JP2021070457A - Vehicle notification system - Google Patents

Abstract

To provide a vehicle notification system capable of relieving a sense of discomfort of a passenger in a vehicle.SOLUTION: A notification system 60 of a vehicle 10 comprises: an MGECU 31; a battery ECU 32; an ACCECU 33; an HMIECU 34; a communication device 40; a millimeter-wave radar device 41; an imaging device 42; and a vehicle state amount detection device 43. The MGECU 31, the battery ECU 32, the communication device 40, the millimeter-wave radar device 41 and the imaging device 42 detect state amounts of the vehicle 10. The ACCECU 33 plans a speed profile of the vehicle 10 on the basis of the state amounts of the vehicle 10 and determines whether or not the speed profile is going to be changed. When the speed profile of the vehicle 10 is determined to be changed, the HMIECU 34 performs notification accordingly.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a vehicle notification system.

Conventionally, there is a vehicle travel control device described in Patent Document 1 below. The travel control device described in Patent Document 1 includes a travel resistance calculation unit that calculates the travel resistance of the vehicle and a speed control unit that controls the speed of the vehicle. The speed control unit provides burn control that accelerates the vehicle at the target acceleration until the vehicle speed reaches the upper limit of the vehicle speed range, and coasting control that coasts the vehicle until the vehicle speed reaches the lower limit of the vehicle speed range. Execute alternately. Further, the travel control device changes the vehicle speed width, which is the width of the vehicle speed range, and the target acceleration based on the travel resistance of the vehicle calculated by the travel resistance calculation unit.

Japanese Unexamined Patent Publication No. 2016-142236

By the way, in the vehicle travel control device described in Patent Document 1, when the vehicle speed width and the target acceleration change based on the vehicle travel resistance, the motion state of the vehicle naturally changes. At this time, if the occupant of the vehicle can recognize that the kinetic state of the vehicle changes, the occupant of the vehicle may feel uncomfortable even if the kinetic state of the vehicle changes. The sex is low. In this respect, the running resistance of the vehicle changes according to, for example, the strength of the natural wind received by the vehicle. Events that change the running resistance of the vehicle, such as the strength of the natural wind, are difficult for the occupants of the vehicle to recognize. Therefore, if the kinetic state of the vehicle changes based on the running resistance of the vehicle, the occupant of the vehicle cannot recognize what caused the change in the kinetic state of the vehicle, which may cause the occupant of the vehicle to feel uncomfortable. There is.

The present disclosure has been made in view of such circumstances, and an object thereof is to provide a vehicle notification system capable of reducing the discomfort felt by a vehicle occupant.

The vehicle notification system that solves the above problems includes a state quantity detection unit (31, 32, 40, 41, 42, 43), a planning unit (33, 35), and a notification unit (34). The state quantity detection unit detects the state quantity of the vehicle. The planning unit plans the movement of the vehicle based on the state quantity of the vehicle, and determines whether or not the movement plan of the vehicle changes. When the motion plan of the vehicle planned by the planning unit changes, the notification unit notifies the fact.

According to this configuration, when the movement plan of the vehicle changes according to the amount of state such as the running resistance of the vehicle, the notification unit notifies that fact, and the occupants of the vehicle can use the notification to notify the movement plan of the vehicle. Can be recognized as changing. Therefore, it is possible to reduce the discomfort that the occupant feels when the exercise plan of the vehicle actually changes.

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 vehicle notification system of the present disclosure, it is possible to reduce the discomfort felt by the occupants of the vehicle.

FIG. 1 is a block diagram showing a schematic configuration of a vehicle according to the first embodiment. FIG. 2 is a flowchart showing a procedure of processing executed by the ACC ECU of the first embodiment. FIG. 3 is a graph showing an example of a method of calculating the deviation amount of the own vehicle with respect to the ideal traveling range by the ACC ECU of the first embodiment. FIG. 4 is a graph showing the relationship between the vehicle speed and the probability used by the ACC ECU of the first embodiment. FIG. 5 is a map showing the relationship between the temperature TC of the electrical component and the weighting coefficient k. FIG. 6 is a graph showing the relationship between the SOC value SB of the battery and the weighting coefficient k. FIG. 7 is a diagram schematically showing a display example of the notification device of the first embodiment. 8 (A) and 8 (B) are diagrams schematically showing a display example of the notification device of the first embodiment. 9 (A) and 9 (B) are diagrams schematically showing a display example of the notification device of the first embodiment. FIG. 10 is a flowchart showing a procedure of processing executed by the ACC ECU of the modified example of the first embodiment. FIG. 11 is a block diagram showing a schematic configuration of the vehicle of the second embodiment.

Hereinafter, an embodiment of the vehicle notification system 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>
As shown in FIG. 1, the vehicle 10 includes an inverter device 21, a battery 22, and a clutch 23 in addition to the motor generator 20. The vehicle 10 of the present embodiment is a so-called electric vehicle that travels based on the power of the motor generator 20. In this embodiment, the motor generator 20 corresponds to an electric motor.

The battery 22 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 22 into AC power, and supplies the converted AC power to the motor generator 20. The motor generator 20 is driven based on the AC power supplied from the inverter device 21 to rotate the first power transmission shaft 24. The first power transmission shaft 24 is connected to the second power transmission shaft 25 via a clutch 23. The clutch 23 has a connection state that enables power transmission between the first power transmission shaft 24 and the second power transmission shaft 25 by connecting the first power transmission shaft 24 and the second power transmission shaft 25, and the first power transmission shaft 24 and the second power transmission shaft. By breaking the connection with the 25, it is possible to transition to a disconnected state in which the transmission of power between them is cut off. When the clutch 23 is in the connected state, the power transmitted from the motor generator 20 to the first power transmission shaft 24 is transmitted to the wheels 28 of the vehicle 10 via the second power transmission shaft 25, the differential gear 26, and the drive shaft 27. Be transmitted. As a result, the wheels 28 rotate and the vehicle 10 travels.

The motor generator 20 regenerates power when the vehicle 10 is braked. That is, the braking force acting on the wheels 28 when braking the vehicle 10 is input to the motor generator 20 via the drive shaft 27, the differential gear 26, the second power transmission shaft 25, the clutch 23, and the first power transmission shaft 24. To. The motor generator 20 generates electricity based on the power input from the wheels 28. The electric power generated by the motor generator 20 is converted from AC electric power to DC electric power by the inverter device 21 and charged into the battery 22.

