JP2024007674A - Vehicle control unit and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control unit configured to control traveling of a battery-powered electric vehicle and capable of reducing loss caused by vehicle movement and controlling the vehicle movement so as to extend a travel distance as long as possible.

SOLUTION: A vehicle control unit includes: a vehicle loss estimation unit configured to estimate a loss caused by vehicle movement; a vehicle movement generation unit configured to generate a movement plan of a vehicle; and a vehicle movement control unit configured to control the vehicle movement. The vehicle loss estimation unit estimates, based on input information, a loss in the vehicle when the vehicle is driven in accordance with a predetermined drive scenario. The vehicle movement generation unit modifies the drive scenario so as to reduce the loss estimated by the vehicle loss estimation unit. The vehicle movement control unit controls the vehicle movement based on the drive scenario modified by the vehicle movement generation unit.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to the configuration and control of a vehicle control unit that controls the motion of a vehicle, and particularly relates to technology that is effective when applied to battery electric vehicles.

Mileage has always been one of the important performance parameters for battery electric vehicles (BEVs). In addition, the location of charging stations and the time it takes to charge a BEV can also cause concerns about mileage. To overcome this range anxiety, there is a need for a vehicle control unit that can modify the vehicle motion plan to reduce various vehicle losses and increase the range as much as possible.

In addition, in conventional advanced driving assistant systems (ADAS) and autonomous driving systems (ADS), when calculating vehicle control targets, motor loss, inverter loss, powertrain loss, Since various vehicle losses such as resistance loss and rolling resistance loss are not taken into consideration, concerns regarding the mileage cannot be resolved.

For example, if the relationship between electromagnetic power loss (EM loss) and torque demand of an electric motor is expressed graphically, a parabolic relationship holds true. Therefore, if the torque demand increases by one unit, the EM losses increase by a factor of four. Dynamic road conditions and ADS/ADAS-based torque demands that do not account for EM losses lead to a reduction in overall mileage and create range anxiety.

As background technology in this technical field, there is a technology such as that disclosed in Patent Document 1, for example. Patent Document 1 discloses "a vehicle travel control device that can maximize the amount of regeneration by a motor generator and can realize vehicle travel with optimal efficiency regardless of the travel route."

Japanese Patent Application Publication No. 2018-83574

According to the technique disclosed in Patent Document 1, it is possible to perform efficiency-first driving in which the fuel efficiency of the vehicle is prioritized and power consumption of the main battery is suppressed.

However, this does not take into account vehicle losses caused by constantly changing road gradients, road surface adhesion, skidding conditions, etc. along the driving route, and as in battery electric vehicles (BEVs), power is mainly supplied from batteries. In a vehicle driven by a vehicle, there is room for improvement in resolving the above-mentioned concerns regarding the mileage.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle control unit that is capable of controlling the running of a battery-powered electric vehicle so as to reduce the loss that occurs due to vehicle motion and to extend the mileage as much as possible. The purpose of the present invention is to provide a vehicle control method that provides a method for controlling a vehicle.

In order to solve the above problems, the present invention provides a vehicle loss estimation unit that estimates loss that occurs due to vehicle motion, a vehicle motion generation unit that generates a vehicle motion plan, and a vehicle motion control that controls vehicle motion. unit, the vehicle loss estimation unit estimates a loss of the vehicle when driving according to a predetermined driving scenario based on the input information, and the vehicle motion generation unit estimates the vehicle loss estimation unit based on the input information. The driving scenario is modified to reduce the estimated loss, and the vehicle motion control unit controls the motion of the vehicle based on the modified driving scenario by the vehicle motion generation unit.

The present invention also provides a method for (a) estimating the loss of the vehicle when driving according to a predetermined driving scenario based on the input information; (b) reducing the loss estimated in step (a). (c) controlling the motion of the vehicle based on the driving scenario modified in step (b).

According to the present invention, in a vehicle control unit that controls the running of a battery-powered electric vehicle, the vehicle control unit can be controlled to reduce loss that occurs due to vehicle motion and extend the mileage as much as possible, and a vehicle using the same. A control method can be realized.

This can reduce concerns about the mileage of the battery electric vehicle.

Problems, configurations, and effects other than those described above will be made clear by the following description of the embodiments.

