has been made in view of the above, and an object thereof is to provide a vehicle control device and a vehicle control method capable of appropriately controlling an actuator.

  In order to solve the above-described problems and achieve the object, a vehicle control device according to the present invention includes a first calculation unit, a second calculation unit, and an operation control unit. The first calculation unit calculates a supply amount that is an amount of electric power that can be supplied to the actuator of the vehicle in a predetermined time based on the storage state of the battery. The second calculation unit calculates a necessary amount corresponding to the predicted electric power amount of the actuator that is required when the current traveling state of the vehicle is maintained for the predetermined time. The operation control unit controls the operation of the actuator based on the supply amount calculated by the first calculation unit and the necessary amount calculated by the second calculation unit.

  According to the present invention, the actuator can be appropriately controlled.

FIG. 1A is a diagram illustrating a configuration of a vehicle according to the embodiment. FIG. 1B is a diagram illustrating an overview of the vehicle control method according to the embodiment. FIG. 2 is a block diagram illustrating a configuration of the vehicle control system according to the embodiment. FIG. 3 is a block diagram illustrating a configuration of the vehicle control device according to the embodiment. FIG. 4 is a diagram showing the relationship between the traveling speed of the vehicle and the margin amount. FIG. 5 is an explanatory diagram of mode information. FIG. 6 is a diagram illustrating control mode switching timing by the operation control unit. FIG. 7 is a flowchart illustrating a processing procedure of processing executed by the vehicle control device according to the embodiment. FIG. 8 is a diagram illustrating processing contents of the operation control unit according to the modification.

  Hereinafter, embodiments of a vehicle control device and a vehicle control method disclosed in the present application will be described in detail with reference to the accompanying drawings. In addition, this invention is not limited by this embodiment. In the following description, an example of a vehicle that is a target of the vehicle control device and the vehicle control method will be described by taking an electric vehicle that rotates driving wheels by a motor as an example, but the power source of the vehicle is electricity and gasoline. It may be a hybrid vehicle.

  First, the outline | summary of the vehicle control method which concerns on embodiment is demonstrated using FIG. 1A and FIG. 1B. FIG. 1A is a diagram illustrating a configuration of a vehicle according to the embodiment. FIG. 1B is a diagram illustrating an overview of the vehicle control method according to the embodiment.

  As shown in FIG. 1A, the vehicle C is, for example, a three-wheeled mobility for one-seater having two front wheels FW arranged in front of the vehicle and one rear wheel RW arranged in the rear of the vehicle.

  The vehicle C may be, for example, a three-wheeled vehicle having one front wheel FW and two rear wheels RW, or a four-wheeled vehicle having two front wheels FW and two rear wheels RW. Also good. 1A shows the case where the front wheel FW is a driving wheel (IWM 103a) and the rear wheel RW is a driven wheel. For example, the front wheel FW may be a driven wheel and the rear wheel RW may be a driving wheel. Both the rear wheels RW may be drive wheels (so-called four-wheel drive vehicles). Further, although the rear wheel RW is a steered wheel, the front wheel FW may be a steered wheel.

  As shown in FIG. 1A, a vehicle C according to the embodiment includes a vehicle control device 1, a lean actuator (ACT) 101a, a steering ACT 102a, two in-wheel motors (IWM) 103a, and a battery 104a.

  The lean ACT 101a is an actuator that tilts the vehicle C in the left-right direction that is the vehicle width direction. For example, the lean ACT 101a turns while the vehicle body is tilted by being driven when the vehicle C turns.

  The steering ACT 102a is an actuator that a steered wheel (rear wheel) steers based on a steering signal according to a steering operation by a driver of the vehicle C, a so-called steer-by-wire (hereinafter referred to as SBW) mechanism. The steering operation may be, for example, an operation of rotating a ring-shaped handle, a tilting operation to a stick-shaped member called a stick type, or a spherical member called a trackball type. It may be a rotation operation.

  The IWM 103a is a motor built in each of the two front wheels FW, and rotates each of the two front wheels FW. Further, since the two front wheels FW are not coupled by a hardware mechanism such as a drive shaft, each IWM 103a is independently driven to accelerate and decelerate the vehicle C.

  The battery 104a is a storage battery such as a lithium ion battery. The battery 104a supplies the stored electric power to a control device such as the lean ACT 101a, the steering ACT 102a, or the IWM 103a.