The vehicle 10 includes an EV (Electric Vehicle) ECU (Electronic Control Unit) 30, an MG (Motor Generator) ECU 31, a battery ECU 32, an ACC (Adaptive Cruise Control) ECU 33, and an HMI (Human Machine Interface) ECU 34. There is. Each of the ECUs 30 to 34 is mainly composed of a microcomputer having a storage device such as a ROM or a RAM or a CPU, and executes various controls by executing a program stored in the storage device in advance.

The MGECU 31 controls the operation of the motor generator 20 by controlling the drive of the inverter device 21 based on the command from the EVECU 30. For example, the EVECU 30 transmits a power command value, which is a command value of the output power of the motor generator 20, to the MGECU 31. Upon receiving the power command value transmitted from the EVECU 30, the MGECU 31 controls the drive of the inverter device 21 so that the power corresponding to the power command value is output from the motor generator 20. Further, the MGECU 31 drives the inverter device 21 so that the electric power generated by the regenerative power generation of the motor generator 20 is charged to the battery 22 when the vehicle 10 is braked such as during deceleration. Further, the MGECU 31 monitors the temperatures of the motor generator 20 and the inverter device 21, and transmits the temperature information to the EVECU 30.

The battery ECU 32 detects the SOC (State Of Charge) value of the battery 22, and manages the state of the battery 22 based on the detected SOC value. The SOC value defines the fully discharged state of the battery 22 as "0 [%]", the fully charged state of the battery 22 as "100 [%]", and the charged state of the battery 22 as "0". It is expressed in the range of [%] to 100 [%]. Further, the battery ECU 32 monitors the temperature of the battery 22, and transmits the temperature information to the EV ECU 30.

The EVECU 30 calculates a power command value required to realize driving according to the driver's driving request, for example, a power command value according to the amount of depression of the accelerator pedal, and transmits the calculated power command value to the MGECU 31. By doing so, the vehicle 10 can be driven according to the driving request of the driver. Further, the EVECU 30 realizes the running of the vehicle 10 in response to the request of the ACCESSU 33 by transmitting the power command value in response to the request from the ACCCU33 to the MGECU 31. The EVEC 30 can acquire information on the temperatures of the motor generator 20 and the inverter device 21 from the MG ECU 31, and can also acquire information on the SOC value and temperature of the battery 22 from the battery ECU 32.

The vehicle 10 includes a communication device 40, a millimeter-wave radar device 41, an image pickup device 42, and a vehicle state quantity detection device 43.
The communication device 40 is a device for enabling two-way communication with a peripheral vehicle traveling around the vehicle 10 and a traffic management device provided on the road. The communication device 40 acquires various information of the peripheral vehicle by communicating with the peripheral vehicle, and acquires various traffic information by communicating with the traffic management device. Traffic information includes information such as the location of traffic lights and traffic congestion. The communication device 40 transmits the acquired various information to the ACC ECU 33.

The millimeter wave radar device 41 emits a radio wave around the vehicle 10 and detects an object existing around the vehicle 10 based on the reflected wave of the radio wave. Objects detected by the millimeter-wave radar device 41 include other vehicles traveling around the vehicle 10 as well as people and obstacles existing around the vehicle. The millimeter wave radar device 41 transmits the information of the detected object to the ACC ECU 33.

The image pickup device 42 generates image data of the periphery of the vehicle 10 by imaging the periphery of the vehicle 10 at a predetermined cycle. The image pickup apparatus 42 transmits the generated image data to the ACC ECU 33.
The vehicle state quantity detecting device 43 detects various state quantities of the vehicle 10. For example, the vehicle state quantity detecting device 43 detects the speed, weight, and running resistance of the vehicle 10 as the state quantity of the vehicle 10. The vehicle state quantity detection device 43 detects the total weight of the occupants of the vehicle 10 by the weigh scale provided in each seat of the vehicle 10, and the detected total weight of the occupants is used to determine the total weight of the detected occupants of the vehicle 10 without the occupants. The weight of the vehicle 10 is detected by adding it to the basic weight. As the basic weight of the vehicle 10, a weight measured in advance is used. Further, the vehicle state amount detecting device 43 detects the amount of time change in the speed of the vehicle 10, and is based on a calculation formula from the detected amount of time change in the speed of the vehicle 10 and the weight of the vehicle 10. The running resistance of the vehicle 10 is calculated.

The ACC ECU 33 acquires various information and traffic information of surrounding vehicles through the communication device 40. Further, the ACC ECU 33 determines the relative position, relative speed, etc. of the object with respect to the vehicle 10 based on the detection information of the object transmitted from the millimeter wave radar device 41 and the image data around the vehicle 10 transmitted from the imaging device 42. Get information. The ACC ECU 33 acquires information on the preceding vehicle traveling ahead of the vehicle 10 and the vehicle traveling on the side or rear of the vehicle 10 by the communication device 40, the millimeter wave radar device 41, and the imaging device 42. In the following, vehicles traveling on the side or rear of the vehicle 10, including the preceding vehicle, are collectively referred to as "peripheral vehicles".

Further, the ACC ECU 33 acquires various state quantities of the vehicle 10 such as the speed, weight, and running resistance of the vehicle 10 by the vehicle state quantity detecting device 43. The ACC ECU 33 executes the driving support control of the vehicle 10 based on the information that can be acquired. The driving support control of the vehicle 10 includes automatic driving control in which the vehicle 10 is automatically driven without being operated by the driver, and an increase in the electricity cost of the vehicle 10 when the driver manually operates the vehicle 10. It includes a driving method notification control that notifies the driver of possible driving methods.

Specifically, the ACC ECU 33 controls the traveling of the vehicle 10 so as to follow the preceding vehicle as automatic traveling control, for example, based on the operation of a predetermined operation unit provided on the vehicle 10 by an occupant. (Adaptive Cruise Control) Performs control. When executing the ACC control, the ACC ECU 33 detects the preceding vehicle by the communication device 40, the millimeter wave radar device 41, and the image pickup device 42. The ACC ECU 33 calculates the acceleration required to make the vehicle 10 follow the preceding vehicle, and transmits the calculated acceleration as an acceleration command value to the EV ECU 30. The acceleration command value is set to a positive value when accelerating the vehicle 10, and is set to a negative value when decelerating the vehicle 10. Further, the larger the acceleration and deceleration, the larger the absolute value of the acceleration command value is set. The EVACU 30 determines whether to accelerate or decelerate the vehicle 10 based on whether the acceleration command value transmitted from the ACC ECU 33 is a positive value or a negative value. When accelerating the vehicle 10, the EVACU 30 calculates a target power value corresponding to the acceleration command value, and the inverter device 21 calculates the power corresponding to the calculated target power value so that the motor generator 20 outputs the power. Control the drive. On the other hand, when the vehicle 10 is decelerated, the EVACU 30 controls the drive of the inverter device 21 so that the motor generator 20 performs regenerative power generation.

