JP5505243B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that divides a predetermined section of a plurality of sections specified by road map information in response to a request from predetermined traveling control.

  A vehicle control device that divides a predetermined section specified by road map information for storing travel load information used for travel control according to a request from the travel control is well known. For example, this is the vehicle control device described in Patent Document 1. This patent document 1 describes an average within a predetermined section from the coordinates and altitude data of each node set at predetermined intervals as road map information stored in a known in-vehicle navigation system (hereinafter referred to as “navigation”). By calculating the curvature and the average gradient and judging the necessity of the shift speed control, the predetermined section is further divided based on the product of the average curvature and the average slope, and the same judgment is made, so that the more precise A technique has been proposed in which section road information is acquired to suppress unnecessary shift speed changes.

Japanese Patent Laid-Open No. 10-61759 JP 2005-35533 A JP 9-318374 A

  By the way, the change in curvature and the change in gradient on the road are not related to each other. If data such as average curvature and average gradient is acquired and stored in the same section, one can reproduce highly accurate data. On the other hand, there is a possibility that only the data with low accuracy can be reproduced. Specifically, FIG. 13 is a conceptual diagram showing an example in which the average curvature and the average gradient are acquired and stored for each same section. In FIG. 13, (a) is a schematic diagram of a traveling road, (b) is a plan view of each section divided by each node in relation to road map information stored in the navigation, and (c) is sequentially during traveling. Average curvature data for each section calculated and stored from the actual measurement values such as the acquired yaw rate, (d) is calculated and stored from the actual measurement values such as driving force source torque and acceleration acquired sequentially during traveling. The average gradient data for each section is shown. As can be seen from FIG. 13, in this navigation, the node interval is set finely in the curve and each section is set to be short, and the average curvature data for each section is acquired with appropriate accuracy in accordance with the change in the actual curvature. It is possible to memorize. On the other hand, each section is set to be long in a section where the actual gradient change is large, and there is a possibility that data with low accuracy is acquired and stored for the average slope of the section. In addition, each section is set to be short in a section where the actual gradient change is small, and there is a possibility that data with an excessively high accuracy is acquired and stored for the average slope of the section.

  Therefore, such a division of the section is appropriate for the control mainly using the data of the average curvature, whereas the division of such a section is not suitable for the control mainly using the data of the average gradient. There is a possibility of lack of division or surplus of division. On the other hand, in a certain control, when a section that is insufficiently divided is generated, it is considered that the section is further divided although it is a surplus of division for other controls. However, the data capacity that can be stored is naturally limited in consideration of cost, in-vehicle performance, etc., and it is difficult to set each section within the range of the data capacity so as not to cause insufficient division in any control. There is sex. Note that the above-described problems are not known, and there is no proposal for appropriately dividing a section corresponding to a plurality of controls in a limited data storage capacity.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to consider the limitation of storage capacity for different division requests of a predetermined section by a plurality of types of travel control. An object of the present invention is to provide a vehicle control device capable of appropriately dividing a predetermined section.

  To achieve the above object, the gist of the present invention is that (a) a predetermined section of a plurality of sections specified by road map information is divided according to a request from predetermined traveling control, A vehicle control device that stores travel load information used for travel control for each subsequent section, and (b) different split requests for different split requests of the predetermined section by a plurality of types of travel control. It is to mediate.

  In this way, since the different division requests are arbitrated for different division requests of the predetermined section by a plurality of types of travel control, the predetermined section is appropriately divided in consideration of storage capacity limitations. be able to.

  Here, preferably, arbitrating the different division requests means that when the storage capacity for storing the travel load information is insufficient for each division section in which the predetermined section is divided, the different division requests. It is to choose. In this way, different division requests can be appropriately arbitrated for different division requests of the predetermined section by a plurality of types of travel control.

  Preferably, the different division requests are arbitrated based on at least one of a fuel efficiency improvement effect, safety, reliability of the travel load information, and use frequency of the travel load information. In this way, it is possible to divide the predetermined section more appropriately while the storage capacity is limited with respect to different division requests for the predetermined section by a plurality of types of travel control.

  Preferably, the different split requests are canceled in order of increasing fuel efficiency improvement, the different split requests are canceled in order of small impact on safety, or the different split requests are canceled in order of low reliability. Alternatively, the different division requests are arbitrated by canceling the different division requests in order of decreasing usage frequency. In this way, the different division requests can be appropriately arbitrated based on at least one of the fuel efficiency improvement effect, safety, reliability of the travel load information, and the use frequency of the travel load information. .

  Preferably, the use frequency is determined when the travel load information is used to determine whether or not to execute the travel control, and when the travel load information is used to execute the travel control. It is to be increased in each case. In this way, the different division requests can be canceled appropriately in ascending order of usage frequency.

  Preferably, it is determined whether or not two different split requests can be viewed as the same split request, and when it is determined that the two split requests can be viewed as the same split request, the two different requests The different division requests are arbitrated by sharing the division requests. In this way, it is possible to divide the predetermined section more appropriately while the storage capacity is limited with respect to different division requests for the predetermined section by a plurality of types of travel control.

