JP2021044959A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which can ensure traveling energy and facilitate getting on and off a vehicle.SOLUTION: An overall ECU 46 of a vehicle 10 which includes a battery 20, and in which power is supplied from the battery 20 to a motor generator 22 and an air conditioner 31, includes an opening/closing control section 460, an energy residual amount calculation section 461, and a threshold setting section 462. The opening/closing control section 460 controls the opening degree of a door device 30. The energy residual amount calculation section 461 calculates an energy residual amount stored in the battery 20. The threshold setting section 462 calculates consumed energy in the vehicle 10. The opening/closing control section 460 calculates an energy surplus amount which is a difference between the energy residual amount and the consumed energy in the vehicle 10, and sets the opening degree of the door device 30 on the basis of the energy surplus amount.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a vehicle control device.

Conventionally, there is a vehicle control device described in Patent Document 1 below. The control device described in Patent Document 1 controls a first door drive device that opens and closes one of a pair of doors provided in a vehicle independently, and a second door drive device that opens and closes the other of the pair of doors independently. .. This control device opens a pair of doors on both sides when the degree of congestion is high, and opens a pair of doors on one side when the degree of congestion is not high. As a result, the air cooled or heated by the air conditioner of the vehicle is less likely to leak to the outside of the vehicle through the door, so that the consumption of driving energy of the air conditioner due to the decrease in air conditioning efficiency is suppressed.

Japanese Unexamined Patent Publication No. 2014-51207

By the way, in the vehicle described in Cited Document 1, since the door is always fully opened at the time of congestion, it is difficult to suppress the energy consumption of the air conditioner. In this regard, in a vehicle to which electric power is supplied from the outside, for example, a train, the electric power that can be supplied to the air conditioner is not exhausted, so that an increase in energy consumption of the air conditioner during congestion can be tolerated. However, in a vehicle in which the electric power that can be supplied to the air conditioner is limited, for example, a passenger car, if the energy consumption of the air conditioner becomes large during congestion, the fuel consumption and electricity cost of the vehicle will be significantly deteriorated, and as a result, the destination. There is a concern that the running energy such as fuel and electric power required to run up to will be exhausted. On the other hand, in order to solve this problem, it is effective to reduce the opening degree of the door when the occupant gets on and off even when the vehicle is crowded, but in this case, the occupant may have difficulty getting on and off the vehicle.

As described above, in a vehicle having a finite running energy, there is room for improvement in the trade-off relationship between the running energy depletion and the ease of getting on and off.
The present disclosure has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device capable of achieving both securing of running energy and ease of getting on and off.

In order to solve the above problems, a control device having an energy supply source (20) and controlling a vehicle (10) in which energy is supplied from the energy supply source to the traveling drive device (22) and the air conditioner (31) The open / close control unit (460), the energy remaining amount calculation unit (461), and the threshold value setting unit (462) are provided. The opening / closing control unit controls the opening / closing control amount of the opening / closing unit (30) of the vehicle. The energy remaining amount calculation unit calculates the remaining amount of running energy of the vehicle. The threshold value setting unit sets a threshold value for the remaining energy amount calculated by the energy remaining amount calculation unit. The open / close control unit calculates the energy margin amount, which is the difference between the energy remaining amount calculated by the energy remaining amount calculation unit and the threshold value, and sets the opening / closing control amount of the opening / closing unit based on the energy margin amount.

According to this configuration, for example, when the energy margin is large, the opening control amount of the opening / closing portion is set so that people and objects can easily get on and off, while when the energy margin is small, the traveling energy is set. It is possible to set the opening / closing control amount of the opening / closing portion so that it is difficult to consume. Therefore, it is possible to achieve both securing running energy and ease of getting on and off.

The reference numerals in parentheses described in the above means and claims are examples showing the correspondence with the specific means described in the embodiments described later.

According to the present disclosure, it is possible to provide a vehicle control device capable of achieving both securing running energy and ease of getting on and off.

FIG. 1 is a diagram schematically showing an outline of a traveling route of the vehicle of the first embodiment. FIG. 2 is a block diagram showing a schematic configuration of the vehicle of the first embodiment. 3A and 3B are diagrams schematically showing the operation of the door device of the first embodiment. 4 (A) to 4 (C) are graphs showing changes in the traveling speed v, the road gradient θ, and the road surface friction coefficient μ with respect to the traveling position φ from the current location to the destination of the vehicle of the first embodiment. FIG. 5 is a diagram for explaining the _{energy conversion efficiencies η 1} and η ₂ used in the integrated ECU of the first embodiment. FIG. 6 is a flowchart showing a processing procedure executed by the control ECU of the first embodiment. FIG. 7 is a map showing the relationship between the _{energy margin amount E prd-rem} used by the control ECU of the first embodiment and the energy depletion risk level K _soc. FIG. 8 is a map showing the relationship between the _{energy depletion risk K soc} used by the control ECU of the first embodiment and the correction coefficient α _1. FIG. 9 is a flowchart showing a processing procedure executed by the control ECU of the second embodiment. FIG. 10 is a map showing the relationship _{between the internal / external temperature difference T div} and the correction coefficient α ₂ used by the control ECU of the first embodiment. FIG. 11 is a flowchart showing a processing procedure executed by the control ECU of the third embodiment. FIG. 12 is a flowchart showing a processing procedure executed by the control ECU of the fourth embodiment. FIG. 13 is a map showing the relationship between the _{energy margin amount E prd-rem} used by the control ECU of another embodiment and the energy depletion risk level K _soc. FIG. 14 is a map showing the relationship between the internal / external temperature difference T _div and the correction coefficient α _{2 used by the control ECU of another embodiment.}

Hereinafter, embodiments of the vehicle control device will be described with reference to the drawings. In order to facilitate understanding of the description, the same components are designated by the same reference numerals as much as possible in each drawing, and duplicate description is omitted.
<First Embodiment>
First, a schematic configuration of the vehicle of the present embodiment will be described. The vehicle 10 shown in FIG. 1 is a large vehicle such as a bus capable of carrying a large number of passengers. The vehicle 10 automatically travels from the starting point Ps to the destination Pd along a predetermined traveling route Rt. A plurality of predetermined stops Pa are provided in the section from the starting point Ps to the destination Pd. Each stop Pa is a place where the vehicle 10 stops. At each stop Pa, the user of the vehicle 10 gets on board. The vehicle 10 travels toward the destination Pd while carrying a user who is meeting at each stop Pa. Although it is possible for the vehicle 10 to carry not only a person but also an object, the case where a person rides on the vehicle 10 will be described below for convenience.

Various services are provided to the user in the passenger compartment of the vehicle 10. The services provided in the passenger compartment of the vehicle 10 include, for example, parties and seminars. As a result, the user of the vehicle 10 can head to the destination Pd while receiving the service provided in the vehicle interior.

Next, a specific configuration of the vehicle 10 will be described. As shown in FIG. 2, the vehicle 10 includes a battery 20, an inverter device 21, and a motor generator 22.
The battery 20 is composed of a secondary battery such as a lithium ion battery that can be charged and discharged.