Further, the ACC ECU 33 plans the speed profile of the vehicle 10 based on the weight and running resistance of the vehicle 10 and the information of the peripheral vehicles as the driving method notification control. The speed profile shows the future speed transition of the vehicle 10 which can increase the electricity cost of the vehicle 10. The ACC ECU 33 transmits the driving method of the vehicle 10 according to the planned speed profile to the HMI ECU 34 as notification information. The HMIECU 34 notifies the operation information of the vehicle 10 from the notification device 50 by controlling the notification device 50 mounted on the vehicle 10 based on the notification information transmitted from the ACC ECU 33. As the notification device 50 of the present embodiment, a display device capable of displaying various information is used. In the present embodiment, the notification system 60 is composed of the ACC ECU 33, the ECUs 30 to 34, the communication device 40, the millimeter wave radar device 41, the image pickup device 42, the vehicle state quantity detection device 43, and the notification device 50.

Next, with reference to FIG. 2, a specific processing procedure of the operation method notification control executed by the ACC ECU 33 will be described.
As shown in FIG. 2, first, as the process of step S10, the ACC ECU 33 determines the current state quantity of the surrounding vehicle based on the information that can be detected by the communication device 40, the millimeter wave radar device 41, and the image pickup device 42. get. The current state quantity of the peripheral vehicle includes the relative distance, the relative speed, the relative acceleration, and the like of the peripheral vehicle. In the present embodiment, the state quantity of the peripheral vehicle corresponds to the state quantity of the surrounding environment of the own vehicle 10.

The ACC ECU 33 predicts the future state quantity of the peripheral vehicle as the process of step S11 following step S10. The predicted state quantity of the peripheral vehicle includes time-series data of the future relative position, relative distance, relative velocity, relative acceleration of the peripheral vehicle and the like. Specifically, the ACC ECU 33 predicts the future state quantity from the present to the lapse of a predetermined time from the present value and the past value of the state quantity of the surrounding vehicle by using a calculation formula, a model, or the like. As a result, the ACC ECU 33 can predict the behavior of surrounding vehicles from the present to the lapse of a predetermined time.

The prediction process in step S11 is not limited to the current value and the past value of the state quantity of the peripheral vehicle, and may be executed based on the information regarding the state quantity of other peripheral vehicles. In this prediction, the behavior of surrounding vehicles may be expressed by a predetermined probability model based on the past vehicle driving data and predicted as a time-series waveform, or the vehicle that has traveled the current traveling point in the past may be predicted. The driving data of the vehicle may be statistically processed to calculate the deceleration or interruption probability of the vehicle at a certain point. The estimated time is set to a time sufficient to reach the total vehicle speed that can be considered as the traveling vehicle speed by the acceleration in normal driving. For example, the range of acceleration may be set in the range of "-1 [G]" to "1 [G]", and the total vehicle speed may be set from "0 [km / h]" to the court-limited vehicle speed.

The ACC ECU 33 acquires the state quantity of the own vehicle 10 as the process of step S12 following step S11.
Specifically, the ACC ECU 33 acquires information such as the temperature TM of the motor generator 20, the temperature TI of the inverter device 21, and the temperature TB of the battery 22 from the MG ECU 31 and the battery ECU 32. In this embodiment, the temperature TM of the motor generator 20 corresponds to the temperature of the electric motor. Further, the temperature TI of the inverter device 21 and the temperature TB of the battery 22 correspond to the temperature of the peripheral device of the electric motor. Hereinafter, any of the temperature TM of the motor generator 20, the temperature TI of the inverter device 21, and the temperature TB of the battery 22 will be referred to as “temperature TC of electrical components”. The ACC ECU 33 may use the representative temperatures of the respective temperatures TM, TI, and TB as the temperature TC of the electrical component.

Further, the ACC ECU 33 acquires the information of the SOC value SB of the battery 22 from the battery ECU 32. Further, the ACC ECU 33 acquires information such as the speed and weight M of the vehicle 10 and the traveling resistance RL from the vehicle state quantity detecting device 43. In the present embodiment, the MGECU 31, the battery ECU 32, the communication device 40, the millimeter wave radar device 41, the image pickup device 42, and the vehicle state amount detection device 43 correspond to the state amount detection unit.

As the process of step S13 following step S12, the ACC ECU 33 plans a future speed profile of the vehicle 10 capable of increasing the electricity cost of the vehicle 10 based on the state quantity of the vehicle 10 acquired in the process of step S12. Specifically, the speed profile is planned by the following method.

When there are N peripheral vehicles, when the value i is defined as an integer in the range of "1 ≤ i ≤ N", the vehicle 10 has a predetermined state quantity b (t,) with respect to the traveling of the i-th peripheral vehicle. Suppose that the vehicle runs on M, RL). The state quantity b (t, M, RL) is a function of the speed with, for example, the time t, the weight M of the vehicle 10, and the traveling resistance RL of the vehicle 10 as variables. Then, when the vehicle 10 travels with the state quantity b (t, M, RL), the braking energy generated in the vehicle 10 _{can be expressed by "Ebrk i} (b (t, M, RL))". “E _{brk i} (b (t, M, RL))” is a predicted value of braking energy generated when the vehicle 10 is decelerated in the period from the present to the lapse of a predetermined time.

Further, as shown in FIG. 3, the tracking performance of the vehicle 10 with respect to the i-th peripheral vehicle is currently as follows, where the ideal traveling range S is the range of the ideal inter-vehicle distance for causing the vehicle 10 to follow the preceding vehicle, for example. It can be evaluated by _{the deviation amount y i} of the predicted position of the vehicle 10 with respect to the ideal traveling range S in the period from to after the elapse of a predetermined time. The ideal traveling range S is set based on the predicted traveling position of the i-th peripheral vehicle, and can be obtained from the predicted traveling position of the peripheral vehicle by using a calculation formula or the like. Then, the tracking performance evaluation value C _i (b (t, M, RL)) of the vehicle 10 can be obtained by the following equation f1 using _{the deviation amount y i} of the predicted position of the vehicle 10 with respect to the ideal traveling range S. It is possible. In addition, "T" of the formula f1 is a predicted time.