  Preferably, when one of the two different division requests is replaced with the other, the difference in control effect is within a predetermined range, or the change in the traveling load information is within a predetermined change. It is determined that the two different division requests can be regarded as the same division request. In this way, it is possible to appropriately determine whether or not two different division requests can be regarded as the same division request.

  Preferably, when executing the traveling control in which the split request is canceled by arbitration of the different split requests, the section in which the split request is canceled is compared with the section in which the split request is not cancelled. Thus, the control gain of the travel control is to be reduced. In this way, the control gain can be reduced in contrast to the fact that there is a risk that the control accuracy will be reduced in the section where the split request is canceled compared to the section where the split request is not cancelled. Therefore, it is possible to suppress a decrease in control accuracy of the travel control.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied, and an example of the principal part of the control system provided in the vehicle. It is a conceptual diagram which shows an example of the content memorize | stored in the storage medium of navigation. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a conceptual diagram which shows an example of the content memorize | stored in the memory part of the electronic controller. It is a conceptual diagram which shows an example of the setting method of the division | segmentation point with respect to the division | segmentation request | requirement of travel control. It is the conceptual diagram which illustrated the addition candidate of each division point based on each division request by control A, B. It is a conceptual diagram which shows an example of the method of judging the utilization frequency of driving | running | working load information. It is a flowchart explaining the control action | operation for judging the utilization frequency of traveling load information by an electronic controller. It is the conceptual diagram which illustrated the method of the dividing point adjustment process which sets the final dividing point candidate from each dividing point candidate for collecting each traveling load information. FIG. 5 is a flowchart for explaining a control operation for appropriately dividing a link while considering a limitation of memory capacity with respect to different division requests for links due to a plurality of types of travel control, that is, a main part of control operation of the electronic control unit . It is a flowchart explaining the control action for performing selection selection of the dividing point by an electronic control unit. It is a figure which shows an example of the data table which implement | achieves a present Example. It is a conceptual diagram which shows an example of the conventional control which acquired and memorize | stored the average curvature and average gradient for every same area.

  In the present invention, preferably, a vehicle including the vehicle control device transmits power of a driving force source to driving wheels via a power transmission device such as a transmission. Further, as the transmission, for example, a known planetary gear type automatic transmission having a plurality of shift stages, a plurality of pairs of transmission gears that are always meshed with each other between two shafts, and any one of the plurality of pairs of transmission gears is a synchronization device. The gear stage is automatically switched by a synchronizer driven by a hydraulic actuator, although it is a synchronous mesh type parallel two-shaft manual transmission or a synchronous mesh type parallel two-shaft manual transmission that is alternatively in a power transmission state by Synchronous meshing parallel twin-shaft automatic transmission and synchronous meshing parallel twin-shaft automatic transmission, which have two input shafts, each with a clutch connected to the input shaft of each system, A so-called DCT (Dual Clutch Transmission) which is a type of transmission connected to an odd number of stages, a so-called bell in which a transmission belt is wound around a pair of variable pulleys and the gear ratio is continuously changed steplessly. Type continuously variable transmission, a pair of cones rotated around a common axis and a plurality of rotatable rollers that intersect with the center of the cone are sandwiched between the pair of cones and the rotation center of the rollers A traction type continuously variable transmission in which the transmission ratio is variable by changing the crossing angle between the shaft and the shaft center, for example, a planetary gear device that distributes the power from the engine to the first motor and the output shaft A differential mechanism and a second electric motor provided on the output shaft of the differential mechanism are provided, and the main part of the power from the engine is mechanically transmitted to the drive wheel side by the differential action of the differential mechanism, from the engine. Automatic transmission or engine that functions as an electric continuously variable transmission in which the gear ratio is electrically changed by electrically transmitting the remainder of the power of the motor using an electric path from the first motor to the second motor Axis and output Constituted by an automatic transmission capable of transmitting power to the electric motor is mounted on a hybrid vehicle of a so-called parallel type provided in such. Further, as the driving force source, for example, a gasoline engine such as an internal combustion engine that generates power by combustion of fuel or a diesel engine is preferably used, but other prime movers such as an electric motor are employed alone or in combination with the engine. You can also In particular, when an electric motor is used alone as a driving force source, the vehicle may not include the transmission.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 24 constituting a vehicle 10 to which the present invention is applied, as well as output control of the engine 12 and shift control of the automatic transmission 16. FIG. 3 is a diagram illustrating a main part of a control system provided in the vehicle 10 for division control of a predetermined section in the navigation system 30 (hereinafter referred to as a navigation 30). In FIG. 1, an automatic transmission 16 that is a transmission such as a known planetary gear type automatic transmission includes a crank of an engine 12 as a driving force source for traveling in a transmission case as a non-rotating member attached to a vehicle body. The shaft is operatively connected via a torque converter 14. The power generated by the engine 12 is input to the automatic transmission 16 via the torque converter 14, and from the output shaft 18 of the automatic transmission 16 to a differential gear device (differential gear) 20 and a pair of axles (drive shaft) 22. Etc. are sequentially transmitted to the left and right drive wheels 24. In addition to the navigation 30 described above, the vehicle 10 is provided with a wheel brake device 40, an electronic control device 80, and the like.