  The vehicle control device 1 is a control device that integrally controls the lean ACT 101a, the steering ACT 102a, the IWM 103a, and the battery 104a. The lean ACT 101a, the steering ACT 102a, and the IWM 103a are examples of actuators, but may be other actuators that operate with electric power.

  Thus, in the vehicle C, the number of actuators that are operated by electric power is increasing in addition to the IWM 103a. For example, when the lean ACT 101a temporarily operates when the vehicle C is traveling, the IWM 103a and the lean ACT 101a temporarily operate in parallel, so that the necessary amount of power temporarily increases and the battery 104a is supplied. There is a risk of exceeding the possible amount of power. For this reason, it is desirable to appropriately control the actuator so as not to exceed the amount of power that can be supplied by the battery 104a.

  Therefore, the vehicle control apparatus 1 according to the embodiment calculates the necessary amount corresponding to the predicted electric energy required in the current traveling state of the vehicle C when calculating the electric energy required by the actuator. .

  Specifically, first, the vehicle control apparatus 1 according to the embodiment first determines the amount of electric power (hereinafter referred to as supply amount) that can be supplied to the actuator of the vehicle C in a certain time based on the state of charge (SOC) of the battery 104a. ) Is calculated. In addition, the vehicle control device 1 according to the embodiment includes a power amount obtained by adding a predetermined margin amount to the predicted power amount of the actuator that is required when the current traveling state of the vehicle C is maintained for a certain time (hereinafter referred to as a required amount). ) Is calculated. Then, the vehicle control device 1 according to the embodiment controls the operation of the actuator based on the calculated necessary amount and supply amount. The required amount is a value obtained by adding a predetermined margin amount to the predicted power amount, but is not limited to this. For example, a value obtained by multiplying the predicted power amount by a predetermined margin coefficient (for example, a value exceeding 1). May be the required amount.

  The graph shown in FIG. 1B shows the relationship between the supply amount and the necessary amount. In the graph shown in FIG. 1B, the vertical axis indicates the amount of power and the horizontal axis indicates time.

  In the example illustrated in FIG. 1B, the vehicle control device 1 according to the embodiment calculates a necessary amount by adding a predetermined margin amount that is a fixed value to the predicted power amount. That is, in the vehicle control method according to the embodiment, the required amount is calculated by taking into account the amount of electric power of an actuator that temporarily operates, such as the lean ACT 101a, as a margin.

  For example, the vehicle control device 1 according to the embodiment limits the operation of the actuator when the necessary amount calculated as described above exceeds the supply amount. In other words, by calculating the required amount by estimating the amount more than the amount of power actually required by the actuator, the actuator can be operated before the amount of power actually required by the actuator exceeds the supply amount. Can be limited. That is, according to the vehicle control method according to the embodiment, the actuator can be appropriately controlled so as not to exceed the amount of power that can be supplied by the battery 104a.

  Furthermore, according to the vehicle control method according to the embodiment, when the required amount exceeds the supply amount, the operation of the actuator is limited. Therefore, the operation of the actuator is limited before the amount of power that can be supplied by the battery 104a is exceeded. Thus, the amount of power required can be reduced. For this reason, it is possible to prevent deterioration of the battery 104a due to exceeding the amount of power that can be supplied by the battery 104a.

  1B shows a case where the margin amount is a fixed value. For example, the margin amount may be calculated sequentially based on the current traveling speed of the vehicle C. It will be described later.

  In the vehicle control method according to the embodiment, as a method for restricting the operation of the actuator, the vehicle C is retracted or the vehicle C is stopped, which will be described later.

  Next, the vehicle control system S according to the embodiment will be described. FIG. 2 is a block diagram illustrating a configuration of the vehicle control system S according to the embodiment. In FIG. 2, only components necessary for explaining the features of the present embodiment are represented by functional blocks, and descriptions of general components are omitted.

  As shown in FIG. 2, the vehicle control system S includes a vehicle control device 1, a power supply ECU (Electronic Control Unit) 100, a lean ECU 101, a steering ECU 102 (hereinafter referred to as a steer ECU 102), an IW ECU 103, and a battery ECU 104. Prepare.

  The vehicle control device 1 is connected to each ECU through an in-vehicle network such as a CAN (Controller Area Network) so as to be able to communicate with each other. The power supply ECU 100 controls the power supply of the vehicle control device 1, the lean ECU 101, the steer ECU 102, the IWMUCU 103, and the battery ECU 104.