The inverter device 21 converts the DC power charged in the battery 20 into AC power, and supplies the converted AC power to the motor generator 22.
The motor generator 22 is driven based on the AC power supplied from the inverter device 21. The vehicle 10 travels by transmitting the power generated by driving the motor generator 22 to the wheels 25 via the transmission 23 and the differential gear 24. The vehicle 10 is a vehicle having a finite running energy that travels based on the electric power stored in the battery 20. In the present embodiment, the battery 20 corresponds to the energy supply source, and the motor generator 22 corresponds to the traveling drive device.

The motor generator 22 regenerates power when the vehicle 10 is braked. Specifically, the braking force acting on the wheels 25 when the vehicle 10 is braked is input to the motor generator 22 via the wheels 25, the differential gear 24, and the transmission 23. The motor generator 22 generates electricity based on the power input back from the wheels 25. The electric power generated by the motor generator 22 is converted from AC electric power to DC electric power by the inverter device 21 and charged into the battery 20.

The vehicle 10 further includes a door device 30, an air conditioner 31, a service providing device 32, and an auxiliary device 33.
The door device 30 is an electric door device that opens and closes based on the electric power supplied from the battery 20. The opening degree of the door device 30 can be adjusted between the fully closed state shown in FIG. 3 (A) and the fully opened state shown in FIG. 3 (B). When the door device 30 is opened, people and objects can get on and off the vehicle 10. In the following, for convenience, the opening amount of the door device 30 shown in FIG. 3 (A) is _{represented by “X min} ”, and the opening amount of the door device 30 shown in FIG. 3 (B) is represented by _{“X max”.} .. Therefore, assuming that the actual opening amount of the door device 30 is "X", the opening amount X can be adjusted within the range of _{"X min} ≤ X ≤ X _max". In the present embodiment, the door device 30 corresponds to an opening / closing portion for getting on and off a person or luggage that opens / closes a portion where the inside of the vehicle and the outside of the vehicle are communicated with each other, and the opening amount X of the door device 30 is the opening control amount. Corresponds to.

The air conditioner 31 shown in FIG. 2 performs at least one of heating and cooling in the vehicle interior by blowing air conditioning air into the vehicle interior. The air conditioner 31 is driven based on the electric power supplied from the battery 20.
The service providing device 32 is a device for providing a service to a user. For example, when a party is provided as a service, a cooking utensil for cooking a dish, a refrigerator for storing ingredients, and the like correspond to the service providing device 32. The service providing device 32 indicates a device for providing a service, which is particularly driven based on the electric power supplied from the battery 20.

The auxiliary machine 33 indicates various electronic devices mounted on the vehicle 10 and driven based on the electric power supplied from the battery 20, such as a lamp and an audio device of the vehicle 10.
The vehicle 10 further includes an EV (Electric Vehicle) ECU (Electronic Control Unit) 4040, a battery ECU 41, a door ECU 42, an air conditioner ECU 43, a service ECU 44, an auxiliary equipment ECU 45, and a control ECU 46. Each of the ECUs 40 to 46 is mainly composed of a microcomputer having a CPU, a memory, or the like, and executes various controls by executing a program stored in the memory in advance.

The EVECU 40 controls the operation of the motor generator 22 by controlling the drive of the inverter device 21. For example, the EVEC 40 controls the drive of the inverter device 21 so that a predetermined power for traveling is output from the motor generator 22 when the vehicle 10 is traveling. Further, the EVACU 40 drives the inverter device 21 so that the electric power generated by the regenerative power generation of the motor generator 22 is charged to the battery 20 when the vehicle 10 is braked.

The battery ECU 41 detects the SOC (State Of Charge) value of the battery 20 and manages the state of the battery 20 based on the detected SOC value. The SOC value defines the fully discharged state of the battery 20 as "0 [%]", defines the fully charged state of the battery 20 as "100 [%]", and then defines the charged state of the battery 20 as "0 [%]". It is expressed in the range of [%] to 100 [%].

The door ECU 42 controls the opening and closing of the door device 30. _{For example, when the door ECU 42 receives the target opening amount X trg} transmitted from the control ECU 46, the door ECU 42 drives the door device 30 so that the actual opening amount X of the door device 30 becomes the _{target opening amount X trg.}
The air conditioning ECU 43 controls the drive of the air conditioning device 31. For example, the air conditioner ECU 43 controls the air conditioner 31 to heat or cool the vehicle interior so that the actual temperature in the vehicle interior follows the target air conditioner temperature. The target air conditioner temperature is, for example, a temperature set by the driver of the vehicle 10 manually operating the operation unit of the air conditioner 31.

The service ECU 44 controls the service providing device 32. When the service providing device 32 is composed of a plurality of devices, an ECU may be provided for each of those devices. In that case, the service ECU 44 is a general term for a plurality of ECUs provided for each device.

The auxiliary machine ECU 45 controls the auxiliary machine 33. As described above, the auxiliary machine 33 indicates various electronic devices that are driven based on the electric power supplied from the battery 20. The auxiliary machine ECU 45 is a general term for a plurality of ECUs provided for each of a plurality of electronic devices corresponding to the auxiliary machine 33.

The vehicle 10 is also provided with a braking ECU 47 that controls the braking device of the vehicle 10 and a steering ECU 48 that controls the steering device of the vehicle 10.
The control ECU 46 incorporates output signals of various sensors mounted on the vehicle 10, for example, output signals of the vehicle speed sensor 50, the peripheral detection sensor 51, and the position sensor 52.

The vehicle speed sensor 50 detects the traveling speed of the vehicle 10 and outputs a signal corresponding to the detected traveling speed to the control ECU 46.
The peripheral detection sensor 51 is a sensor that detects peripheral information of the vehicle 10. The information acquired by the peripheral detection sensor 51 includes a vehicle traveling around the vehicle 10, an obstacle located in front of the vehicle 10, a traffic light located in front of the vehicle 10, and a traveling lane in which the vehicle 10 is traveling. Lane information etc. are included. The peripheral detection sensor 51 is composed of, for example, a camera, an infrared sensor, and a radar device. The peripheral detection sensor 51 outputs the detected peripheral information of the vehicle 10 to the centralized ECU 46.

The position sensor 52 acquires the current location of the vehicle 10 by using GPS (Global Positioning System) or the like. The position sensor 52 outputs the acquired information on the current location of the vehicle 10 to the control ECU 46.
The control ECU 46 can read map information from the map information database 60 mounted on the vehicle 10. In addition to road information, the map information stored in the map information database 60 includes information on the traveling route Rt of the vehicle 10, location information on each stop Pa, location information on the departure point Ps, location information on the destination Pd, and the like. include.

The control ECU 46 controls each ECU 40 to 45, 47, 48 based on various state quantities of the vehicle 10 detected by the sensors 50 to 52 and the like, and map information stored in the map information database 60. By controlling, they perform coordinated control. In this embodiment, the control ECU 46 corresponds to the control device. As one of the cooperative controls, the control ECU 46 executes automatic traveling control for automatically traveling the vehicle 10 to the destination Pd.