以上により、Ｎ個の周辺車両に対する自車両の制動エネルギの期待値Ｅ_ｂｒｋ（ｂ（ｔ，Ｍ，ＲＬ））、及び追従性能評価値の期待値Ｃ（ｂ（ｔ，Ｍ，ＲＬ））は、以下の式ｆ２，ｆ３のように定義することができる。

_{Based on the above, the expected value Ebrk} (b (t, M, RL)) of the braking energy of the own vehicle for N peripheral vehicles and the expected value C (b (t, M, RL)) of the tracking performance evaluation value are , Can be defined as the following equations f2 and f3.

なお、式ｆ２，ｆ３の「ｐ_ｉ」は、ｉ番目の周辺車両の挙動の発生確率である。詳しくは、ｉ番目の周辺車両の挙動の予測結果には所定の不確かさが含まれていることを考慮して、本実施形態では、車両１０が状態量ｂ（ｔ，Ｍ，ＲＬ）で走行する際にｉ番目の周辺車両の状態量が出現する確からしさを示すパラメータとして確率ｐ_ｉが用いられている。例えば、所定の時刻におけるｉ番目の周辺車両の車速は、図４に示されるような確率として表すことができる。

It should be noted, "p _i" in the formula f2, f3 is the probability of occurrence of the behavior of the i-th in the vicinity of the vehicle. Specifically, in consideration of the fact that the prediction result of the behavior of the i-th peripheral vehicle includes a predetermined uncertainty, in the present embodiment, the vehicle 10 travels with the state quantity b (t, M, RL). _{The probability pi} is used as a parameter indicating the certainty that the state quantity of the i-th peripheral vehicle appears at the time of the operation. For example, the vehicle speed of the i-th peripheral vehicle at a predetermined time can be expressed as a probability as shown in FIG.

_{By using the expected value Ebrk} (b (t, M, RL)) of the braking energy of the own vehicle and the expected value C (b (t, M, RL)) of the tracking performance evaluation value, the following equation is used. The evaluation function FE1 as represented by f4 can be created.

なお、式ｆ４の「ｋ」は、制動エネルギ及び追従性能評価値のそれぞれの重み付け係数である。係数ｋは、「０≦ｋ≦１」の範囲で設定される。係数ｋは、電気系コンポーネントの温度ＴＣやバッテリ２２のＳＯＣ値ＳＢに基づいてマップや演算式等を用いて決定される。例えば、図５に示されるように、電気系コンポーネントの温度ＴＣが高くなるほど、係数ｋは、より大きい値に設定される。また、図６に示されるように、バッテリ２２のＳＯＣ値ＳＢが取り得る値の範囲において、上側閾値ＳＢｔｈ１以上の領域を上側領域とし、下側閾値ＳＢｔｈ２以下の領域を下側領域とするとき、ＳＯＣ値ＳＢが「ＳＢｔｈ２＜ＳＢ＜ＳＢｔｈ１」の中間領域の値である場合よりも、ＳＯＣ値ＳＢが上限領域又は下限領域の値である場合の方が、係数ｋは、より大きい値に設定される。本実施形態では、上側閾値ＳＢｔｈ１及び下側閾値ＳＢｔｈ２が、バッテリ２２のＳＯＣ値ＳＢに対して設定される所定値に相当する。

In addition, "k" of the formula f4 is each weighting coefficient of the braking energy and the follow-up performance evaluation value. The coefficient k is set in the range of “0 ≦ k ≦ 1”. The coefficient k is determined by using a map, an arithmetic expression, or the like based on the temperature TC of the electrical component and the SOC value SB of the battery 22. For example, as shown in FIG. 5, the higher the temperature TC of the electrical component, the larger the coefficient k is set. Further, as shown in FIG. 6, in the range of values that the SOC value SB of the battery 22 can take, when the region having the upper threshold SBth1 or more is the upper region and the region having the lower threshold SBth2 or less is the lower region, The coefficient k is set to a larger value when the SOC value SB is the value in the upper limit region or the lower limit region than when the SOC value SB is the value in the intermediate region of "SBth2 <SB <SBth1". To. In the present embodiment, the upper threshold value SBth1 and the lower threshold value SBth2 correspond to predetermined values set for the SOC value SB of the battery 22.

If the state quantity b (t, M, RL) of the vehicle 10 is determined so that the value of the evaluation function FE1 represented by the equation f4 is minimized, the braking energy of the vehicle 10 is suppressed while ensuring the following performance. The state quantity b (t, M, RL) can be obtained. In other words, it is possible to obtain the state quantity b (t, M, RL) of the vehicle 10 capable of improving the electricity cost while ensuring the following performance.

Based on the above method, the ACC ECU 33 executes the process of step S13 shown in FIG. Specifically, the ACC ECU 33 uses, for example, an arithmetic expression obtained in advance by an experiment or the like as the arithmetic expression of the _{braking energy Ebrk i (b (t, M, RL)).}
Further, the ACC ECU 33 calculates the predicted traveling locus of the i-th peripheral vehicle from the traveling model or the like based on the predicted state quantity of the i-th peripheral vehicle in the prediction information acquired in the process of step S12. Furthermore, ACCECU33 the operation by obtaining the ideal running range S based on the expected travel locus of the computed i th around the vehicle, the following performance evaluation value _C i of the vehicle 10 (b (t, M, RL)) Determine the formula.

Further, ACCECU33 includes a traveling model stored in advance in the storage device, based on the state quantity of the i-th nearby vehicle, it computes the i-th probability p _i of the state of surrounding vehicles. In this way, the ACC ECU 33 calculates the braking energy E _{brk i} (b (t, M, RL)) and the tracking performance evaluation value C _i (b (t, M, RL)) in the above formula f4. wherein and after determining the probability _{p i,} state quantity b of the vehicle 10 so that the value of the evaluation function FE1 is minimized (t, M, RL) determined. In minimizing the evaluation function FE1, the behavior of the vehicle 10 is considered in a plurality of ways, the value of the evaluation function at each time is calculated, and the state quantity of the vehicle 10 in which the value of the evaluation function FE1 is minimized. b (t, M, RL) may be selected or determined using an optimization method. Since the state quantity b (t, M, RL) is a function of the speed of the vehicle 10, the ACC ECU 33 makes the value of the evaluation function FE1 the minimum, that is, the electricity cost of the vehicle 10 becomes the minimum by the above calculation. The future speed profile V (t) of such a vehicle 10 can be obtained. The speed profile V (t) indicates the speed of the vehicle 10 according to the elapsed time t from the present. In this embodiment, the ACC ECU 33 corresponds to a planning unit that plans the movement of the vehicle 10. Further, the speed profile V (t) of the vehicle 10 corresponds to the motion plan and the speed plan.