  The navigation 30 includes a storage medium 32 such as a CD-ROM, DVD-ROM, or HDD (hard disk drive), for example, and has a function of executing known navigation control using road map information stored in the storage medium 32. doing. FIG. 2 is a conceptual diagram illustrating an example of contents stored in the storage medium 32. 2, (a) is a diagram showing a plurality of nodes as arbitrary points specified by road map information, and links as a plurality of sections connecting each node specified by road map information. b) is a diagram showing a data table such as travel route information stored for each link. As shown in FIG. 2, an ID address (link ID) is determined for each link, and for each link ID, start point coordinates and end point coordinates defined by nodes, average curvature as travel path information, general road And road types such as highways and one-way streets, information on nodes such as intersections and passing points on straight roads, and the like are stored. Note that road map information such as each node, link ID, and travel route information stored in the storage medium 32 is normally fixed information that cannot be rewritten, for example, but a medium such as a CD-ROM or DVD-ROM may be replaced. The update can be performed by rewriting the contents of the HDD using update software.

  The wheel brake device 40 is a device that brakes each wheel (a front wheel (not shown) and a drive wheel (rear wheel) 24) such as a disc brake and a drum brake. Specifically, the wheel brake device 40 supplies a braking hydraulic pressure to each wheel cylinder (not shown) provided in each wheel in association with the operation of the brake pedal 50 and the like, and corresponds to the braking force to each wheel. This is a foot brake device that applies wheel brake torque (hereinafter referred to as brake torque TB). In the wheel brake device 40, usually, a brake hydraulic pressure having a magnitude corresponding to the depression force of the brake pedal 50 generated in a master cylinder (not shown) is directly supplied to each wheel cylinder. On the other hand, for example, at the time of braking force control, ABS control, or hill hold control during turning, generation of brake torque TB during turning, braking of the vehicle 10 on a low μ road, or vehicle stop on the slope In order to maintain or maintain the brake fluid pressure, the brake fluid pressure not corresponding to the depression force of the brake pedal 50 is controlled for each wheel and supplied to each wheel cylinder.

  The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various control of the vehicle 10 is executed by performing signal processing. For example, the electronic control unit 80 divides a predetermined section (hereinafter, this predetermined section is also referred to as a link) among a plurality of links stored in the output control of the engine 14, the shift control of the automatic transmission 16, and the navigation 30. Link division control and the like are executed, and an engine control device for engine control, a hydraulic control device for transmission control of the transmission 14, and a link for storing travel load information used for travel control as necessary. Is divided into a vehicle control device or the like that divides the vehicle according to a request from the travel control.

As shown in FIG. 1, the electronic control unit 80 includes a brake operation signal indicating a brake-on B _ON in which a brake pedal 50 indicating that the wheel brake device 40 is in operation, which is detected by a foot brake switch 52, for example, is operated, a signal indicative of the engine rotation speed N _E is the rotational speed of the engine 12 detected by the rotational speed sensor 54, input rotation of the turbine rotational speed N _T i.e. the automatic transmission 16 of the torque converter 14 detected by a turbine rotational speed sensor 56 A signal representing the transmission input rotational speed N _IN which is the speed, a signal representing the transmission output rotational speed N _OUT which is the rotational speed of the output shaft 18 corresponding to the vehicle speed V detected by the output shaft rotational speed sensor 58, and the wheel speed. Rotation of each wheel (front wheel not shown, drive wheel (rear wheel) 24) detected by the sensor 60 Signal representative of a is wheel speed N _W whenever a signal representative of the accelerator opening Acc is an operation amount of the accelerator pedal 64 as a demand for the vehicle 10 according to the detected driver by the accelerator opening sensor 62 (driver demand) A signal representing a throttle valve opening degree θ _TH which is an opening degree of an electronic throttle valve (not shown) detected by the throttle sensor 66, a signal representing an intake air amount Q _AIR of the engine 12 detected by the intake air amount sensor 68, lever position of the shift lever 74 in the shift position sensor 70 shift operating device 72 which is detected by (a shift operating position, shift position, operating position) signal representing the P _SH, the longitudinal acceleration G of the vehicle 10 detected by the acceleration sensor 76 Signal representing the rotation angle of the vehicle 10 detected by the yaw rate sensor 78 Signal representing the yaw rate R _Y in degrees, such as car navigation information signal Snavi representing the road map information from the navigation 30 mounted on the vehicle 10, is supplied. The wheel speed sensor 60 may be provided, for example, on at least one of a pair of left and right front wheels and at least one of a pair of left and right rear wheels. May be provided. In this case, four wheel speeds N _W (the left front wheel speed N _WFL , the right front wheel speed N _WFR , the left rear wheel speed N _WRL , and the right rear wheel speed N _WRR ) are supplied to the electronic control unit 80. The vehicle speed V as 10 is the average wheel speed of the four wheel speeds N _W , the wheel speed N _WF of the front wheels is the average wheel speed of a pair of front wheels, or the wheel speed N _WR of the rear wheels is a pair of rear wheels. or the average wheel speed of the wheel speed for detecting a wheel lock during braking on B _oN is or the lowest wheel speed.