Specifically, the control ECU 46 reads information such as the travel route Rt of the vehicle 10 from the map information database 60. The general ECU 46 follows the travel route Rt based on the information read from the map information database 60, the current location of the vehicle 10 detected by the position sensor 52, the peripheral information of the vehicle 10 detected by the peripheral detection sensor 51, and the like. The control command values such as the target value of the acceleration of the vehicle 10 and the target value of the steering angle required for automatically running the vehicle 10 are calculated. The control ECU 46 transmits the calculated control command value to the EV ECU 40, the braking ECU 47, and the steering ECU 48. The EV ECU 40, the braking ECU 47, and the steering ECU 48 control the motor generator 22, the braking device, and the steering device based on the control command value, so that the vehicle 10 automatically travels along the traveling route.

Further, the general ECU 46 estimates the amount of power consumed while the vehicle 10 travels from the current location to the destination Pd, and then the estimated power consumption and the remaining amount of power stored in the battery 20. The margin amount of electric energy is calculated by calculating the difference between. The control ECU 46 sets the opening amount X of the door device 30 based on the margin amount of the calculated electric energy amount.

In the present embodiment, the amount of electric power consumed while the vehicle 10 travels from the current location to the destination Pd corresponds to the energy consumption, and the remaining amount of the electric power stored in the battery 20 corresponds to the remaining amount of energy. , The margin of electric power corresponds to the margin of energy. As described above, in the vehicle 10 of the present embodiment, the amount of electric power corresponds to energy, and therefore, the amount of electric power is also referred to as energy below.

Next, a specific procedure of the process of setting the opening amount of the door device 30 executed by the control ECU 46 will be described.
As shown in FIG. 2, the integrated ECU 46 includes an open / close control unit 460, an energy remaining amount calculation unit 461, and a threshold value setting unit 462.

The energy remaining amount calculation unit 461 acquires the information of the SOC value of the battery 20 from the battery ECU 41, and calculates _{the remaining energy remaining amount E now stored in the battery 20 based on the acquired SOC value.}
The threshold setting unit 462 estimates the _{energy E prd} consumed while the vehicle 10 travels from the current location to the destination Pd. Specifically, the threshold setting unit 462 adds the running energy E1 consumed by the running of the vehicle 10, the energy consumption E2 of the air conditioner 31, the energy consumption E3 of the service providing device 32, and the energy consumption E4 of the auxiliary machine 33. By doing so, the energy consumption E _prd is obtained. Each energy E1 to E4 is obtained as follows.

When the threshold value setting unit 462 obtains the traveling energy consumption E1, first, as shown in FIG. 4A, the traveling speed pattern v of the vehicle 10 with respect to the position φ of the vehicle 10 from the current value to the destination Pd. Plan (φ). For example, when the vehicle 10 periodically travels on the travel route Rt, the threshold value setting unit 462 learns the travel speed v detected by the vehicle speed sensor 50 each time the vehicle 10 travels on the travel route Rt. The threshold value setting unit 462 plans the traveling speed pattern v (φ) of the vehicle 10 based on the learned information of the traveling speed v. Alternatively, when the travel speed information on each road is stored in the map information database 60 as a database, the threshold setting unit 462 is based on the travel speed information stored in the map information database 60. It is also possible to plan the traveling speed pattern v (φ) of the vehicle 10.

Further, the threshold value setting unit 462 acquires information on the road gradient θ from the current location to the destination Pd and the road surface friction coefficient μ as shown in FIGS. 4 (B) and 4 (C) from the map information database 60.
_{The threshold value setting unit 462 calculates the traveling torque F run} (φ) of the vehicle 10 based on the following equation f1. In the formula f1, "R _a (φ)" indicates the air resistance of the vehicle 10, "R _r (φ)" indicates the rolling resistance of the vehicle 10, and "R _e (φ)" indicates the rolling resistance of the vehicle 10. Indicates the climbing resistance _{of the vehicle, and "R c} (φ)" indicates the acceleration resistance of the vehicle 10.

F _run (φ) = R _a (φ) + R _r (φ) + R _e (φ) + R _c (φ) (f1)
Each resistance _{R a (φ), R r} (φ), R e (φ), R c (φ) is defined can be obtained by the following equation F2～f5. In each equation f2 to f5, "C _d " indicates the resistance coefficient of the vehicle 10, "S" indicates the front projected area of the vehicle 10, "ρ" indicates the air density, and "m" indicates the vehicle 10. "G" indicates the gravitational acceleration, and "m + Δm" indicates the inertial mass of the vehicle 10. Predetermined values are used for these parameters C _d , S, ρ, m, and m + Δm. Further, the information shown in FIGS. 4 (A) to 4 (C) is used for "v (φ)", "θ (φ)", and "μ (φ)". Further, "a (φ)" indicates the acceleration of the vehicle 10. The acceleration a (φ) is obtained as a differential value of the traveling speed v (φ) of the vehicle 10 shown in FIG. 4 (A).

R _a (φ) = (C _d・ S ・ ρ ・ v (φ) ² ) / 2 (f2)
R _r (φ) = μ (φ) ・ m ・ g (f3)
_Re (φ) = m · g · sin (θ (φ)) (f4)
R _c (φ) = (m + Δm) ・ a (φ) (f5)
Next, the threshold value setting unit 462 _{calculates the traveling energy P run} (φ) _{from the traveling torque F run} (φ) based on the following equation f6.

P _run (φ) = F _run (φ) · v (φ) (f6)
The case where the traveling energy _Prun (φ) is a negative value indicates a state in which the vehicle 10 is regenerating.
Further, when the calculated traveling energy _Prun (φ) is “ _Prun (φ)> 0”, the threshold value setting unit 462 consumes the vehicle 10 when the vehicle 10 travels based on the following equation f7. Calculate the energy _threshold (φ).

_Puse (φ) = _Prun (φ) / (η ₁・ η ₂ ) (f7)
Further, when the calculated traveling energy _Prun (φ) is “ _Prun (φ) ≦ 0”, the threshold setting unit 462 consumes the vehicle 10 when the vehicle 10 travels based on the following equation f8. Calculate the energy _threshold (φ).

_Puse (φ) = η ₁ , η ₂ , P _run (φ) (f8)
In addition, "η ₁ " is the first energy conversion efficiency, and "η ₂ " is the second energy conversion efficiency. As shown in FIG. 5, the first energy conversion efficiency η ₁ indicates the energy conversion efficiency between the battery 20 and the motor generator 22. The first energy conversion efficiency η ₁ is set in the range of “0 ≦ η _{1 ≦ 1”.} Further, the second energy conversion efficiency η ₂ indicates the energy conversion efficiency between the motor generator 22 and the wheels 25. The second energy conversion efficiency η ₂ is also set in the range of “0 ≦ η _{2 ≦ 1”.}

Threshold setting unit 462, based on the formula f7 and wherein f8 above, in terms of calculated energy consumption _{P use} at each position phi of the vehicle 10 (phi), the energy consumption _{P use} from the current position to the destination Pd ( By integrating φ), the running energy consumption E1 consumed by the running of the vehicle 10 is obtained.