1 is a diagram showing a schematic configuration of a vehicle equipped with a vehicle control unit according to a first embodiment of the present invention. 1 is a diagram showing a configuration example of a vehicle to which a vehicle control unit of the present invention is applied. FIG. 3 is a functional block diagram of vehicle motion correction by the vehicle control unit according to the first embodiment of the present invention. FIG. 3 is a diagram showing the relationship between the startup time and control standard of a vehicle control unit, the motor torque request, and electromagnetic loss. FIG. 3 is a diagram illustrating an example of multiple routes with different slopes to a destination. 1 is a flowchart showing a vehicle control method according to Embodiment 1 of the present invention. FIG. 3 is a diagram illustrating an example of the operation of the vehicle control unit and the multiple vehicle motion generation unit according to the first embodiment of the present invention. FIG. 7 is a diagram showing an example of the operation of a vehicle control unit according to a second embodiment of the present invention. It is a figure which shows the example of operation of the vehicle control unit based on Example 3 of this invention. It is a figure which shows the example of operation of the vehicle control unit based on Example 4 of this invention. It is a figure which shows the example of operation of the vehicle control unit based on Example 5 of this invention.

Embodiments of the present invention will be described below with reference to the drawings. Note that in each drawing, the same components are denoted by the same reference numerals, and detailed explanations of overlapping parts will be omitted.

A vehicle control unit and a vehicle control method according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 7.

FIG. 1 is a diagram showing a schematic configuration of a vehicle 100 equipped with a vehicle control unit 111 of this embodiment.

As shown in FIG. 1, the vehicle 100 of this embodiment includes a driver gaze information unit 101, an own vehicle information output unit 102, a driving scenario information output unit 103, an ADS/ADAS ECU 104, and a motor. It also includes an inverter information output unit 105, a battery 106, an inverter 107, an electric motor 108, a transmission drive mechanism 109, an engine 110, and a vehicle control unit 111.

The vehicle control unit 111 receives information output from each unit: a driver gaze information unit 101 , an own vehicle information output unit 102 , a driving scenario information output unit 103 , an ADS/ADAS ECU 104 , a motor and inverter information output unit 105 , and a battery 106 , the inverter 107, the electric motor 108, the transmission drive mechanism 109, and the state estimation information of each part of the engine 110 to determine a vehicle motion plan that can minimize losses caused by vehicle motion. .

The initial vehicle motion or motion plan can be generated either by the driver of the own vehicle or by the ADS/ADAS, but as mentioned above, traditional ADS/ADAS and the driver It is not possible to determine a vehicle motion plan to minimize losses.

Therefore, the vehicle control unit 111 of this embodiment corrects the vehicle motion determined or intended by the driver of the own vehicle or ADS/ADAS, minimizes the loss caused by vehicle motion, and reduces the travel distance as much as possible. Control it so that it stretches.

FIG. 2 is a diagram showing an example of the configuration of a vehicle to which the vehicle control unit 111 of the present invention is applied.

The vehicle control unit 111 of the present invention can be installed in vehicles having various power configurations, and can be applied, for example, to a hybrid vehicle 201 that is powered by an engine and a battery-powered electric motor simultaneously or in parallel. can.

Similarly, it can be applied to a hybrid vehicle 202 with a series configuration in which an engine as a power source and an electric motor are connected in series, a battery-driven electric vehicle 203, and an engine vehicle 204 that uses only the engine as a power source. .

By installing the vehicle control unit 111 of the present invention in vehicles with various power configurations as shown in FIG. 2, vehicle motion can be modified to minimize losses that occur with vehicle motion.

Thereby, vehicle motion can be determined in each vehicle so as to save the possible travel distance. As a result, in the case of hybrid vehicles 201, 202 and battery-driven electric vehicles 203, the battery charging state can be saved, and in the case of hybrid vehicles 201, 202 and engine-driven engine vehicles 204, fuel can be saved. can do.

FIG. 3 is a functional block diagram of vehicle motion correction by the vehicle control unit 305 (corresponding to the vehicle control unit 111 in FIG. 1) of this embodiment.

The vehicle control unit 305 is composed of three sub-functions: a vehicle range estimation unit and a vehicle loss estimation unit 306 , a multi-vehicle motion generation unit/selection unit/switch unit 307 , and a dynamic control unit 308 .

The vehicle control unit 305 includes previous control reference parameters 301, driver/ADAS inputs 30, estimated signals 303 including skidding, road adhesion, road slope, and wheel speed, yaw rate, lateral acceleration, longitudinal acceleration, safety distance. It is configured to use inputs such as a measurement signal 304 configured as a traffic scenario, battery charge status, fuel status information set.