Further, from the electronic control unit 80, for example, an engine output control command signal S _E for output control of the engine 12, a shift control command signal S _T for switching the gear stage (speed ratio) of the automatic transmission 16, a wheel brake, such as wheel brake actuation signal S _B for operating the device 40 is outputted.

FIG. 3 is a functional block diagram for explaining a main part of the control function by the electronic control unit 80. In FIG. 3, the engine output control unit, that is, the engine output control means 100 controls the opening and closing of the electronic throttle valve 74 by a throttle actuator for throttle control, for example, and controls the fuel injection amount by the fuel injection device for fuel injection amount control. control, and it outputs the engine output control command signal S _E for controlling the ignition device such as an igniter for ignition timing control. For example, the engine output control means 100 executes the output control of the engine torque T _E so that the driving torque thereof accelerator opening Acc is increased larger based on the accelerator opening Acc corresponding to the driver demand.

The shift control unit, that is, the shift control means 102, for example, from the known relationship (shift map, shift diagram) stored in advance with the vehicle speed V and the throttle valve opening θ _TH as variables, the actual vehicle speed V and the throttle valve opening θ _TH. performs shift determination in indicated are based on the running state of the vehicle 10, and outputs a shift control command signal S _T to perform automatic shift control of the automatic transmission 16 so that the determined gear position (gear ratio) can be obtained . For example, the shift control means 102, as the shift control command signal S _T for the determination gear position (speed ratio) is obtained, the valve for controlling energization of the solenoid valves of the hydraulic control circuit 26, and de-energized A command signal, a line oil pressure control command signal for driving a linear solenoid valve for adjusting the line oil pressure PL, and the like are output to the oil pressure control circuit 26.

  The navigation cooperation control unit, that is, the navigation cooperation control unit 104 outputs the output of the engine 12 based on the travel load information such as the average curvature ρave [1 / m] and the average gradient θave [%] stored in association with the link, for example. A plurality of types of travel control such as control, shift control of the automatic transmission 16 and braking control by the wheel brake device 40 are executed.

Specifically, the navigation cooperative control means 104, as an example of travel control, separates from the shift control by the shift control means 102 using the shift map, as an average of the travel path currently being traveled and the travel path in the vehicle traveling direction. Gradient shift control for controlling the shift of the automatic transmission 16 is executed based on the gradient θave. For example, the navigation cooperation control unit 104 limits the shift to the high speed side gear stage (high gear ratio) of the automatic transmission 16 according to the average gradient θave of the travel path. More specifically, the navigation cooperative control means 104 has a high-speed gear stage such as the highest gear (highest gear ratio) according to the average gradient θave of the traveling road so that an appropriate driving force can always be obtained on an uphill road. Prohibits or suppresses upshifts to (high gear ratio) and automatically lowers the current gear position (speed ratio) according to the average gradient θave of the travel path so that appropriate engine braking can be obtained on downhill roads Downshift to gear position (low gear ratio). Further, the navigation cooperative control means 104, when the accelerator pedal 64 is increased on an uphill road, in addition to the above-mentioned shift restriction, as one of the travel controls, the average gradient θave of the travel path is obtained so as to obtain a more appropriate driving force. depending on, it may be increased than the engine torque T _E of the normal to output based on the engine torque T _E to the accelerator opening Acc.

  In addition to the shift control by the shift control unit 102 using the shift map, the navigation cooperative control unit 104 sets the average curvature ρave of the travel path currently traveling and the travel path in the vehicle traveling direction as one of the travel controls. Based on this, curvature shift control for controlling the shift of the automatic transmission 16 is executed. For example, the navigation cooperation control unit 104 selects an appropriate gear position from a predetermined relationship according to the average curvature ρave of the traveling road, whether or not the accelerator pedal 64 is operated, whether or not the brake pedal 50 is operated, and the like. More specifically, the navigation cooperative control means 104 selects a gear position according to the average curvature ρave of the travel path and executes a downshift in order to obtain an appropriate engine braking force when entering the accelerator-off corner. Or until the vehicle 10 passes around the corner peak position, the upshift accompanying the accelerator off is prohibited. Further, the navigation cooperative control means 104 is a lock-up control that engages the lock-up clutch of the torque converter 14 according to the average curvature ρave of the travel path as one of the travel controls when entering the corner or during the corner travel. May be executed. Further, the navigation cooperative control means 104 assists brake control that generates a brake torque TB that does not correspond to the depression force of the brake pedal 50 according to the average curvature ρave of the travel path as one of the travel controls when entering the corner of the brake on. May be executed.