By calculating the speed profile V (t) as described above, the speed profile V (t) has the braking energy E _{brk i} (b (t, M, RL)) and the deviation amount y _i (b (t, t, RL)). It will be set based on M, RL))) and the weighting coefficient k.
Here, as shown in FIG. 6, the weighting coefficient k is more when the SOC value SB of the battery 22 is the value in the upper limit region or the lower limit region than when the SOC value SB is the value in the intermediate region. , Is set to a larger value. Therefore, when the SOC value SB of the battery 22 is a value in the upper limit region or the lower limit region, _{the influence of the braking energy Ebrk i} (b (t, M, RL)) on the speed profile V (t) becomes large. , The vehicle 10 is likely to decelerate. The deceleration of the vehicle 10 is performed by coasting the vehicle 10 or by performing braking or regenerative power generation of the vehicle 10. Therefore, when the SOC value SB of the battery 22 is equal to or higher than the upper threshold value SBth1, or when the SOC value SB of the battery 22 is equal to or lower than the lower threshold value SBth2, the vehicle 10 is likely to coast. Specifically, the start time of the inertial running of the vehicle 10 is advanced, and the execution frequency of the inertial running of the vehicle 10 is increased.

Further, as shown in FIG. 5, the weighting coefficient k is set to a larger value as the temperature TC of the electrical component increases. Therefore, the higher the temperature TC of the electrical component, the _{greater the influence of the braking energy Ebrk i} (b (t, M, RL)) on the speed profile V (t), so that the vehicle 10 is likely to decelerate. That is, the higher the temperature TC of the electrical component, the easier it is for the vehicle 10 to coast, so that the start time of the coasting of the vehicle 10 is earlier, and the execution frequency of the coasting of the vehicle 10 increases.

Further, the braking energy E _{brk i} (b (t, M, RL)) and the deviation amount y _i (b (t, M, RL)) are functions of the weight M of the vehicle 10 and the running resistance RL. Here, in each function, as the weight M increases, _{the value of the braking energy E brk i} (b (t, M, RL)) is _{larger than the value of the deviation amount y i} (b (t, M, RL)). Is a function that increases. Further, in each function, as the traveling resistance RL becomes larger, _{the value of the braking energy E brk i} (b (t, M, RL)) is _{larger than the value of the deviation amount y i} (b (t, M, RL)). Is a function that increases. Therefore, as the weight M of the vehicle 10 increases and the running resistance RL of the vehicle 10 increases, the vehicle 10 becomes easier to coast, so that the start time of the coasting of the vehicle 10 becomes earlier, or the coasting of the vehicle 10 occurs. The execution frequency will increase.

Instead of the process of determining whether or not the weight M of the vehicle 10 is increased, a process of determining whether or not the vehicle 10 is towing another vehicle or the like may be performed.
As shown in FIG. 2, the ACC ECU 33 plans a reference speed profile as a process of step S14 following step S13. Specifically, the ACC ECU 33 plans a reference speed profile based on a reference value of the state quantity of the vehicle. For example, the ACC ECU 33 uses a state amount that can be acquired from the past travel history of the vehicle 10 as a reference value of the vehicle state amount, a state amount that can be acquired from the past travel history of another vehicle other than the vehicle 10, and the like. Use. In addition, the ACC ECU 33 may use a predetermined variable representing a predetermined vehicle characteristic as a reference value of the state quantity of the vehicle. The ACC ECU 33 calculates the average value Mave of the weight of the vehicle, the average value RLave of the running resistance, the average temperature TCave of the electrical system components, and the average SOC value SBave of the battery 22 based on the reference value of the state quantity of the vehicle. The ACC ECU 33 uses the average values Mave, RLave, TCave, and SBave of the vehicle 10 instead of the weight M of the vehicle 10, the running resistance RL, the temperature TC of the electrical component, and the SOC value SB of the battery 22, and is the same as in step S13. By executing the process, the reference velocity profile Vn (t) is acquired. In this embodiment, the reference velocity profile Vn (t) corresponds to the reference motion plan and the reference velocity plan.

The ACC ECU 33 determines whether or not there is a difference between the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t) as the process of step S15 following step S14. For example, the ACC ECU 33 has the speed profile values V (t1), V (t2), ... Of the vehicle 10 at each time t1, t2, ..., And the reference speed profiles Vn (t1), Vn (t2), ... ... and their deviations | V (t1) -Vn (t1) |, | V (t2) -Vn (t2) |, ... When the maximum deviation | V (t1) -Vn (t1) |, | V (t2) -Vn (t2) |, ... Is defined as "ΔVmax", the ACCCU33 has a predetermined maximum deviation ΔVmax. If it is less than the value, it is determined that there is no difference between the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t), and a negative determination is made in the process of step S15. In this case, the ACC ECU 33 notifies the driver of an appropriate driving method according to the speed profile V (t) of the vehicle 10 as the process of step S16.

For example, the ACC ECU 33 acquires the acceleration profile A (t) of the vehicle 10 by differentiating the speed profile V (t) of the vehicle 10 in the process of step S16. When the current time is set to "tk", the ATC ECU 33 determines that it is necessary to accelerate the vehicle 10 when the value of the acceleration profile A (tk) is a positive value, and the accelerator pedal is operated. Requests the HMI ECU 34 to indicate that it is necessary. Further, when the threshold value of the negative value is "-Ath", when the value of the acceleration profile A (tk) satisfies "-Ath <A (tk) ≤ 0", that is, the vehicle 10 is slowly decelerated. If this is the case, the ATC ECU 33 determines that the vehicle 10 should be coasted, and requests the HMIECU 34 to indicate that the operation of both the accelerator pedal and the brake pedal is unnecessary. Further, when the value of the acceleration profile A (tk) satisfies "A (tk) ≤ -Ath", that is, when it is necessary to decelerate the vehicle 10 steeply, the ATC HALL 33 needs to operate the brake pedal. Requests the HMI ECU 34 to indicate that. The HMI ECU 34 uses the notification device 50 to display according to the request of the ACC ECU 33.