Further, the threshold value setting unit 462 calculates the energy consumption E2 of the air conditioner 31 when the vehicle 10 travels from the current location to the destination Pd based on the information of the air conditioner 31 acquired from the air conditioner ECU 43. For example, the energy consumption per unit time of the air conditioner 31 correlates with the temperature difference, which is the difference between the outside air temperature, which is the outside air temperature of the vehicle 10, and the set temperature. Specifically, the larger the temperature difference between them, the larger the energy consumption per unit time of the air conditioner 31. On the contrary, as the temperature difference between them becomes smaller, the energy consumption of the air conditioner 31 per unit time becomes smaller. The air conditioner ECU 43 learns information on the energy consumption per unit time of the air conditioner 31 according to the temperature difference. The threshold value setting unit 462 acquires information on the energy consumption per unit time of the air conditioner 31 from the air conditioner ECU 43. Further, the threshold value setting unit 462 calculates the traveling time of the vehicle 10 when the vehicle 10 travels from the current location to the destination Pd based on the traveling speed pattern v (φ) shown in FIG. 4 (A). The threshold setting unit 462 calculates the energy consumption E2 of the air conditioner 31 when the vehicle 10 travels from the current location to the destination Pd by multiplying the energy consumption per unit time of the air conditioner 31 by the traveling time of the vehicle 10. To do.

Further, the threshold value setting unit 462 acquires information on the energy consumption per unit time of the service providing device 32 from the service ECU 44. The threshold setting unit 462 multiplies the energy consumption per unit time of the service providing device 32 by the traveling time of the vehicle 10, so that the energy consumption E3 of the service providing device 32 when the vehicle 10 travels from the current location to the destination Pd. Is calculated.

Further, the threshold value setting unit 462 acquires information on the energy consumption per unit time of the auxiliary machine 33 from the auxiliary machine ECU 45. The threshold setting unit 462 calculates the energy consumption E4 of the auxiliary machine 33 when the vehicle 10 travels from the current location to the destination Pd by multiplying the energy consumption per unit time of the auxiliary machine 33 by the traveling time of the vehicle 10. To do.

The threshold setting unit 462 consumes energy by adding the traveling energy consumption E1, the energy consumption E2 of the air conditioner 31, the energy consumption E3 of the service providing device 32, and the energy consumption E4 of the auxiliary machine 33 obtained as described above. _Find E prd. In the present embodiment, this energy consumption E _prd is used as a threshold value for the remaining energy amount E _now.

_{The open / close control unit 460 sets the target opening amount X trg} of the door device 30 based on the _{energy remaining amount E now} calculated by the energy remaining amount calculation unit 461 _{and the energy consumption E prd} calculated by the threshold value setting unit 462. ..
Next, with reference to FIG. 6, a procedure for setting the _{target opening amount X trg} executed by the opening / closing control unit 460 will be specifically described.

_{As shown in FIG. 6, the open / close control unit 460 first acquires the remaining energy amount E now} calculated by the energy remaining amount calculation unit 461 as the process of step S10, and then sets the threshold value as the process of step S11. _{The energy consumption E prd} calculated by the unit 462 is acquired. Subsequently, the open / close control unit 460 calculates the _{energy margin amount E prd-rem from the remaining energy E now} and the energy consumption E _prd based on the following equation f9 as the process of step S12.

E _prd-rem = F ₁ (E _now , E _prd )
= E _now- E _prd (f9)
In the present embodiment, as a function _{F 1,} but using a function for subtracting the consumed energy _{E prd} from remaining energy amount _{E now,} the function _{F 1} can be arbitrarily changed.

The open / close control unit 460 calculates the energy depletion risk level K _{soc from the energy margin amount E prd-rem} using the following equation f10 as the process of step S13 following step S12.
K _soc = F ₂ (E _prd-rem ) (f10)
As the function F ₂ , for example, a map as shown in FIG. 7 is used. In the map shown in FIG. 7, when the energy margin amount E _prd-rem is zero, the energy depletion risk K _soc is set to “1”, which is the largest. Further, as the energy margin amount E _prd-rem increases, the energy depletion risk K _scoc is set to a value closer to zero.

As shown in FIG. 6, the open / close control unit 460 calculates the correction coefficient α _{1 from the energy depletion risk K soc using the following equation f11 as the process of step S14 following step S13.}
α ₁ = F ₃ (K _soc ) (f11)
As the function F _3, is used map shown in FIG. 8, for example. In the map shown in FIG. 8, when the energy depletion risk level K _{soc is equal to} or higher than the first predetermined risk level K soc 1, the correction coefficient α ₁ is set to the lower limit value α _{1 min.} Further, when a value smaller than the first predetermined risk K _soc1 is set as the second predetermined risk K _soc2, and the energy depletion risk K _{soc is equal to} or less than the second predetermined risk K soc2, the correction coefficient α ₁ Is set to the upper limit α _1max. The upper limit value α _1max is, for example, “1”. Furthermore, greater than the energy depletion risk _{K soc} second predetermined risk _{K SOC2,} and is smaller than the first predetermined risk _{K SOC1,} a negative correlation with the change of energy depletion risk _{K soc} correction coefficient alpha ₁ to have is set in a range from the lower limit value alpha _1min to the upper limit value alpha _1max.

In the present embodiment, when the function shown in FIG. 7 is “F ₂ ”, the energy margin amount E _prd-rem is as shown in the following equation f12 with respect to the energy depletion risk K _soc. Has a correlation.
^{_{E prd-rem = F 2 -1}} (K soc) (f12)
Here, the energy margin amount can be calculated from the second predetermined risk _{K SOC2} based on equation ^{_{f12 E prd-rem1 (= F}} 2 -1 (K soc2)) corresponds to a first predetermined allowance. Further, the energy margin amount can be calculated from the first predetermined risk _{K SOC1} based on equation ^{_{f12 E prd-rem2 (= F}} 2 -1 (K soc1)) corresponds to a second predetermined allowance. When these energy margins E _prd-rem1 and E _prd-rem2 are used, the processing in step S14 is performed when the energy margin E _prd-rem is equal to or greater than the first predetermined margin E _{prd-rem1. 1} is set to the upper limit value α _1max , and the correction coefficient α ₁ is set to the lower limit value α _{1 min} when the energy margin amount E _prd-rem is equal to or less than the second predetermined margin amount E _prd-rem2. Further, in the process of step S14, when the energy margin amount E _prd-rem is larger than the second predetermined margin amount E _prd-rem2 and smaller than the first predetermined margin amount E _prd-rem1 , the energy margin amount E _{prd The process is to set the correction coefficient α 1} in the range from the lower limit value α _{1 min} to the upper limit value α 1 max so as to have a positive correlation with _−rem. In the present embodiment, the correction coefficient α ₁ corresponds to the margin correction coefficient. The lower limit alpha _1min corresponds to allowance lower limit, the upper limit alpha _1max corresponds to allowance limit.