  In addition, the navigation cooperation control unit 104, as one of the traveling controls, is based on information such as an interchange of a motorway such as an expressway acquired from the navigation 30, a service area, a parking area, etc. During the road running section, the upshift of the automatic transmission 16 is suppressed in order to improve the ease of acceleration. Further, as one of the travel controls, the navigation cooperative control means 104 is based on information such as an interchange of a motorway such as an expressway acquired from the navigation 30, a service area, a parking area, and the like. In order to improve the ease of deceleration, a downshift of the automatic transmission 16 is executed in conjunction with the accelerator off or the brake on, or an upshift accompanying the accelerator off is prohibited. In addition, the navigation cooperative control means 104 is one of the travel controls, based on the information on the toll booth, the ticket office, etc. on the main line on the motorway such as an expressway acquired from the navigation 30 as one of the travel controls. When the distance to the toll booth / check gate is less than the predetermined distance, in order to improve the ease of deceleration, a downshift of the automatic transmission 16 is executed in conjunction with the accelerator off, or the accelerator The upshift accompanying off is prohibited. In addition, as one of the travel controls, the navigation cooperative control means 104 is based on the information about the temporary stop acquired from the navigation 30 and is linked to the brake-on when traveling toward the stop position. Assist brake control that generates brake torque TB that does not correspond to the pedal effort is executed.

  Here, as the travel load information used for the execution of a plurality of types of travel control by the navigation cooperative control means 104, fixed travel path information stored in the navigation 30 may be used, but the shape of the travel path is fixed. In view of the fact that the travel route information is not unchanged, it is desirable to store the travel load information detected (or collected) every time the vehicle travels in association with the link ID. Moreover, in the link specified by the road map information of the navigation 30, since the section length is too long for each travel control, the accuracy of the travel load information is deteriorated, and the control accuracy and the control effect may be reduced. Therefore, the electronic control unit 80 divides the link according to the necessity of section division in each travel control, that is, in response to a request from each travel control, so that optimum travel load information for each travel control can be obtained. . When the vehicle travels, the electronic control unit 80 collects travel load information for each divided section obtained by dividing the link, and collects the information in the memory unit 82 (see FIGS. 1 and 3) of the electronic control unit 80. The travel load information is stored with the link ID attached.

  FIG. 4 is a conceptual diagram showing an example of contents stored in the memory unit 82. In FIG. 4, (a) is a figure which illustrates each division | segmentation point A, B, C set according to the request | requirement from traveling control in the link (link ID: 1) shown in FIG. (A) is a figure which shows data tables, such as traveling load information memorize | stored in relation to each division area for every link divided | segmented by the division point. As shown in FIG. 4, the start point coordinates and end point coordinates of the divided sections defined by the nodes and the dividing points are associated with each link (link ID), the average curvature ρave and the average gradient θave for each divided section, etc. Traveling load information and the like are stored.

Returning to FIG. 3, the traveling load information collecting unit, that is, the traveling load information collecting unit 106 sequentially collects actual measurement values such as the curvature ρ and the gradient θ of the traveling path when the vehicle is traveling. Specifically, the traveling load information collection unit 106 sequentially calculates the curvature ρ (= R _Y / V) based on the yaw rate R _Y and the vehicle speed V that are sequentially detected, and sequentially collects the measured value of the curvature ρ. . The running load information collecting section 106 is previously sought for obtaining a reference acceleration G _K to be generated at the time of running on a flat road and a throttle valve opening theta _TH and the vehicle speed V and the engine rotational speed N _E as parameters sequentially calculating a reference acceleration G _K based from the stored relationship (reference acceleration map) to a throttle valve opening theta _TH and the vehicle speed V and the engine rotational speed N _E. Next, the traveling load information collection unit 106 calculates an acceleration difference G ′ (= G _K −G) between the reference acceleration G _K and the longitudinal acceleration G of the vehicle 10 that is sequentially detected, and the absolute value of the acceleration difference G ′. The absolute value of the gradient θ increases as the value of the gradient θ increases, and the gradient θ of the traveling road is sequentially calculated based on the acceleration difference G ′ from the relationship obtained and stored in advance (road surface gradient map), and the measured value of the gradient θ is sequentially calculated. collect. Then, the traveling load information collecting means 106 calculates traveling load information such as the average curvature ρave and the average gradient θave for each of the divided sections on the basis of the measured values such as the curvature ρ and the gradient θ that are sequentially collected. The travel load information for each divided section is stored in the memory unit 82 in association with the link ID.

  The dividing point setting unit, that is, the dividing point setting means 108 sets a dividing point in each link for each of a plurality of types of travel control, for example. That is, since the necessity of division (division necessity), that is, the link division request is different for each travel control, a division point is set for each travel control division request. For example, in the gradient shift control by the navigation cooperation control means 104, the control is performed exclusively using the average gradient θave, so that it is easy to make a link division request on a traveling road where the gradient θ changes. On the other hand, in the curvature shift control by the navigation cooperative control means 104, the control is performed exclusively using the average curvature ρave, so that it is easy to make a link division request on the traveling road where the curvature ρ changes. Therefore, the dividing point setting means 108 sets dividing points in response to the division requests for each traveling control.