Specifically, the notification device 50 displays three icons 51, 52, and 53 as shown in FIG. 7.
The icon 51 is displayed at the left end of the notification device 50, and notifies the driver whether or not the brake pedal of the vehicle 10 should be depressed. The icon 51 shown in FIG. 7 is in the off state. In this case, the icon 51 notifies that it is not necessary to depress the brake pedal. When it is necessary to depress the brake pedal, the icon 51 is lit. Therefore, the driver can recognize whether or not it is necessary to step on the brake based on the lighting state of the icon 51.

The icon 53 is displayed at the right end of the notification device 50, and notifies the driver whether or not the accelerator pedal of the vehicle 10 should be depressed. The icon 53 shown in FIG. 7 is in the off state. When the icon 53 is off, the characters "Accl. OFF" are displayed in the center of the icon 53. In this case, the icon 53 notifies that it is not necessary to depress the accelerator pedal. When it is necessary to depress the accelerator pedal, the icon 51 is lit and the characters "Accl. ON" are displayed in the center of the icon 51. Therefore, the driver can recognize whether or not it is necessary to depress the accelerator pedal based on the lighting state of the icon 53.

When the HMI ECU 34 is requested by the ACC ECU 33 to display that only the accelerator pedal operation is required in the process of step S16 shown in FIG. 2, the icon 51 is turned on and the icon 53 is turned off. To do. Further, when the HMI ECU 34 is requested by the ACC ECU 33 to display that only the operation of the brake pedal is required, the icon 51 is turned off and the icon 53 is turned on. Further, the HMI ECU 34 turns off both the icon 51 and the icon 53 when requested by the ACC ECU 33 to indicate that the operation of the accelerator pedal and the brake pedal is unnecessary.

When the driver operates the accelerator pedal and the brake pedal of the vehicle 10 based on the display contents of the icon 51 and the icon 53, the traveling state of the vehicle 10 becomes the traveling state according to the speed profile V (t). As a result, the electricity cost of the vehicle 10 is improved.
On the other hand, since the speed profile V (t) is created according to parameters such as the weight M of the vehicle 10, the running resistance RL, the temperature TC of the electrical component, and the SOC value SB of the battery 22, those parameters change. If so, the velocity profile V (t) also changes. However, since the changes in these parameters are difficult to see visually, it is difficult for the occupants of the vehicle 10 to notice the changes in those parameters. Therefore, when the speed profile V (t) changes due to the change of those parameters, the occupant of the vehicle cannot recognize what caused the change of the speed profile V (t). The occupants may feel uncomfortable.

Therefore, in the notification system 60 of the present embodiment, when the speed profile V (t) changes according to parameters such as the weight M of the vehicle 10, the running resistance RL, the temperature TC of the electrical system component, and the SOC value SB of the battery 22. By notifying the fact by the icon 52 shown in FIG. 7, the discomfort of the occupant of the vehicle 10 is reduced.

Specifically, as shown in FIG. 2, in the process of step S15, when the maximum deviation ΔVmax is equal to or greater than a predetermined value, the ACCECU 33 has a speed profile V (t) of the vehicle 10 and a reference speed profile Vn ( It is determined that there is a difference from t), and an affirmative determination is made in the process of step S15. The ACC ECU 33 determines that the speed profile V (t) changes when a positive determination is made in the process of step S15. In the present embodiment, the case where the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t) are different corresponds to the case where the motion plan of the vehicle 10 changes.

Here, for example, when the weight M of the vehicle 10, the running resistance RL, the temperature TC of the electrical component, and the SOC value SB of the battery 22 change more than usual, the speed profile V (t) and the reference speed profile Vn of the vehicle 10 change. The deviation from (t) becomes large, and as a result, the maximum deviation ΔVmax may become a predetermined value or more. For example, as the temperature TC of the electrical component increases, the weighting coefficient k of the above equation f4 increases, so that the expected value _Ebrk (b (t, M, RL)) of the braking energy of the own vehicle in the evaluation function FE1 contributes. The degree increases. In this case, as the speed profile V (t) of the vehicle, a profile that facilitates deceleration of the vehicle 10 is planned. As a result, a situation is likely to occur in which the deviation between the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t) becomes large, so that the maximum deviation ΔVmax may become a predetermined value or more. The same applies to the weight M of the vehicle 10, the traveling resistance RL, and the SOC value SB of the battery 22.

When an affirmative decision is made in the process of step S15, the ACC ECU 33 notifies the main factor that causes a difference between the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t) as the subsequent process of step S17. ..
For example, when the variable is "x", the reference value is "xb", and their deviations are "x-xb", the ratio R of the deviation "x-xb" to the reference value xb is given by the following equation f5. Can be represented.

ＡＣＣＥＣＵ３３は、式ｆ５において、例えば変数ｘとして車両１０の重量Ｍを用いて、また基準値ｘｂとして車両の重量の平均値Ｍａｖｅを用いることにより、基準値に対する車両１０の現在の重量の比率Ｒ（Ｍ）を演算する。ＡＣＣＥＣＵ３３は、走行抵抗ＲＬ、電気系コンポーネントの温度ＴＣ、及びバッテリ２２のＳＯＣ値ＳＢについても、同様に比率Ｒ（ＲＬ），Ｒ（ＴＣ），Ｒ（ＳＢ）を演算する。ＡＣＣＥＣＵ３３は、各比率Ｒ（Ｍ），Ｒ（ＲＬ），Ｒ（ＴＣ），Ｒ（ＳＢ）のうち、最も値の大きいものを、車両１０の速度プロファイルＶ（ｔ）と基準速度プロファイルＶｎ（ｔ）とに差異を生じさせる主要因と特定する。ＡＣＣＥＣＵ３３は、特定された速度プロファイルの差異の主要因をＨＭＩＥＣＵ３４に送信する。

In the equation f5, the ACC ECU 33 uses, for example, the weight M of the vehicle 10 as the variable x and the average value Mave of the weight of the vehicle as the reference value xb, so that the ratio R of the current weight of the vehicle 10 to the reference value R ( M) is calculated. The ACC ECU 33 similarly calculates the ratios R (RL), R (TC), and R (SB) for the traveling resistance RL, the temperature TC of the electrical component, and the SOC value SB of the battery 22. In the ACC ECU 33, among the ratios R (M), R (RL), R (TC), and R (SB), the one having the largest value is the speed profile V (t) and the reference speed profile Vn (t) of the vehicle 10. ) And identify it as the main factor that causes the difference. The ACC ECU 33 transmits to the HMIE C34 the main cause of the difference in the specified speed profile.