As shown in FIG. 6, the open / close control unit 460 calculates _{the reference opening amount X base of the door device 30 as the process of step S15 following step S14.} The open / close control unit 460 detects, for example, the number of people getting on and off the vehicle 10 through a peripheral detection sensor 51, a motion sensor in the vehicle interior, or the like, and sets a reference opening amount X _{base based on the number of detected people.} Calculate. In the present embodiment, the reference opening amount X _base corresponds to the reference value of the opening control amount.

The open / close control unit 460 calculates the _{target opening amount X trg} based on the following formula f13 or formula f14 as the process of step S16 following step S15. The function F _{4 of the} equation f13 is an arbitrary function with the reference opening amount X _base and the correction coefficient α _{1 as variables.}
X _trg = F ₄ (X _base , α ₁ ) (f13)
As the formula f13, for example, the following formula f14 can be used.

X _trg = α ₁ · X _base (f14)
_{The open / close control unit 460 transmits the calculated target opening amount X trg} to the door ECU 42 as the process of step S17 following step S16. As a result, for example, when the vehicle 10 stops at the stop Pa and the door ECU 42 opens the door device 30, the door ECU 42 controls the actual opening amount X of the door device 30 to the target opening amount X _trg .

According to the integrated ECU 46 of the present embodiment described above, the actions and effects shown in the following (1) to (3) can be obtained.
(1) opening and closing control unit 460 calculates the energy allowance _{E prd-rem} which is the difference between the energy consumption _{E prd} the remaining energy amount _{E now,} based on the energy margin amount _{E prd-rem,} the door device 30 _{The target opening amount X trg} , which is the opening control amount, is set. Specifically, the open / close control unit 460 calculates the correction coefficient α _{1 based on the energy margin amount E prd-rem} , and multiplies the correction coefficient α ₁ by the reference opening amount X _base of the door device 30. The target opening amount X _trg is set based on the energy margin amount E _prd-rem. The open / close control unit 460 sets the correction coefficient α ₁ to increase _{as the energy allowance E prd-rem increases.} According to this configuration, when the energy margin amount E _prd-rem is large, the opening amount X of the door device 30 is set to be large, so that it is easy for a person to get on and off. On the other hand, when the energy margin amount E _prd-rem is small, the opening amount X of the door device 30 is set to be small, so that the conditioned air in the vehicle interior is less likely to leak to the outside. As a result, the energy consumption of the air conditioner 31 can be suppressed, and as a result, the power consumption of the battery 20 is suppressed. As described above, according to the configuration of the present embodiment, it is possible to secure the electric power of the battery 20 and to easily get on and off the battery 20 at the same time.

(2) Since the energy consumption E _prd is an estimated value, the calculation accuracy of the _{energy consumption E prd tends} to vary depending on, for example, the detailed operating state of the vehicle 10. As a result, the calculation accuracy of the energy depletion risk K _{soc tends to vary.} In this regard, in the present embodiment, as shown in FIG. 8, when the energy depletion risk level K _{soc is equal to} or higher than the first predetermined risk level K soc 1, the correction coefficient α ₁ is set to the lower limit value α _{1 min.} .. Furthermore, the energy depletion risk _{K soc} is when the second is given risk _{K SOC2} less, the correction coefficient alpha ₁ is set to the upper limit value alpha _1max. As a result, even when the calculation accuracy of the energy depletion risk level K _soc varies, the amount of fluctuation of the _{correction coefficient α 1 can be reduced.} Therefore, it is possible to avoid a situation in which the opening amount X of the door device 30 fluctuates greatly due to the variation in the calculation accuracy of the energy consumption E _prd.

(3) opening and closing control unit 460 is configured to estimate the running energy _{E prd} consuming while the vehicle 10 travels from the current position to the destination Pd, the energy consumption _{E prd,} used as a threshold value for the remaining energy amount _{E now.} According to such a configuration, it is possible to calculate _{the energy margin amount Eprd-rem} of the vehicle 10 with higher accuracy.

<Second Embodiment>
Next, a second embodiment of the integrated ECU 46 will be described. Hereinafter, the differences from the integrated ECU 46 of the first embodiment will be mainly described.
As shown by the broken line in FIG. 2, the vehicle 10 of the present embodiment further includes an outside air temperature sensor 53. _{The outside air temperature sensor 53 detects the outside air temperature T out} , which is the outside air temperature of the vehicle, and outputs a signal corresponding to the detected outside air temperature T _{out to the control ECU 46.} The control ECU 46 can acquire information _{on the outside air temperature To out} based on the output signal of the outside air temperature sensor 53.

The open / close control unit 460 of the control ECU 46 of the present embodiment executes the process shown in FIG. 9 instead of the process shown in FIG. In the process shown in FIG. 9, the same process as that shown in FIG. 6 is designated by the same reference numerals, so that redundant description is omitted.
As shown in FIG. 9, switching control section 460, as the processing in step S20 following step S14, it acquires the information of the target air-conditioning temperature _{T ac} of the air conditioner 31 from the air conditioning ECU 43, as the processing in step S21, the outside _{The outside air temperature To out} is detected based on the output signal of the air conditioner sensor 53. Subsequently, the open / close control unit 460 calculates the _{internal / external temperature difference T dim} based on the following equation f15 as the process of step S22.

T _dif = | T _ac- T _out | (f15)
The open / close control unit 460 calculates the correction coefficient α _{2 from the internal / external temperature difference T div} based on the following equation 16 as the process of step S23 following step S22.

α ₂ = F ₅ (T _dif ) (f16)
As the function F _5, is used map shown in FIG. 10, for example. In the map shown in FIG. 10, when the internal / external temperature difference T _dim is equal to or higher than the first predetermined temperature T1, the correction coefficient α ₂ is set to the lower limit value α _{2 min.} Also, when a value smaller than the first predetermined temperature T1 and the second predetermined temperature T2, when the inner and outer temperature difference T _dif is equal to or less than the second predetermined temperature T2 is set correction coefficient alpha ₂ to the upper limit value alpha _2max Will be done. The upper limit value α _2max is, for example, “1”. Further, when the inside / outside temperature difference T _dif is larger than the second predetermined temperature T2 and smaller than the first predetermined temperature T1, the correction coefficient is negatively correlated with the change _{of the inside / outside temperature difference T dif.} alpha ₂ is set in a range from the lower value alpha _2min to the upper limit value alpha _2max. In the present embodiment, the correction coefficient α ₂ corresponds to the temperature correction coefficient, the lower limit value α _{2 min} corresponds to the temperature lower limit value, and the upper limit value α _2max corresponds to the temperature upper limit value.