  Specifically, FIG. 5 is a conceptual diagram illustrating an example of a division point setting method in response to a travel control division request. In FIG. 5, (a) is a conceptual diagram of the distance at which a division point is added from the link start (node start point) or division point (end point of the previous division section) (that is, the necessary division interval D). ) Is an example of a division necessity map in gradient shift control, and (c) is an example of a division necessity map in curvature shift control. The division necessity map is experimentally (or designed) obtained and set in advance for obtaining the necessary division interval D when adding division points when it is determined that each traveling control is affected. It is a relationship.

  The dividing point setting means 108 is based on, for example, the absolute value of the gradient θ and the change rate of the gradient θ sequentially collected by the traveling load information collecting means 106 from the division necessity map in the gradient shift control when the vehicle is traveling. Thus, the necessary division interval D is obtained, and division points in the gradient shift control are sequentially set. The dividing point setting means 108 is based on, for example, the absolute value of the curvature ρ and the rate of change of the curvature ρ sequentially collected by the traveling load information collecting means 106 from the division necessity map in the curvature shift control when the vehicle travels. Thus, the necessary division interval D is obtained, and division points in the curvature shift control are sequentially set.

  In the division section at the division points set as described above, there is a possibility of insufficient division or excessive division. Therefore, the division point setting means 108 determines whether, for example, the division is insufficient or the division is excessive. If it is determined that the division is insufficient, the division point is added in the division section where the division point is insufficient. On the other hand, when it is determined that there is a division excess, the division point is deleted in the division section where the division point is excessive.

  Specifically, as a method of determining the lack of division, (1) in the travel control related to the setting of the division point, it is determined that the division is insufficient when the control effect is not obtained in the control after the division. For example, it is determined that the division is insufficient when a driver's reaction such as a brake operation or an accelerator operation at the time of the current traveling after the division cannot obtain a control effect assumed in advance when the traveling control is executed. Further, it is determined that the division is insufficient when the fuel consumption during the current run after the division is not improved as compared with the fuel consumption during the previous run and the control effect assumed in advance is not obtained. Also, (2) the absolute value and change rate of the calculation result such as the sequentially calculated gradient θ and curvature ρ, and the absolute value and change rate of the traveling load information such as the average curvature ρave and average gradient θave calculated previously When a large difference exceeding a predetermined value occurs, it is determined that the division is insufficient when it is determined that the sequentially calculated calculation result is not influenced by noise (for example, a driver operation such as a brake operation or an accelerator operation). For example, if the calculation target is a gradient θ and there is a large difference exceeding the above specified value, and there is no sudden acceleration due to increased accelerator depression, sudden deceleration due to brake operation, lane change during curve driving, etc., there is insufficient division Judge that there is. In addition, (3) when division points are added on a trial basis, and a phenomenon in which a large difference exceeding the predetermined value described in (2) above is not confirmed, division is insufficient in the previous division section. Is determined.

  On the other hand, as a method for determining the division surplus, (1) the division surplus when it is determined that the absolute value and the change rate of the running load information such as the average curvature ρave and the average gradient θave in the adjacent division sections are substantially the same. It is determined that (2) As a result, when the travel load information of the divided section is not used for any travel control, that is, the area of the memory unit 82 where the travel load information of the divided section is stored is not accessed. In this case, it is determined that there is a division excess. Further, (3) as a result of setting the dividing point, it is determined that there is a division surplus when it takes a calculation time longer than expected to calculate the travel load information of each divided section. In addition, (4) as a result of setting the dividing point, due to excessive division, the variation between the calculation result sequentially calculated and the traveling load information calculated last time becomes larger, or the value of the traveling load information in the adjacent divided section Is repeatedly divided (ie, hunting), it is determined that there is a divisional surplus.

  When it is determined that the division is insufficient, for example, a division point is added at a substantially intermediate point in the distance of the division section where the division point is insufficient. On the other hand, when it is determined that there is an excess of division, a division point that is a boundary point defining an adjacent division section in the division section where the division point is excessive is deleted.

  By the way, in consideration of cost, vehicle mountability, etc., the data capacity capable of storing data such as travel load information in the memory unit 82 is naturally limited. Therefore, all data such as travel load information acquired for each travel may be stored. However, considering the data capacity, the data in the same divided section is deleted in order from the oldest to a certain extent or rewritten by overwriting sequentially. It is preferable. Still, the amount of data increases as the division section is set by a division request by a plurality of types of travel control. For this reason, it is desirable to appropriately set divided sections corresponding to a plurality of types of travel control within the limited data capacity range of the memory unit 82, that is, to appropriately set dividing points. Therefore, the electronic control unit 80 according to the present embodiment includes a division arbitration unit 84 that arbitrates different division requests for different division requests of the link by a plurality of types of travel control. In addition, as long as the data capacity (memory capacity) of the memory unit 82 is vacant, the travel load information can be stored in all the divided sections by the plurality of dividing points set by the different dividing requests. The arbitration unit 84 does not arbitrate the different division requests. That is, when the memory capacity (storage capacity) of the memory unit 82 for storing the travel load information is insufficient, the division arbitration unit 84 arbitrates the different division requests, that is, selects different division requests and selects a memory. Data such as traveling load information to be stored within the range of the memory capacity of the unit 82 is stored.