The dynamic control unit 308 includes a control reference generation unit and a controller transient rise time generation unit, and the vehicle control unit 305 finally outputs an optimal control target reference and a controller transient rise time.

Vehicle control unit 305 outputs control target criteria as reference speed, lateral position and yaw rate depending on the type of control selected by control verification unit 313.

Within the control verification unit 313, a velocity tracking controller 309, a longitudinal stability controller 310, or a yaw stability controller 311 constitute a vehicle motion controller.

Finally, the output of control verification unit 313 is utilized by torque vector controller 312 to determine torque requirements for all wheels.

FIG. 4 is a diagram showing the relationship between the rise time and control standard of the vehicle control unit 305 (111), the motor torque request, and the electromagnetic loss.

The left diagram of FIG. 4 represents control target criteria and controller transient rise times determined by vehicle control unit 305 to reduce vehicle losses. The right diagram in Figure 4 represents the electromagnetic losses of the vehicle's electric motor for torque demands at different speeds (100 Km/h, 120 Km/h).

As shown in the left diagram of Figure 4, by changing the control standards (reference 1 and reference 2) and correcting the transient rise time of the controller, it is possible to minimize the loss caused by vehicle motion. can.

When the relationship between the electromagnetic power loss (EM loss) of the electric motor 108 and the torque request is expressed graphically, a parabolic relationship holds true, as shown in the right diagram of FIG. For example, if the torque demand of electric motor 108 increases by one unit, the electromagnetic losses of electric motor 108 increase by a factor of four.

Further, depending on the torque requirement of the electric motor 108, the electromagnetic loss of the electric motor 108 can be minimized.

FIG. 5 is a diagram showing an example of multiple routes with different slopes to a destination.

As shown in FIG. 5, when multiple routes with different slopes are available for moving from point A (start position) to point B (end position), vehicle control unit 305 selects a route with high energy efficiency. . In the example of FIG. 5, route B, which has an overall lower slope than route A, is selected.

If the occupant of the own vehicle overrides the route selected by the vehicle control unit 305, the vehicle control unit 305 recursively optimizes the predetermined vehicle motion plan to save vehicle mileage.

FIG. 6 is a flowchart showing a vehicle control method by the vehicle control unit 305 (111) of this embodiment.

As shown in FIG. 6, in the vehicle control method of this embodiment, the vehicle motion is corrected by optimizing the rise time of the vehicle motion controller and the magnitude of the control target reference.

The vehicle motion correction algorithm will be explained using the flowchart of FIG.

By turning on the vehicle 100, the operation of the vehicle control unit 305 (111) starts (step S601).

First, in step S602, the vehicle control unit 305 acquires the estimated state, measured state, control standard, ADS/ADAS output, etc. of the vehicle, as shown in FIG.

Next, in step S603, electric motor loss is calculated in order to follow the given control target.

Subsequently, in step S604, it is determined whether the electric motor losses will increase if the ADS/ADAS or driver intended actions are performed to navigate the selected route.

If it is determined that the loss of the electric motor increases (Yes), the process moves to step S605, and the controller rise time is increased as a transient behavior to realize the operation intended by the ADS/ADAS or the driver.

On the other hand, if it is determined that the loss of the electric motor does not increase (No), the process returns to step S602 and the processes from step S602 onwards are repeated.

Next, in step S606, electric motor loss is recalculated in order to follow the given control target.

Subsequently, in step S607, it is determined whether the necessary reduction in electric motor loss can be achieved by lengthening the controller startup time.

If the required electric motor loss reduction cannot be achieved even if the controller startup time is increased (No), the controller startup time is determined and the controller is configured.

On the other hand, if the necessary reduction in electric motor loss can be achieved by lengthening the controller rise time (Yes), the process moves to step S608, sets the estimated control transient rise time, returns to step S602, and performs the steps after step S602. Repeat the process.

In step S607, if the required electric motor loss reduction cannot be achieved (No), the process moves to step S609, in which the control standard is reduced to a predetermined threshold by shortening the controller startup time, and the ADS/ADAS/driver Change the intended behavior.

Next, in step S610, electric motor losses are recalculated using the modified ADS/ADAS/driver intended operation and the modified controller rise time to track the given control goal.