  The lean ECU 101 controls the lean actuator (lean ACT) 101a to tilt the vehicle body in the left-right direction, which is the vehicle width direction, according to the turning acceleration in order to facilitate turning of the vehicle C (see FIG. 1A). At the same time, the vehicle body is properly held in the tilted state in the left-right direction so that the vehicle C does not fall down. The turning acceleration is a lateral acceleration during turning, and increases as the vehicle traveling speed or the steering operation amount increases.

  The steer ECU 102 controls the steer actuator (steer ACT) 102a so that the vehicle C travels according to the driver's steering operation.

  The IWM ECU 103 controls an in-wheel motor (IWM) 103a provided on the left front wheel FW of the vehicle C so that the vehicle C is accelerated or braked according to the accelerator operation or the brake operation of the driver. The battery ECU 104 monitors the deterioration of the battery 104a.

  The lean ACT 101a tilts the vehicle body in the left-right direction based on an instruction from the lean ECU 101, that is, an instruction signal, and changes the posture of the vehicle body when the vehicle C turns, for example. Further, the lean ACT 101a changes the posture of the vehicle body according to the unevenness of the traveling road surface and the inclination. The steer ACT 102a changes the turning angle of the rear wheel RW based on an instruction (instruction signal) from the steer ECU 102.

  The IWM 103a rotates the left front wheel FW based on an instruction (instruction signal) from the IW ECU 103, and controls the rotation speed of the left front wheel FW. The battery 104a is a storage battery, for example, a lithium ion battery.

  The vehicle control system S includes a vehicle control device 1, a power supply ECU (Electronic Control Unit) 100, a lean ECU 101, a steering ECU 102 (hereinafter referred to as a steer ECU 102), an IW ECU 103, a battery ECU 104, a lean ACT 101a, a steer. When the ACT 102a, the IWM 103a, and the battery 104a are one system, a plurality of systems may be provided.

  That is, for example, the vehicle control system S may be duplexed by two systems based on the fault-tolerant design, and for example, the electronic control of the vehicle C may be divided by 50% based on the fault-tolerant design.

  Specifically, for example, the lean ECU 101 controls the lean ACT 101a so that the output of the lean ACT 101a of each system is 50%, and the output is 100% in both systems.

  Next, the configuration of the vehicle control device 1 will be described with reference to FIG. FIG. 3 is a block diagram illustrating a configuration of the vehicle control device 1 according to the embodiment.

  As shown in FIG. 3, the vehicle control device 1 according to the embodiment is connected to a temperature sensor 10, an SOC estimation device 11, a traveling state detection device 12, a lean ECU 101, a steer ECU 102, and an IWMCU 103.

  The temperature sensor 10 detects the temperature of the battery 104a. Specifically, the temperature sensor 10 is a sensor that measures the cell temperature of each of the plurality of battery cells included in the battery 104a.

  The SOC estimation device 11 estimates the storage state of the battery 104a. The power storage state can be represented, for example, by the ratio of the remaining power storage when the full charge amount is 100%. In addition, the SOC estimation apparatus 11 can employ a known SOC estimation method such as a Coulomb count method, for example.

  The traveling state detection device 12 includes various sensors that detect the current traveling state of the vehicle C. For example, the traveling state detection device 12 indicates the current traveling speed of the vehicle C, the turning state of the vehicle C (turning radius and turning angle), the tilting state of the vehicle C (tilting angle of the vehicle C to the front, rear, left and right). To detect.

  3 shows a case where the temperature sensor 10, the SOC estimation device 11, and the travel state detection device 12 are not included in the configuration of the vehicle control device 1, the temperature sensor 10, the SOC estimation device 11, and the travel state detection device. 12 may be included in the configuration of the vehicle control device 1.

  The vehicle control device 1 according to the embodiment includes a control unit 2 and a storage unit 3. The control unit 2 includes a detection unit 21, a first calculation unit 22, a second calculation unit 23, and an operation control unit 24.

  Here, the vehicle control apparatus 1 is, for example, a computer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a hard disk drive (HDD), a data flash, an input / output port, and the like. Includes various circuits.

  The CPU of the computer functions as the detection unit 21, the first calculation unit 22, the second calculation unit 23, and the operation control unit 24 of the control unit 2, for example, by reading and executing a program stored in the ROM.

  In addition, at least one or all of the detection unit 21, the first calculation unit 22, the second calculation unit 23, and the operation control unit 24 of the control unit 2 may be an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array). It can also be configured by hardware such as.