  Specifically, the division arbitration unit 84 includes, for example, a memory capacity empty determination unit, that is, a memory capacity empty determination unit 110, and a division point adjustment processing unit, that is, a division point adjustment processing unit 112. For example, when the division point setting unit 108 determines that there is insufficient division, the memory capacity empty determination unit 110 adds a new division section and its division section by adding a division point to eliminate the division shortage. It is determined whether or not there is a free space for storing the travel load information at the memory capacity of the memory unit 82. When the memory capacity empty determining unit 110 determines that the memory capacity of the memory unit 82 is empty, the dividing point setting unit 108 adds the dividing point in the divided section where the dividing points are insufficient. On the other hand, when the memory capacity empty determining unit 110 determines that the memory capacity of the memory unit 82 is not empty, the dividing point setting unit 108 determines whether or not there is a division surplus and determines that there is a division surplus. If it is determined, the division point is deleted in the division section where the division point is excessive, and the division point is added in the division section where the division point is insufficient. On the other hand, the dividing point adjustment processing unit 112, when the memory capacity empty determining unit 110 determines that the memory capacity of the memory unit 82 is not empty, and further, when the dividing point setting unit 108 determines that there is no division surplus. A plurality of division points set by the division point setting means 108 based on mutually different division requests by a plurality of types of travel control are maintained or deleted as they are by a predetermined division point adjustment process.

  The predetermined division point adjustment processing by the division point adjustment processing means 112 will be described in detail below. In this embodiment, “division point adjustment processing (1)” and “division point adjustment processing (2)” are used as the predetermined division point adjustment processing. One of these predetermined dividing point adjustment processes may be executed independently, or both may be executed.

"Division point adjustment process (1)"
FIG. 6 shows a division point addition candidate (hereinafter referred to as a division point candidate) based on a division request by control A that exclusively uses gradient θ data as travel control and a division request by control B that exclusively uses curvature ρ data as travel control. It is the conceptual diagram which illustrated the division point candidate based. In FIG. 6, the dividing point adjustment processing means 112 performs control A, B based on at least one of, for example, fuel efficiency improvement effect, safety, reliability of the travel load information, and use frequency of the travel load information. Are selected (that is, different division requests by the control A and B are arbitrated).

  Specifically, the dividing point adjustment processing unit 112 (a) leaves the points A to D in FIG. 6 in descending order of the effect of improving the fuel consumption according to the available memory capacity. Cancel split point candidates in ascending order of improvement effect (that is, cancel different split requests). Alternatively, the dividing point adjustment processing means 112 (b) leaves the points A-D in FIG. 6 in descending order of the influence on safety according to the vacancy of the memory capacity. Cancel split point candidates in ascending order of influence. The influence on the safety is, for example, how much the traveling control is a control that improves the safety. Therefore, when the traveling control at the corner or before and after the corner is a control that further improves the safety, and the traveling control on the uphill road is a control that further improves the power performance, the traveling control that further improves the safety. The division point candidate according to is considered to have a greater influence on safety than the division point candidate based on travel control that further improves the power performance. Alternatively, the dividing point adjustment processing unit 112 (c) leaves the driving load information in descending order of the reliability of the driving load information according to the free space in the points A to D in FIG. Cancel division point candidates in ascending order of information reliability. The reliability of the travel load information is increased, for example, as the variation between the real time value and the stored value (learned value) of the travel load information acquired for each travel is small or the stored value is converged to a certain value. . Alternatively, the dividing point adjustment processing unit 112 (d) leaves the road load information in descending order of the use frequency of the road load information according to the free space in the points A to D in FIG. 6, in other words, the road load. Cancel division point candidates in ascending order of information usage frequency. The usage frequency of the travel load information is, for example, when the travel load information is used to determine whether or not the travel control is performed and when the travel load information is used to perform the travel control. Every time it is increased. Note that at least one of the mediation methods (a) to (d) by the division point adjustment processing unit 112 may be executed, and any one of them may be executed alone or in combination. In addition, here, the point is the object of mediation, but of course the division point itself may be the object of mediation.

  The arbitration method (d) by the dividing point adjustment processing unit 112 will be described in more detail. FIG. 7 is a conceptual diagram illustrating an example of a method for determining the usage frequency of travel load information. FIG. 8 is a flowchart for explaining a control operation for determining the usage frequency of the travel load information by the electronic control device 80 (for example, the dividing point adjustment processing means 112). For example, the control operation is extremely in the order of several milliseconds to several tens of milliseconds. It is executed repeatedly with a short cycle time. 7 and 8, in order to execute certain traveling control, the section X (or section X ′) ahead of the traveling direction, that is, the section X (or section) necessary for determining whether the control 1 (or control 2) can be performed. Traveling load information (for example, average gradient θave and average curvature ρave) corresponding to each divided section in X ′) is acquired (see the boxed section in FIG. 7 and step S1 in FIG. 8). Next, the control 1 execution section Y (or control 2 execution section Y ′), which is the section in which the control 1 (or control 2) is actually executed, is determined (section indicated by the black arrow in FIG. 7, step S2 in FIG. 8). reference). Next, it is determined whether or not it is a section used to determine whether to execute control 1 (or control 2) or to change a control parameter used for control 1 (or control 2) (step in FIG. 8). (See S3). If the determination in step S3 is affirmative, a “control affecting flag” (that is, “division priority flag”) is included in the travel load information corresponding to each divided section in the section X (or section X ′). They are added (see the white arrows and black stars in FIG. 7 and step S4 in FIG. 8). On the other hand, if the determination in step S3 is negative, it is determined whether or not it is a section in which control 1 (or control 2) is actually performed (see step S5 in FIG. 8). If the determination in step S5 is negative, this routine is ended, but if the determination is affirmative, the driving load corresponding to each divided section in the control 1 execution section Y (or the control 2 execution section Y ′). The “control affecting flag” is added to the information (see the white arrow and white star in FIG. 7, see step S6 in FIG. 8). Then, the dividing point adjustment processing unit 112 includes a dividing point corresponding to a dividing section having a large value of the dividing priority flag as the usage frequency of the traveling load information according to the free space of the memory capacity, or such a dividing point. Leave in order from the point.