As shown in FIG. 9, the open / close control unit 460 calculates _{the reference opening amount X base of the door device 30 as the process of step S24 following step S23.} The process of step S24 is the same as the process of step S15 shown in FIG.
The open / close control unit 460 calculates the _{target opening amount X trg} based on the following equation f17 as the process of step S25 following step S24. The function F _{6 of the} equation f17 is an arbitrary function having the reference opening amount X _base , the correction coefficient α ₁ , and the correction coefficient α _{2 as variables.}

X _trg = F ₆ (X _base , α ₁ , α ₂ ) (f17)
As the formula f17, for example, the following formula f18 can be used.
X _trg = X _base · (α ₁ + α ₂ ) / 2 (f18)
_{The open / close control unit 460 transmits the calculated target opening amount X trg} to the door ECU 42 as the process of step S26 following step S25. As a result, for example, when the vehicle 10 stops at the stop Pa and the door ECU 42 opens the door device 30, the door ECU 42 controls the actual opening amount X of the door device 30 to the target opening amount X _trg .

According to the integrated ECU 46 of the present embodiment described above, the actions and effects shown in the following (4) and (5) can be further obtained.
(4) The open / close control unit 460 further sets _{the target opening amount X trg} of the door device 30 based on the inside / outside temperature difference T _{div when the target air conditioner temperature T ac} and the outside air temperature T _{out of the air conditioner 31.} Specifically, the open / close control unit 460 calculates the correction coefficient α _{2 based on the internal / external temperature difference T div} , and multiplies the correction coefficient α ₂ by the reference opening amount X _base of the door device 30 to obtain the internal / external temperature. setting the target opening degree _{X trg} based on the difference _{T dif.} The open / close control unit 460 sets the correction coefficient α ₂ to increase _{as the temperature difference T dim between the inside and outside decreases.} According to this configuration, when the internal / external temperature difference T _div is small, that is, when the energy consumption of the air conditioner 31 is small, the opening amount X of the door device 30 is set to be large, so that a person gets on and off. It becomes easier to do. On the other hand, when the internal / external temperature difference T _div is large, that is, when the energy consumption of the air conditioner 31 is large, the opening amount X of the door device 30 is set to be small, so that the conditioned air in the vehicle interior is set to be small. Is less likely to leak to the outside. As a result, the increase in energy consumption of the air conditioner 31 can be suppressed, and as a result, the power consumption of the battery 20 is suppressed. As described above, according to the above configuration, it is possible to secure the electric power of the battery 20 and to easily get on and off the battery 20 at the same time.

(5) The outside air temperature T _out detected by the outside air temperature sensor 53 is likely to vary due to the influence of the detection accuracy, temperature distribution, wind speed, etc. of the outside air temperature sensor 53. As a result, the temperature difference between the inside and outside T _{dim tends} to vary. In this respect, in the present embodiment, as shown in FIG. 10, when the internal / external temperature difference T _dim is equal to or higher than the first predetermined temperature T1, the correction coefficient α ₂ is set to the lower limit value α _{2 min.} Further, the inner and outer temperature difference _{T dif} is the case is less than or equal to the second predetermined temperature T2, the correction coefficient alpha ₂ is set to the upper limit value alpha _2max. As a result, the fluctuation amount of the correction coefficient α ₂ can be reduced even when the internal / external temperature difference T _{dim varies.} Therefore, it is possible to avoid a situation in which the opening amount X of the door device 30 fluctuates greatly due to the variation in the temperature difference T _{dim inside and outside.}

<Third Embodiment>
Next, a third embodiment of the integrated ECU 46 will be described. Hereinafter, the differences from the integrated ECU 46 of the second embodiment will be mainly described.
The open / close control unit 460 of the control ECU 46 of the present embodiment executes the process shown in FIG. 11 instead of the process shown in FIG. In the process shown in FIG. 11, the same process as that shown in FIG. 9 is designated by the same reference numerals, so that redundant description is omitted.

As shown in FIG. 11, the open / close control unit 460 calculates the final correction coefficient α _{total based on the correction coefficients α 1} and α _{2 as the process of step S30 following step S23.} Specifically, the open / close control unit 460 calculates the _{final correction coefficient α total based on the following equation f19.} The function F _{7 of the} equation f19 is an arbitrary function whose variables are the correction coefficients α ₁ and α _2.

α _total = F ₇ (α ₁ , α ₂ ) (f19)
As the formula f19, for example, the following formula f20 can be used.
α _total = (w ₁ · α ₁ + w ₂ · α ₂ ) / 2 (f20)
In the equation f20, “w ₁ ” is a weighting coefficient of the correction coefficient α _{1 , and “w 2} ” is a weighting coefficient of the correction coefficient α _2. Weighting factor _w 1, _{w 2} is changed in accordance with the correction coefficient alpha _1. For example, when the correction coefficient α ₁ is larger than the threshold value α _1th , the weighting coefficient w ₁ is set to “1.8” and the weighting coefficient w ₂ is set to “0.2”. When the correction coefficient α _{1 is equal to} or less than the threshold value α 1th, the weighting coefficients w ₁ and w ₂ are both set to “1”. In the present embodiment, the threshold value α _1th corresponds to the correction coefficient threshold value.

_{The opening / closing control unit 460 calculates the reference opening amount X base} of the door device 30 as the process of step S24 following step S30, _{and then calculates the target opening amount X trg} based on the following equation f21 as the process of step S31. To do. The function F _{8 of the} equation f21 is an arbitrary function with the reference opening amount X _base and the final correction coefficient α _{total as variables.}

X _trg = F ₈ (X _base , α _total ) (f20)
As the formula f20, for example, the following formula f21 can be used.
X _trg = α _total · X _base (f21)
The open / close control unit 460 executes the process of step S26 following the process of step S31.

According to the integrated ECU 46 of the present embodiment described above, the actions and effects shown in (6) below can be further obtained.
_{(6) When the correction coefficient α 1} is larger than the threshold value α _1th , the open / close control unit 460 makes the weighting of the correction coefficient α ₁ larger than the weighting of the correction coefficient α ₂ with respect to the reference opening amount X _base. In the present embodiment, the correction coefficient α ₂ corresponds to a correction coefficient different from the correction coefficient α _1. According to such a configuration, in a _{situation where the correction coefficient α 1} is larger than the threshold value α _1th , that is, in a situation where the energy margin E _prd-rem is large, _{the weighting of the correction coefficient α 1} is larger than the weighting of the correction coefficient α _2. Therefore, it is possible to make a more accurate correction for the reference opening amount X _{base corresponding to such a situation.}

(Modification example)
Next, a modified example of the integrated ECU 46 of the third embodiment will be described.
In the process of step S30 shown in FIG. 11, when the correction coefficient α ₂ is larger than the threshold value α _2th , the open / close control unit 460 of this modification sets the weighting coefficient w ₁ to “0.2”. The weighting coefficient w ₂ is set to "1.8". _{Further, when the correction coefficient α 2 is equal to} or less than the threshold value α 2th, the open / close control unit 460 _{sets both the weighting coefficients w 1} and w ₂ to “1”. In this modification, the correction coefficient α ₁ corresponds to a correction coefficient different from the correction coefficient α _2.