The HMI ECU 34 displays on the notification device 50 the main cause of the difference in the speed profile transmitted from the ACC ECU 33. Specifically, as shown in FIG. 7, the notification device 50 can display the icon 52 between the icon 51 and the icon 53. For example, when the main factor of the difference in the speed profile is the temperature TC of the electrical system component, the HMI ECU 34 displays an icon as shown in FIG. 7 as the icon 52. When the main factor of the difference in the speed profile is the traveling resistance RL, the HMIECU 34 displays an icon as shown in FIG. 8A as the icon 52. When the main factor in the speed profile is the weight M of the vehicle 10, the HMIECU 34 displays an icon as shown in FIG. 8B as the icon 52. The HMIECU 34 is shown in FIG. 9A as an icon 52 when the main factor of the difference in the speed profile is the SOC value SB of the battery 22 and the SOC value SB is close to “100%”. Display an icon like. The HMIECU 34 is shown in FIG. 9B as an icon 52 when the main factor of the difference in the speed profile is the SOC value SB of the battery 22 and the SOC value SB is close to “0%”. Display an icon like. In the present embodiment, the HMIECU 34 corresponds to a notification unit that notifies the movement plan when a change occurs.

For example, when the icon 52 as shown in FIG. 7 is displayed on the notification device 50, the driver and the occupant of the vehicle 10 are affected by the fact that the speed profile V (t) of the vehicle 10 changes due to the electrical component. It can be recognized as a change in temperature TC. Similarly, by displaying the icon 52 as shown in FIGS. 8 (A) and 8 (B) and 9 (A) and 9 (B), the driver and occupant of the vehicle 10 can change the speed profile of the vehicle 10. It is possible to recognize the factors that change V (t).

As shown in FIG. 2, the ACC ECU 33 notifies the occupant of an appropriate driving method according to the speed profile V (t) of the vehicle 10 as the process of step S16 following step S17.
According to the notification system 60 of the vehicle 10 of the present embodiment described above, the actions and effects shown in the following (1) to (10) can be obtained.

(1) When the speed profile V (t) of the vehicle 10 changes based on the state quantity such as the traveling resistance RL of the vehicle 10, the notification device 50 notifies the fact by the HMIECU 34, so that the driver is included. , The occupant of the vehicle 10 can recognize that the speed profile V (t) of the vehicle 10 changes through the notification of the icon 52 in the notification device 50. Therefore, it is possible to reduce the discomfort felt by the occupant when the speed profile V (t) of the vehicle 10 actually changes.

(2) The ACC ECU 33 uses the state amount of the own vehicle 10 and the state amount of the peripheral vehicles as the state amount of the vehicle 10 for planning the speed profile V (t). Then, the ACC ECU 33 determines that the speed profile V (t) of the vehicle 10 changes based on the difference between the speed profile V (t) of the vehicle 10 and the reference speed profile Vn (t). According to this configuration, it is possible to easily determine whether or not the speed profile V (t) of the vehicle 10 changes.

(3) The ACC ECU 33 uses a motion plan planned based on the past travel history of the vehicle 10 as the reference speed profile Vn (t). According to this configuration, the reference velocity profile Vn (t) can be easily set.
(4) The HMI ECU 34 notifies the speed profile V (t) planned by the ACC ECU 33 by the notification device 50. According to this configuration, the driver operates the vehicle 10 based on the notification of the speed profile V (t) from the notification device 50, so that the movement of the vehicle according to the speed profile V (t) can be realized. It will be possible.

(5) The ACC ECU 33 plans the speed profile V (t) of the vehicle 10 which can increase the electricity cost of the vehicle 10 as the exercise plan of the vehicle 10. According to this configuration, the electric cost of the vehicle 10 can be increased by traveling the vehicle 10 according to the speed profile V (t).

(6) As the speed profile V (t), the ACC ECU 33 plans the speed of the vehicle 10 so as to accelerate the start time of the inertial running of the vehicle 10 when the SOC value SB of the battery 22 is equal to or higher than the upper threshold value SBth1. Since the start time of the coasting of the vehicle 10 is earlier, it becomes difficult for the vehicle 10 to perform regenerative power generation. When the SOC value of the battery 22 is equal to or higher than the upper threshold value SBth1, the need to charge the battery 22 is low, so that there is almost no effect due to the difficulty in performing regenerative power generation. Rather, it is possible to improve the electricity cost by accelerating the start time of the inertial running of the vehicle 10.

(7) As the speed profile V (t), the ACC ECU 33 plans the speed of the vehicle 10 so as to increase the execution frequency of the coasting of the vehicle 10 when the SOC value SB of the battery 22 is equal to or less than the lower threshold value SBth2. To do. According to this configuration, the power consumption of the vehicle 10 can be reduced by increasing the execution frequency of the coasting of the vehicle 10, so that the depletion of the power of the battery 22 can be suppressed.

(8) As the speed profile V (t), the ACC ECU 33 plans the speed of the vehicle 10 so as to increase the execution frequency of the coasting of the vehicle 10 as the temperature TC of the electrical component increases. According to this configuration, as the frequency of coasting of the vehicle 10 increases, the driving time of the motor generator 20, the inverter device 21, and the battery 22 becomes shorter, so that the temperature TC of these electrical components is suppressed from rising. can do. Further, by increasing the frequency of coasting of the vehicle 10, the electricity cost of the vehicle 10 can be improved.

(9) As the speed profile V (t), the ACC ECU 33 plans the speed of the vehicle 10 so that the larger the traveling resistance RL of the vehicle 10 is, the earlier the start time of the inertial traveling of the vehicle 10 is. According to this configuration, it is possible to achieve both the traveling of the vehicle 10 and the natural driving of the vehicle 10 which can improve the electricity cost.

(10) The ACCECU 33 has a speed profile V (t) such that the speed of the vehicle 10 accelerates the start time of the coasting of the vehicle 10 as the weight M of the vehicle 10 increases or when the vehicle 10 is in a towed state. Plan. According to this configuration, it is possible to achieve both the traveling of the vehicle 10 and the natural driving of the vehicle 10 which can improve the electricity cost.

(Modification example)
Next, a modified example of the notification system 60 of the vehicle 10 of the first embodiment will be described.
As shown in FIG. 10, the ACC ECU 33 of this modification is based on the speed profile V (t) as the process of step S18 when a negative determination is made in the process of step S15 or when the process of step S17 is executed. The control for automatically traveling the vehicle 10 is executed. Specifically, the ACC ECU 33 calculates the acceleration command value of the vehicle 10 from the speed profile V (t), and transmits the calculated acceleration command value to the EVACU 30 to obtain the vehicle corresponding to the speed profile V (t). Achieve 10 runs. In this modification, the EVECU 30 corresponds to the travel control unit.