  The storage unit 3 corresponds to, for example, a RAM, an HDD, or a data flash. The RAM, HDD, and data flash can store mode information 31, information on various programs that execute the vehicle control method, and the like. The vehicle control device 1 may acquire the above-described program and various types of information via another computer or a portable recording medium connected via a wired or wireless network.

  The control unit 2 calculates the supply amount and the necessary amount as described above, and controls the operation of the actuator based on the calculated supply amount and the necessary amount.

  The detection unit 21 detects the temperature of the battery 104a. Specifically, the detection unit 21 detects the cell temperature of each of the plurality of battery cells included in the battery 104 a based on the sensor value of the temperature sensor 10.

  The first calculation unit 22 calculates a supply amount that is the amount of power that can be supplied to the actuator of the vehicle C in a certain time based on the storage state of the battery 104a. The fixed time is a relatively short time such as several seconds, several minutes, several hours, or the like.

  For example, the first calculation unit 22 calculates the supply amount that can be fed per certain time according to the power storage state estimated by the SOC estimation device 11. Note that the supply amount can also be referred to as a discharge capacity.

  Further, the first calculation unit 22 may calculate the supply amount in consideration of the cell temperature detected by the detection unit 21. Specifically, the first calculation unit 22 calculates the supply amount based on the cell temperature and the storage state. Thereby, the first calculation unit 22 can calculate a more accurate supply amount.

  For example, the first calculator 22 calculates the supply amount based on the lowest cell temperature among the cell temperatures detected by the detector 21. That is, the first calculation unit 22 calculates the supply amount when the storage state is the lowest. Thereby, it is possible to prevent the calculated supply amount from becoming lower than the actual supply amount.

  In addition, although the 1st calculation part 22 calculated supply amount based on the cell temperature of the lowest temperature among several cell temperature, it supplies based on the average value of several cell temperature etc., for example not only this The amount may be calculated.

  The second calculation unit 23 calculates a required amount obtained by adding a predetermined margin to the predicted power amount of the actuator that is required when the current traveling state of the vehicle C is maintained for a certain period of time. For example, the second calculation unit 23 calculates the predicted power amount of each actuator (lean ACT 101a, steer ACT 102a, and IWM 103a) based on the current traveling state, for example, and finally calculates the total value of the predicted power amounts. Calculated as electric energy.

  Specifically, the predicted power amount of the IWM 103a is calculated based on a torque value for maintaining the current traveling speed, and the predicted power amount of the lean ACT 101a is based on a torque value for maintaining the current tilt angle. The predicted power amount of the steer ACT 102a is calculated based on the torque value for maintaining the current turning angle.

  Further, the predetermined margin amount may be a predetermined fixed value, or may be a value that varies dynamically according to the traveling state of the vehicle C. Here, a case where the margin is dynamically changed will be described with reference to FIG.

  FIG. 4 is a diagram showing the relationship between the running speed of vehicle C and the margin. In the graph shown in FIG. 4, the vertical axis indicates the margin and the horizontal axis indicates the traveling speed.

  As shown in FIG. 4, for example, the second calculation unit 23 calculates a necessary amount by adding a margin according to the traveling speed of the vehicle C. Specifically, the higher the traveling speed, the larger the margin. The graph shown in FIG. 4 approximates the amount of power required for the lean ACT 101a when the vehicle C is tilted to a predetermined inclination angle.

  That is, the second calculation unit 23 calculates a necessary amount obtained by adding, as a surplus amount, the electric energy of the lean ACT 101a that is predicted when the vehicle C is tilted to a predetermined inclination angle at the current traveling speed. Thus, since the required amount is calculated assuming that the vehicle C is further tilted from the current tilt angle to a predetermined tilt angle, it is possible to prevent the amount of power actually required by the actuator from exceeding the supply amount.

  The predetermined inclination angle described above may be an intermediate value between the maximum inclination angle and the minimum inclination angle (that is, 0 degree), or may be the maximum inclination angle.

  Returning to FIG. 3, the operation control unit 24 will be described. The operation control unit 24 controls the operation of the actuator based on the supply amount calculated by the first calculation unit 22 and the necessary amount calculated by the second calculation unit 23.

  For example, the operation control unit 24 instructs each ECU to control the operation of the actuator according to the mode information 31 stored in the storage unit 3. Here, the mode information 31 will be described with reference to FIG.

  FIG. 5 is an explanatory diagram of the mode information 31. As shown in FIG. 5, the mode information 31 includes two control modes. Specifically, the mode information 31 includes a normal mode md1 and a restriction mode md2. The operation control unit 24 selects one of the two control modes and controls the operation of each actuator.