Subsequently, in step S611, it is determined again whether or not the necessary reduction in electric motor loss can be achieved.

If the required electric motor loss reduction can be achieved (Yes), the process moves to step S612, where the estimated control transient rise time is set and the controller is configured using the determined controller rise time and the changed control target criteria. do. Thereafter, the process returns to step S602, and the processes from step S602 onward are repeated.

Although FIG. 6 shows the vehicle motion correction algorithm only from the perspective of electric motor loss, the vehicle motion correction algorithm can be modified to include engine loss, inverter loss, powertrain loss, air resistance loss, and rolling resistance loss. Furthermore, the loss is not limited to these losses, and other losses can also be reduced.

FIG. 7 is a diagram showing an example of the operation of the vehicle control unit 305 and the multiple vehicle motion generation unit 307 of this embodiment.

Reference numeral 701 in the figure indicates a change in road gradient with respect to travel time. The vehicle control unit 305 functions in a passive mode upon start-up and assists the ADS/ADAS/driver by predetermining the movement of the vehicle with respect to road height (elevation) and travel time.

The multiple vehicle motion generation unit 307 generates multiple vehicle motion plans represented by numerals 702 to 704 in the figure.

To estimate the vehicle motion plans 702-704, the multi-vehicle motion generation unit 307 uses a cost function as shown in FIG. Rise time is used to attempt to minimize cost, and control objective criteria are similarly used to minimize cost.

Note that it is only necessary to minimize the cost of each of the vehicle motion plans 702 to 704, and the vehicle motion plan can be selected according to the user's request.

As explained above, the vehicle control unit 305 (111) of this embodiment includes the vehicle loss estimation unit 306 that estimates the loss that occurs due to vehicle motion, and the vehicle motion generation unit (multiple vehicle The vehicle includes a motion generation unit 307) and a vehicle motion control unit (dynamic control unit 308) that controls the motion of the vehicle, and the vehicle loss estimation unit 306 performs driving according to a predetermined driving scenario based on the input information. The vehicle motion generation unit (multi-vehicle motion generation unit 307) modifies the driving scenario to reduce the loss estimated by the vehicle loss estimation unit 306, and the vehicle motion control unit (dynamic The control unit 308) controls the motion of the vehicle based on the driving scenario modified by the vehicle motion generation unit (multi-vehicle motion generation unit 307).

The vehicle motion generation unit (multi-vehicle motion generation unit 307) also modifies the driving scenario to reduce losses by changing the acceleration time and deceleration time of the vehicle.

The vehicle motion generation unit (multi-vehicle motion generation unit 307) also modifies the driving scenario to reduce losses by changing the electric motor torque of the vehicle.

The vehicle motion generation unit (multi-vehicle motion generation unit 307) also modifies the driving scenario to reduce electromagnetic losses of the vehicle's electric motor by increasing the acceleration and deceleration times of the vehicle.

The vehicle motion generation unit (multi-vehicle motion generation unit 307) also modifies the driving scenario based on the road gradient of the travel route.

For example, when the road slope is downhill, it is also possible to increase the state of charge of the battery using regenerated energy from the vehicle's electric motor.

It also includes a vehicle travelable distance estimation unit 306 that estimates the vehicle travelable distance, and a vehicle motion generation unit (multi-vehicle motion generation unit 307) that estimates the vehicle travel distance based on the loss estimated by the vehicle loss estimation unit 306. If the destination selected by the user cannot be reached based on the travel distance estimated by the possible distance estimating unit 306, it is also possible to modify the destination to the nearest charging station.

Further, the vehicle motion generation unit (multi-vehicle motion generation unit 307) generates a plurality of vehicle motion plans based on the input map information, and allows the user to select a desired vehicle motion plan from the plurality of vehicle motion plans. It is also possible.

The vehicle motion generation unit (multi-vehicle motion generation unit 307) can also generate multiple vehicle motion plans based on the input map information and present the vehicle motion plan with the least vehicle loss to the user. It is.

According to this embodiment, it is possible to control the vehicle so as to reduce the loss caused by the movement of the vehicle and extend the travel distance as much as possible.

With reference to FIG. 8, a vehicle control unit and a vehicle control method according to a second embodiment of the present invention will be described.