The EVEC 30 may coast the vehicle 10 more efficiently by disengaging the clutch 23 shown in FIG. 1 when the vehicle 10 is coasted.
According to such a configuration, the driving of the vehicle 10 according to the speed profile V (t) is realized without the driver directly operating the vehicle 10, so that the convenience can be improved.

<Second Embodiment>
Next, a second embodiment of the notification system 60 of the vehicle 10 will be described.
As shown in FIG. 11, the notification system 60 of the present embodiment further includes an energy management ECU 35. The energy management ECU 35 is a dedicated ECU that executes the process shown in FIG. 2 instead of the ACC ECU 33. With such a configuration, it is possible to reduce the processing load of the ACC ECU 33.

<Other Embodiments>
The above embodiment can also be implemented in the following embodiments.
In the processes shown in FIGS. 2 and 10, the execution order of the processes in step S13 and the processes in step S14 may be reversed.

The ACC ECU 33 may plan the speed profile V (t) using either the state amount of the own vehicle 10 or the state amount of the peripheral vehicle. Further, the ACC ECU 33 is not limited to the speed profile V (t) capable of improving the electricity cost of the vehicle 10, the speed profile V (t) capable of reducing the energy used by the vehicle 10, and the cruising of the vehicle 10. A velocity profile V (t) that can extend the distance may be planned.

-As the notification method of the notification device 50, not only the notification to the visual sense but also various notification methods that can be perceived by humans such as hearing, smell, and touch can be adopted.
-The vehicle 10 is not limited to an electric vehicle, but may be an engine vehicle that travels with an internal combustion engine as a power source, or a hybrid vehicle that uses both an internal combustion engine and a motor generator as power sources. For example, when the vehicle 10 is an engine vehicle, the ACC ECU 33 plans the speed profile V (t) of the vehicle 10 capable of improving the fuel efficiency of the vehicle 10 as the motion plan of the vehicle 10. In short, the ACC ECU 33 may plan the movement of the vehicle 10 as the movement plan of the vehicle 10 so as to increase the efficiency of the traveling energy of the vehicle 10.

Each ECU 33, 35 and its control method described in the present disclosure is provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. Alternatively, it may be realized by a plurality of dedicated computers. The ECUs 33, 35 described in the present disclosure and their control methods may be realized by a dedicated computer provided by configuring a processor including one or more dedicated hardware logic circuits. Each of the ECUs 33, 35 and its control method described in the present disclosure comprises 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 30: EVECU (travel control unit)
31: MGECU (state quantity detection unit)
32: Battery ECU (state amount detection unit)
33: ACC ECU (Planning Department)
34: Notification device (notification unit)
35: Energy management ECU (Planning Department)
40: Communication device (state quantity detector)
41: Millimeter wave radar device (state quantity detector)
42: Imaging device (state quantity detection unit)
43: Vehicle state quantity detection device (state quantity detection unit)
60: Notification system

Claims (13)

A state quantity detection unit (31, 32, 40, 41, 42, 43) that detects the state quantity of the vehicle, and
A planning unit (33, 35) that plans the movement of the vehicle based on the state quantity of the vehicle and determines whether or not the movement plan of the vehicle changes.
A vehicle notification system including a notification unit (34) for notifying when the movement plan of the vehicle planned by the planning unit changes. The vehicle notification system according to claim 1, wherein the planning unit uses at least one of the state amount of the own vehicle and the state amount of the surrounding environment of the own vehicle as the state amount of the vehicle. The vehicle notification system according to claim 1, wherein the planning unit determines that the movement plan of the vehicle changes based on the movement plan of the vehicle being different from the reference movement plan. The vehicle notification system according to claim 3, wherein the planning unit uses an exercise plan planned based on the past state quantity of the vehicle as the reference exercise plan. The planning department
As the motion plan of the vehicle, the speed of the vehicle is planned.
The vehicle notification system according to claim 3 or 4, wherein it is determined that the motion plan of the vehicle changes based on the speed plan of the vehicle planned by the planning unit being different from the speed plan of the reference. The vehicle notification system according to any one of claims 1 to 5, further comprising a travel control unit (30) for automatically traveling the vehicle based on the vehicle motion plan planned by the planning unit. The vehicle notification system according to any one of claims 1 to 5, wherein the notification unit further notifies the movement plan of the vehicle planned by the planning unit. The vehicle notification system according to any one of claims 1 to 7, wherein the planning unit plans the movement of the vehicle as a movement plan of the vehicle, which can increase the efficiency of the traveling energy of the vehicle. The vehicle is an electric vehicle that travels by driving an electric motor based on the electric power of a battery.
The planning unit accelerates the start time of coasting of the vehicle when the SOC value of the battery is equal to or higher than a predetermined value as a motion plan of the vehicle for enhancing the efficiency of the traveling energy of the vehicle. The vehicle notification system according to any one of claims 1 to 8, wherein the exercise is planned. The vehicle is an electric vehicle that travels by driving an electric motor based on the electric power of a battery.
The planning unit increases the efficiency of the traveling energy of the vehicle. As a motion plan of the vehicle, the vehicle increases the frequency of coasting of the vehicle when the SOC value of the battery is equal to or less than a predetermined value. The vehicle notification system according to any one of claims 1 to 8. The vehicle is an electric vehicle that travels by driving an electric motor based on the electric power of a battery.
As an exercise plan for the vehicle that enhances the efficiency of the traveling energy of the vehicle, the planning unit increases the frequency of inertial traveling of the vehicle as the temperature of the electric motor or its peripheral devices increases. The vehicle notification system according to any one of claims 1 to 8. As a motion plan for the vehicle that enhances the efficiency of the traveling energy of the vehicle, the planning unit plans the motion of the vehicle so that the larger the traveling resistance of the vehicle, the earlier the start time of the coasting of the vehicle. Item 8. The vehicle notification system according to any one of Items 1 to 8. The planning unit accelerates the start time of coasting of the vehicle as the weight of the vehicle increases or when the vehicle is in a towed state, as a motion plan of the vehicle that enhances the efficiency of the traveling energy of the vehicle. The vehicle notification system according to any one of claims 1 to 8, wherein the movement of the vehicle is planned.

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