  The normal mode md1 is a control mode that does not limit the operation of each actuator. In the case of the normal mode md1, the vehicle C can perform normal travel in which the travel state is limited.

  The restriction mode md2 is a control mode that restricts the operation of each actuator. In the restriction mode md2, the vehicle C is evacuated or stopped. The retreat traveling refers to a state where the operation of the actuator is suppressed to the minimum necessary for traveling the traveling vehicle C to a safe place. Specifically, in the retreat travel, the maximum travel speed is limited and the maximum inclination angle is limited by the lean ACT 101a.

  That is, when the operation control unit 24 restricts the operation of the actuator by the restriction mode md2, the operation control unit 24 causes the required amount of electric power to be retreated or stop the vehicle C compared to the normal travel that does not restrict the operation of the actuator. .

  As described above, the operation control unit 24 can restrict the operation of the actuator to retract or stop the vehicle C, so that the deterioration of the battery 104a can be suppressed and the safety of the vehicle C can be improved. it can.

  Next, the switching timing of the control mode in the mode information 31 will be described using FIG. FIG. 6 is a diagram illustrating control mode switching timing by the operation control unit 24. FIG. 6 shows a case where the required amount exceeds the supply amount at time t1.

  As shown in FIG. 6, the operation control unit 24 restricts the operation of the actuator when the time during which the required amount exceeds the supply amount continues for a predetermined time D1. Specifically, the operation control unit 24 switches from the normal mode md1 to the limit mode md2 when the state where the required amount exceeds the supply amount at time t1 continues until time t2 after a predetermined time D1. The predetermined time D1 is set in advance at the design stage of the vehicle C, for example.

  Note that the operation control unit 24 resets the predetermined time D1 when the necessary amount falls below the supply amount between time t1 and time t2. In this way, instead of immediately switching the control mode at time t1 when the required amount exceeds the supply amount, the required amount is instantaneously supplied due to, for example, a noise component by switching after a predetermined time has elapsed from time t1. It is possible to prevent erroneous switching to the limit mode md2 when the value exceeds.

  In the above description, the operation control unit 24 has been described as switching the control mode when the vehicle C is traveling. However, for example, the control mode may be switched when the vehicle C is activated.

  In such a case, the second calculation unit 23 calculates a necessary amount obtained by adding a predetermined margin to the amount of power required for system activation when the vehicle C is activated. As a result, the vehicle C can be immediately stopped by switching to the restriction mode md2 when the vehicle C is started, so that the safety of the driver can be improved.

  Next, a processing procedure of processing executed by the vehicle control device 1 according to the embodiment will be described with reference to FIG. FIG. 7 is a flowchart illustrating a processing procedure of processing executed by the vehicle control device 1 according to the embodiment.

  As shown in FIG. 7, first, the detection unit 21 detects the cell temperature of each battery cell included in the battery 104a (step S101). Then, the 1st calculation part 22 acquires the electrical storage state (SOC) of the battery 104a from the SOC estimation apparatus 11 (step S102).

  Subsequently, the first calculation unit 22 calculates a supply amount that is the amount of power that can be supplied to the actuator of the vehicle C in a predetermined time based on the storage state and the cell temperature (step S103). Subsequently, the second calculation unit 23 calculates a required amount obtained by adding a predetermined margin amount to the predicted electric power amount of the actuator required when the current traveling state of the vehicle C is maintained (step S104).

  Subsequently, the operation control unit 24 determines whether or not the necessary amount calculated by the second calculation unit 23 exceeds the supply amount calculated by the first calculation unit 22 (step S105). When the necessary amount exceeds the supply amount (step S105, Yes), the operation control unit 24 determines whether or not the time for which the necessary amount exceeds the supply amount continues for the predetermined time D1 (step S106).

  Then, when the time during which the required amount exceeds the supply amount continues for the predetermined time D1 (step S106, Yes), the operation control unit 24 switches the control mode to the limit mode md2 (step S107) and ends the process.

  On the other hand, in step S105, when the required amount falls below the supply amount (No in step S105), the operation control unit 24 resets the measurement time that is the time that the required amount exceeds the supply amount (step S108), and performs the process. The process proceeds to step S101.

  In Step S106, operation control part 24 shifts processing to Step S101, when the time for which the required amount exceeds supply amount does not continue for predetermined time D1 (Step S106, No).