FIG. 8 is a diagram showing an example of the operation of the vehicle control unit of this embodiment, and shows an example of application during traffic congestion. Figure 8 shows a leading vehicle 802 and the following own vehicle 801 in a traffic jam scenario. The own vehicle 801 is moving at a speed of 40 km/h, and the leading vehicle 802 is moving at a speed of 30 km/h. In this case, it is necessary to reduce the speed of the own vehicle 801 to 20 km/h in order to maintain the inter-vehicle distance of 30 m.

The distance between the own vehicle 801 and the preceding vehicle 802 can be divided into an acceleration zone, a constant velocity zone, and a deceleration zone based on the speeds of the own vehicle 801 and the preceding vehicle 802.

Conventional ADS/ADAS technology is configured to navigate traffic congestion scenarios using stop-and-go vehicle motion, but stop-and-go vehicle motion increases motion-induced losses 804 such as motor losses and Reduce mileage.

Therefore, to reduce motion-induced losses, stop-and-go vehicle motion can be reduced by adjusting the acceleration zone, constant velocity zone, and deceleration zone, and by changing the maximum reference speed limit and minimum reference speed limit of the constant velocity zone. change. That is, it spreads the losses caused by the motion over time and generates non-stop vehicle motion.

For example, graph 803 depicting variable control transient motion shows two vehicle motion profiles 806 and 807.

Vehicle motion profile 806 represents an acceleration zone from 0 seconds to 4 seconds and a constant velocity zone from 4 seconds to 22 seconds. The vehicle motion plan of vehicle motion profile 806 has inherent motion-induced losses, and by modifying the motion plan of vehicle motion profile 806 with vehicle motion profile 807, the motion-induced losses of vehicle motion profile 806 can be reduced. Can be done. Vehicle motion profile 807 may extend the acceleration zone from 1 second to 5 seconds to reduce or spread motion-induced losses.

In the vehicle control unit 305 (111) of this embodiment, the vehicle motion generation unit (multi-vehicle motion generation unit 307) reduces the maximum vehicle reference speed and increases the minimum vehicle reference speed from zero in a traffic congestion scenario. , modifying the driving scenario to reduce the loss.

With reference to FIG. 9, a vehicle control unit and a vehicle control method according to a third embodiment of the present invention will be described.

FIG. 9 is a diagram showing an example of the operation of the vehicle control unit according to the third embodiment of the present invention, showing a conventional ACC ADS/ADAS mode and a range saving ACC mode of the present invention.

A conventional (normal) ACC mode in a particular driving scenario route where the road slope 901 changes ignores the road slope and continues to increase vehicle torque to maintain a predetermined ACC reference speed 902. Vehicle motion-induced loss has an area (amount of loss) as shown in motor loss 903, and may lead to a reduction in travel distance 904.

Conversely, the range-saving ACC performed using the vehicle control unit 305 of the present invention modifies the conventional ACC reference speed 902 according to the road slope 905, as shown in the reference speed 906, and the transition period at the reference speed 906. By changing the vehicle acceleration and deceleration times as shown by Save 908.

With reference to FIG. 10, a vehicle control unit and a vehicle control method according to a fourth embodiment of the present invention will be described.

FIG. 10 is a diagram showing an example of the operation of the vehicle control unit of this embodiment, and shows an example applied to a dump truck 1002 equipped with a dump bed (loading platform) 1001.

As shown in FIG. 10, when a dump truck 1002 performs a dumping operation, such as an unloading operation, it undergoes various dumping operation profiles 1003 and associated energy losses 1005.

If the motion of the dump truck 1002 is controlled by a motion plan based on the dumping motion profile 1003, losses such as energy loss 1005 may occur, leading to a reduction in travel distance.

Therefore, the vehicle control unit 305 of the present invention changes the dumping operation of the dump truck 1002 to the damping operation profile 1004 to reduce or diffuse the loss caused by the dumping operation to an energy loss 1006.

With reference to FIG. 11, a vehicle control unit and a vehicle control method according to a fifth embodiment of the present invention will be described.

FIG. 11 is a diagram showing an example of the operation of the vehicle control unit of this embodiment, and shows an example applied to a railway vehicle 1101.

Conventional railway systems may not take into account motion-induced losses in railway vehicles, and losses such as shown in energy loss 1104 may occur.

Therefore, by changing the train motion from the train motion profile 1102 to the train motion profile 1103 using the vehicle control unit 305 of the present invention, it is possible to reduce the energy loss 1105 and extend the travel distance of the railway vehicle 1101.

Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the embodiments described above are described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Furthermore, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add, delete, or replace a part of the configuration of each embodiment with other configurations.

100...Vehicle 101...Driver gaze information unit 102...Own vehicle information output unit 103...Driving scenario information output unit 104...ADS/ADAS ECU
105...Motor and inverter information output unit 106...Battery 107...Inverter 108...Electric motor 109...Transmission drive mechanism 110...Engine 111, 305...Vehicle control unit 201, 202...Hybrid vehicle 203...Electric vehicle 204...Engine vehicle 301...Previous Control reference parameters 302...Driver/ADAS input 303...Estimation signal 304...Measurement signal 306...Vehicle travel distance estimation unit and vehicle loss estimation unit 307...Multi-vehicle motion generation unit/selection unit/switch unit 308...Dynamic control unit 309 ...Speed tracking controller 310...Longitudinal stability controller 311...Yaw stability controller 312...Torque/vector controller 313...Control verification unit 701...Change in road gradient with respect to travel time 702-704...Vehicle motion plan 801...Own vehicle 802... Leading vehicle 803...Graph showing variable control transient motion 804, 805...Motion-induced loss (motor loss)
806, 807...Vehicle motion profile 901,905...Road gradient 902,906...Reference speed 903,907...Motor loss 904,908...Distance traveled 1001...Dump bed (loading platform)
1002... Dump truck 1003, 1004... Dumping motion profile 1005, 1006, 1104, 1105... Energy loss 1101... Railway vehicle 1102, 1103... Train motion profile

Claims (11)

a vehicle loss estimation unit that estimates loss occurring due to vehicle motion;
a vehicle motion generation unit that generates a vehicle motion plan;
A vehicle motion control unit that controls motion of the vehicle;
The vehicle loss estimation unit estimates a loss of the vehicle when driving according to a predetermined driving scenario based on the input information,
the vehicle motion generation unit modifies the driving scenario to reduce the loss estimated by the vehicle loss estimation unit;
The vehicle motion control unit is a vehicle control unit that controls the motion of the vehicle based on the driving scenario modified by the vehicle motion generation unit. The vehicle control unit according to claim 1,
The vehicle motion generation unit is a vehicle control unit that modifies the driving scenario to reduce the loss by changing acceleration and deceleration times of the vehicle. The vehicle control unit according to claim 1,
The vehicle motion generation unit is a vehicle control unit that modifies the driving scenario to reduce the losses by changing the electric motor torque of the vehicle. The vehicle control unit according to claim 1,
The vehicle motion generation unit is a vehicle control unit that modifies the driving scenario to reduce electromagnetic losses of the electric motor of the vehicle by increasing acceleration and deceleration times of the vehicle. The vehicle control unit according to claim 1,
The vehicle motion generation unit is a vehicle control unit that modifies the driving scenario to reduce the loss by reducing a maximum vehicle reference speed and increasing a minimum vehicle reference speed from zero in a traffic congestion scenario. The vehicle control unit according to claim 1,
The vehicle motion generation unit is a vehicle control unit that modifies the driving scenario based on the road gradient of the driving route. The vehicle control unit according to claim 6,
The vehicle control unit increases the state of charge of the battery using regenerated energy of the vehicle's electric motor when the road slope is downward. The vehicle control unit according to claim 1,
Equipped with a drivable distance estimation unit that estimates the drivable distance of the vehicle,
If the vehicle movement generation unit cannot reach the destination selected by the user from the travel distance estimated by the travelable distance estimation unit based on the loss estimated by the vehicle loss estimation unit, the vehicle motion generation unit moves the destination to the nearest charging station. Modify the vehicle control unit. The vehicle control unit according to claim 1,
The vehicle motion generation unit generates a plurality of vehicle motion plans based on input map information,
A vehicle control unit that allows a user to select a desired vehicle motion plan from the plurality of vehicle motion plans. The vehicle control unit according to claim 1,
The vehicle motion generation unit generates a plurality of vehicle motion plans based on input map information,
A vehicle control unit that presents a vehicle motion plan with the least loss of the vehicle to a user. A vehicle control method comprising the following steps;
(a) estimating the loss of the vehicle when driving according to a predetermined driving scenario based on the input information;
(b) modifying the driving scenario to reduce the loss estimated in step (a);
(c) controlling the motion of the vehicle based on the driving scenario modified in step (b);

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