According to such a configuration, the correction coefficient alpha ₂ is greater than the threshold value alpha _2th conditions, i.e. in the small inside and outside temperature difference T _dif situation, since the weighting of the correction coefficient alpha ₂ is greater than the weighting of the correction coefficient alpha ₁ , It is possible to make a more accurate correction for the reference opening amount X _{base corresponding to such a situation.}

<Fourth Embodiment>
Next, the integrated ECU 46 of the fourth embodiment will be described. Hereinafter, the differences from the integrated ECU 46 of the first embodiment will be mainly described.
The integrated ECU 46 of the present embodiment uses the target opening amount for emergencies instead of the _{target opening amount X trg} calculated based on the above equation f14 in a situation where emergency measures such as when an earthquake occurs. This ensures a situation where people can easily get on and off.

Specifically, as shown by the broken line in FIG. 2, the vehicle 10 of the present embodiment further includes a communication device 54 and a switch device 55.
The communication device 54 is a device that enables wireless communication with a server device 70 and a mobile terminal 71 other than the vehicle 10. The control ECU 46 can receive various communications transmitted from the server device 70 and the mobile terminal 71 through the communication device 54. Various communications transmitted from the server device 70 and the mobile terminal 71 include, for example, earthquake prediction notifications, notifications indicating requests from ambulances, fire engines, police stations, and the like.

The switch device 55 is manually operated by the occupant of the vehicle 10 in an emergency. An emergency is, for example, a sudden illness. When the switch device 55 is turned on, the switch device 55 transmits to that effect to the control ECU 46.
The open / close control unit 460 of the control ECU 46 of the present embodiment executes the process shown in FIG. As shown in FIG. 12, the open / close control unit 460 first determines whether or not emergency measures are required as the process of step S40. Specifically, the open / close control unit 460 determines that emergency measures are required based on the fact that any of the following conditions (a1) to (a4) is satisfied.

(A1) When an earthquake prediction signal transmitted from the server device 70 or the mobile terminal 71 is received.
(A2) When the switch device 55 is turned on.
(A3) When a request from an ambulance, fire engine, police station, etc. is received.

(A4) When some abnormality occurs in the vehicle 10. For example, when the vehicle 10 encounters an accident.
When the opening / closing control unit 460 determines that emergency measures are required, it makes an affirmative decision in the process of step S40, and sets the _{target opening amount X trg} to the emergency opening amount X _{em as the subsequent process of step S41.} To do. In the present embodiment, an emergency opening degree X _em corresponds to an emergency opening control amount. The emergency opening amount _Xem is a predetermined opening degree, and is set to, for example, the maximum opening amount X _max . Subsequently, the open / close control unit 460 _{transmits the target opening amount X trg} to the door ECU 42 as the process of step S42.

On the other hand, when the open / close control unit 460 determines that emergency measures are not necessary, the open / close control unit 460 makes an affirmative decision in the process of step S40, and executes basic arithmetic processing as the subsequent process of step S43. The basic arithmetic processing is the processing of steps S10 to S16 shown in FIG. Therefore, when the basic calculation process is executed, the open / close control unit 460 calculates the _{target opening amount X trg based on the above equation f14.} Subsequently, the open / close control unit 460 _{transmits the target opening amount X trg} to the door ECU 42 as the process of step S42.

According to the integrated ECU 46 of the present embodiment described above, the actions and effects shown in the following (7) and (8) can be obtained.
(7) The open / close control unit 460 determines whether or not emergency measures are required, and if it determines that emergency measures are necessary, sets the target opening amount X _trg to the emergency opening amount X _em . .. According to such a configuration, _{regardless of the magnitude of the energy margin amount E prd-rem} , the opening amount X of the door device 30 _{is controlled by the emergency opening amount X em} in an emergency, so that the emergency response can be performed more accurately. The opening degree of the door device 30 can be realized.

(8) The open / close control unit 460 sets the target opening amount X _trg to the emergency opening amount X _em based on the manual operation of the switch device 55. According to such a configuration, by the occupant of the vehicle 10 operates the switch device 55, it is possible to instantly change the opening degree X of the door device 30 in an emergency opening degree X _em.

(First modification)
Next, a first modification of the integrated ECU 46 of the fourth embodiment will be described.
The server apparatus 70 of the present modification, sends instructions to the vehicle 10 of the emergency including emergency information opening degree X _em. In this case, the open / close control unit 460 sets the target opening amount X _trg in an emergency _{based on the fact that the emergency treatment instruction transmitted from the server device 70 includes information for designating the emergency opening amount X em.} Set the opening amount X _em.

According to such a configuration, since the opening degree of the door device 30 of the vehicle 10 can be controlled by the server device 70, it is possible to take a more accurate response in an emergency.
(Second modification)
Next, a second modification of the integrated ECU 46 of the fourth embodiment will be described.

When the opening / closing control unit 460 of the present modification receives an instruction for emergency treatment via the communication device 54, it determines whether or not the instruction for emergency treatment corresponds to a predetermined instruction. For example, when only the instructions from the server device 70, the ambulance, the fire engine, and the police station are registered as predetermined instructions, the open / close control unit 460 temporarily gives an instruction for emergency treatment from the mobile terminal 71. Even if it is received, the target opening amount X _trg is not set to the emergency opening amount X _em.

According to such a configuration, the target opening amount X _trg is set to the emergency opening amount X _em only based on a predetermined and highly reliable emergency treatment instruction, so that the reliability is improved. Is possible.
<Other Embodiments>
In addition, each embodiment can also be implemented in the following embodiments.

-The open / close control unit 460 of the first embodiment can use the map shown in FIG. 13 instead of the map shown in FIG.
The opening / closing control unit 460 of the first embodiment may directly set the correction coefficient α _{1 from the energy margin amount E prd-rem.}

The opening / closing control unit 460 of the second embodiment can use the map shown in FIG. 14 instead of the map shown in FIG.
The opening / closing control unit 460 of each embodiment sets the opening degree control amount of the door device 30 as the opening amount X of the door device 30, the time during which the door device 30 is maintained in the open state, and the opening state of the door device 30. Any one using at least one of the numbers may be used.

The opening / closing control unit 460 of each embodiment may set the opening degree control amount of the window provided in the vehicle 10. As the window opening degree control amount, at least one of the allowable opening degree of the window and the number of windows that can be opened can be used. In this case, the window corresponds to an opening / closing portion that opens / closes a portion where the inside of the vehicle and the outside of the vehicle are communicated with each other.
-The configuration of the vehicle 10 of each embodiment may be an engine vehicle having an engine as a traveling drive device or a hybrid vehicle having both an engine and a motor generator as a traveling drive device. The running energy of the engine vehicle can be obtained, for example, by converting the fuel stored in the fuel tank into energy. Further, the traveling energy of the hybrid vehicle can be obtained by adding the value obtained by converting the fuel stored in the fuel tank into energy and the amount of electric power stored in the battery 20.