  As described above, the vehicle control device 1 according to the embodiment includes the first calculation unit 22, the second calculation unit 23, and the operation control unit 24. The first calculation unit 22 calculates a supply amount that is the amount of power that can be supplied to the actuator of the vehicle C in a certain time based on the storage state of the battery 104a. The second calculation unit 23 calculates a necessary amount corresponding to the predicted power amount of the actuator that is required when the current traveling state of the vehicle C is maintained for a certain period of time. The operation control unit 24 controls the operation of the actuator based on the necessary amount calculated by the second calculation unit 23 and the supply amount calculated by the first calculation unit 22. Thereby, an actuator can be controlled appropriately.

  In the above-described embodiment, the operation control unit 24 resets the measurement time when the required amount falls below the supply amount after the required amount exceeds the supply amount. If the time below is less than the predetermined time, the measurement time may not be reset. This point will be described with reference to FIG.

  FIG. 8 is a diagram illustrating processing contents of the operation control unit 24 according to the modification. In FIG. 8, it is assumed that the required amount temporarily falls below the supply amount for a predetermined time D2 between time t1 and time t2.

  In such a case, the operation control unit 24 does not reset the measurement time when the predetermined time D2 is less than the predetermined threshold. Then, the operation control unit 24 switches the control mode to the limit mode md2 at time t2.

  Accordingly, for example, when the required amount is instantaneously less than the supply amount due to a noise component or the like, the switching to the limit mode md2 can be prevented from being delayed by erroneously resetting the measurement time. The predetermined time D2 is set in advance at the design stage of the vehicle C.

  Further effects and modifications can be easily derived by those skilled in the art. Thus, the broader aspects of the present invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications can be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Control part 3 Memory | storage part 10 Temperature sensor 11 SOC estimation apparatus 12 Running state detection apparatus 21 Detection part 22 1st calculation part 23 2nd calculation part 24 Operation control part 31 Mode information 100 Power supply ECU
101 lean ECU
101a Lean ACT
102 Steer ECU
102a Steer ACT
103 IWMUCU
103a IWM
104 Battery ECU
104a Battery C Vehicle S Vehicle control system

Claims (9)

A first calculation unit that calculates a supply amount that is an amount of electric power that can be supplied to the actuator of the vehicle in a predetermined time based on a storage state of the battery;
A second calculation unit that calculates a necessary amount corresponding to the predicted power amount of the actuator that is required when the current traveling state of the vehicle is maintained for the predetermined time;
A vehicle control device comprising: an operation control unit configured to control an operation of the actuator based on the supply amount calculated by the first calculation unit and the necessary amount calculated by the second calculation unit. The second calculator is
The vehicle control device according to claim 1, wherein the required amount obtained by adding a predetermined margin amount to the predicted power amount is calculated. The actuator is
A lean actuator for tilting the vehicle in the vehicle width direction at an inclination angle corresponding to the traveling speed of the vehicle,
The second calculator is
The vehicle control device according to claim 2, wherein the necessary amount is calculated by adding the amount of electric power of the lean actuator that is predicted when the vehicle is tilted at a current traveling speed as the margin amount. The operation controller is
The vehicle control device according to claim 2 or 3, wherein when the required amount exceeds the supply amount, the operation of the actuator is limited. The operation controller is
5. When the operation of the actuator is restricted, the retreat travel or the vehicle is stopped, which requires a smaller amount of electric power than the normal travel that does not restrict the operation of the actuator. Vehicle control device. The operation controller is
6. The vehicle control device according to claim 4, wherein the operation of the actuator is limited when a time in which the required amount exceeds the supply amount continues for a predetermined time. A detector that detects a cell temperature of each of the plurality of battery cells included in the battery;
The first calculation unit includes:
The vehicle control device according to claim 1, wherein the supply amount is calculated based on the cell temperature detected by the detection unit and the storage state. The first calculation unit includes:
The vehicle control device according to claim 7, wherein the supply amount is calculated based on the lowest cell temperature among the cell temperatures detected by the detection unit. A first calculation step of calculating a supply amount that is an amount of electric power that can be supplied to the actuator of the vehicle in a predetermined time based on a storage state of the battery;
A second calculation step of calculating a necessary amount corresponding to the predicted electric energy of the actuator that is required when the current traveling state of the vehicle is maintained for the predetermined time;
A vehicle control method comprising: an operation control step of controlling an operation of the actuator based on the supply amount calculated by the first calculation step and the necessary amount calculated by the second calculation step.

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