The integrated ECU 46 and its control method described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a dedicated computer of. The integrated ECU 46 and its control method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor including one or more dedicated hardware logic circuits. The integrated ECU 46 and its control method described in the present disclosure consist of a combination of a processor and memory programmed to perform one or more functions and a processor including one or more hardware logic circuits. It may be realized by one or more dedicated computers. The computer program may be stored on a computer-readable non-transitional tangible recording medium as an instruction executed by the computer. The dedicated hardware logic circuit and the hardware logic circuit may be realized by a digital circuit including a plurality of logic circuits or an analog circuit.

-The present disclosure is not limited to the above specific examples. Specific examples described above with appropriate design changes by those skilled in the art are also included in the scope of the present disclosure as long as they have the features of the present disclosure. Each element included in each of the above-mentioned specific examples, and their arrangement, conditions, shape, and the like are not limited to those illustrated, and can be changed as appropriate. The combinations of the elements included in each of the above-mentioned specific examples can be appropriately changed as long as there is no technical contradiction.

10: Vehicle 20: Battery (energy supply source)
22: Motor generator (travel drive device)
30: Door device (opening and closing part)
31: Air conditioner 46: Controlled ECU (control device)
460: Open / close control unit 461: Energy remaining amount calculation unit 462: Threshold setting unit

Claims (14)

A control device having an energy supply source (20) and controlling a vehicle (10) in which energy is supplied from the energy supply source to a traveling drive device (22) and an air conditioner (31).
An opening / closing control unit (460) that controls the opening / closing control amount of the opening / closing unit (30) that opens / closes a portion where the vehicle interior and the vehicle interior are communicated with each other.
The energy remaining amount calculation unit (461) for calculating the remaining amount of running energy of the vehicle,
A threshold value setting unit (462) for setting a threshold value for the remaining energy amount calculated by the energy remaining amount calculation unit is provided.
The opening / closing control unit calculates an energy margin amount that is the difference between the energy remaining amount calculated by the energy remaining amount calculation unit and the threshold value, and determines the opening / closing control amount of the opening / closing unit based on the energy margin amount. Vehicle control device to set. The opening / closing part is a door device (30) for getting on and off a person or luggage.
The opening / closing control unit sets the opening degree control amount of the door device as at least one of the opening amount of the door device, the time for which the door device is maintained in the open state, and the number of the door devices to be opened. The vehicle control device according to claim 1, wherein one is used. The opening / closing part is a window.
The vehicle control device according to claim 1, wherein the opening / closing control unit uses at least one of the allowable opening amount of the window and the number of windows that can be opened as the opening degree control amount of the window. The open / close control unit
The margin amount correction coefficient is calculated based on the energy margin amount, and the opening degree control amount is set based on the energy margin amount by multiplying the margin amount correction coefficient by the reference value of the opening degree control amount. To do
The vehicle control device according to any one of claims 1 to 3, wherein the margin correction coefficient is set to increase as the energy margin increases. The open / close control unit
When the energy margin amount is equal to or greater than the first predetermined margin amount, the margin amount correction coefficient is set to a predetermined margin amount upper limit value, and the margin amount is set to a predetermined margin amount upper limit value.
When a value smaller than the first predetermined margin amount is set as the second predetermined margin amount,
When the energy margin amount is equal to or less than the second predetermined margin amount, the margin amount correction coefficient is set to a predetermined margin amount lower limit value.
When the energy margin is larger than the second predetermined margin and smaller than the first predetermined margin, the margin correction coefficient is set to the margin so as to have a correlation with the energy margin. The vehicle control device according to claim 4, wherein the change is made in the range from the lower limit value to the upper limit value of the margin amount. The threshold setting unit estimates the traveling energy consumed while the vehicle travels from the current location to the destination, and sets the threshold value based on the estimated energy consumption. Any one of claims 1 to 5. The vehicle control device described in. The opening / closing control unit further sets the opening / closing control amount of the opening / closing unit based on the inside / outside temperature difference, which is the difference between the target air conditioner temperature of the air conditioner and the outside air temperature, according to any one of claims 1 to 6. The vehicle control device described. The open / close control unit
The temperature correction coefficient is calculated based on the inside / outside temperature difference, and the opening control amount is set based on the inside / outside temperature difference by multiplying the temperature correction coefficient by the reference value of the opening control amount. And
The vehicle control device according to claim 7, wherein the temperature correction coefficient is set to be smaller as the temperature difference between the inside and outside becomes larger. The open / close control unit
When the temperature difference between the inside and outside is equal to or higher than the first predetermined temperature, the temperature correction coefficient is set to a predetermined lower limit value and the temperature is set to a predetermined lower limit value.
When a value smaller than the first predetermined temperature is set as the second predetermined temperature,
When the temperature difference between the inside and outside is equal to or less than the second predetermined temperature, the temperature correction coefficient is set to a predetermined temperature upper limit value.
When the inside / outside temperature difference is larger than the second predetermined temperature and smaller than the first predetermined temperature, the temperature correction coefficient is set from the temperature upper limit value so as to have a correlation with the inside / outside temperature difference. The vehicle control device according to claim 8, wherein the temperature is changed within a range up to the lower limit of the temperature. The open / close control unit
The reference value of the opening control amount is corrected by further multiplying the reference value of the opening control amount by a correction coefficient different from the margin correction coefficient.
When the margin correction coefficient is larger than a predetermined correction coefficient threshold value, the weighting of the margin correction coefficient is made larger than the weighting of the other correction coefficient with respect to the reference value of the opening control amount. The vehicle control device according to 4 or 5. The open / close control unit
The reference value of the opening control amount is corrected by further multiplying the reference value of the opening control amount by a correction coefficient different from the temperature correction coefficient.
When the temperature correction coefficient is larger than a predetermined correction coefficient threshold value, the weighting of the temperature correction coefficient is made larger than the weighting of the other correction coefficient with respect to the reference value of the opening control amount. 9. The vehicle control device according to 9. The opening / closing control unit determines whether or not emergency treatment is necessary, and if it determines that emergency treatment is necessary, the opening / closing control amount of the opening / closing unit is set based on the energy margin amount. The vehicle control device according to any one of claims 1 to 11, which is set to an emergency opening control amount different from the opening degree control amount to be performed. The opening / closing control unit receives the emergency treatment instruction via the communication device of the vehicle, and the emergency treatment instruction received via the communication device determines the opening degree control amount of the opening / closing unit. Based on the designated instruction or the emergency treatment instruction received via the communication device corresponding to a predetermined instruction, the opening degree control amount of the opening / closing portion is set to the emergency opening degree control amount. The vehicle control device according to claim 12, which is set to. The vehicle control device according to claim 12, wherein the opening / closing control unit sets the opening / closing control amount of the opening / closing unit to the emergency opening control amount based on a manual operation on the operation unit provided on the vehicle. ..

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