  In addition, when the navigation cooperation control unit 104 executes the division request, that is, the running control in which the division point candidate or the point including the division request is canceled by the arbitration of the different division requests by the division point adjustment processing unit 112, the division request is received. In the canceled section, the control gain of the travel control is made smaller than in the section where the division request is not canceled. This is because the section in which the division request has been canceled becomes insufficiently divided compared to the section in which the division request has not been canceled, and the accuracy of travel load information and the like in that section may be reduced and the control accuracy of travel control may be reduced. Because there is.

"Division point adjustment process (2)"
FIG. 9 shows a dividing point candidate for collecting learning data A (for example, average gradient θave) as a stored value that is certain traveling load information, and learning data B (for example, average curvature) as a stored value that is certain traveling load information. It is the conceptual diagram which illustrated the method of the dividing point adjustment process which sets the final dividing point candidate from the dividing point candidate for collecting ((rho) ave). In FIG. 9, the dividing point adjustment processing means 112 determines whether or not a plurality of different dividing requests (for example, dividing point candidates) can be regarded as the same dividing request, and can be regarded as the same dividing request. If it is determined, the plurality of different division requests are shared.

  Specifically, the dividing point adjustment processing unit 112 replaces a dividing point candidate based on one of the two different dividing requests with a dividing point candidate based on the other dividing request, for example. Differences in control effects during execution of travel control, such as improvement effects and driver responses (brake operation, accelerator operation, etc.), are obtained in advance so that the above two division point candidates can be close in view of the control effects. Are determined to be the same division point candidate. Alternatively, the division point adjustment processing unit 112 replaces one division point candidate with the other division point candidate in the same manner as described above, for example, so that the traveling load information (for example, average gradient θave and average curvature ρave) of the division section associated with the replacement is obtained. ) Is within the predetermined change that has been obtained and set in advance so that the above two division point candidates can be close to each other, see these two division point candidates as the same division point candidates. Judge that you can. As shown in FIG. 9, when the division point candidate of the learning data A is “close” as compared to the division point candidate of the learning data B in terms of the control effect, the division point candidate of the learning data A is divided into the learning data B. Share with point candidates. Therefore, the division point candidate of the learning data A is substantially canceled. Further, when the division point candidate of the learning data A is “distant” from the viewpoint of the control effect as compared with the division point candidate of the learning data B, the division point candidate of the learning data A is shared with the division point candidate of the learning data B. Instead, each division point is maintained.

  FIG. 10 shows an appropriate link in consideration of the limitation of the storage capacity (memory capacity) of the memory unit 82 for the different parts of the link division request by the control operation of the electronic control unit 80, that is, a plurality of types of travel control. 5 is a flowchart for explaining a control operation for dividing the image, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.

  In FIG. 10, first, in step (hereinafter, step is omitted) S10 corresponding to the dividing point setting means 108, it is determined whether or not division is insufficient. For example, it is determined whether or not there is a certain point A that is insufficiently divided. If the determination in S10 is negative, this routine is terminated. If the determination is positive, it is determined in S20 corresponding to the memory capacity empty determination means 110 whether or not the memory capacity of the memory unit 82 is empty. The For example, the memory unit 82 has a space for storing a new divided section and a road load information in the divided section by adding a dividing point in order to solve the insufficient division at a certain point A where the division is insufficient. It is determined whether or not there is a memory capacity. If the determination in S20 is affirmative, in S30 corresponding to the dividing point setting means 108, the dividing point is added in the divided section where the dividing point is insufficient. For example, a dividing point at the point A is added. On the other hand, if the determination in S20 is negative, it is determined in S40 corresponding to the dividing point setting means 108 whether or not there is a division excess. For example, it is determined whether or not there is a certain point B that is a division surplus. If the determination in S40 is affirmative, in S50 corresponding to the dividing point setting means 108, the dividing point is deleted in the dividing section where the dividing points are excessive, and the dividing point is insufficient in the dividing section where the dividing points are insufficient. A dividing point is added. For example, data such as the division point at the point B and the travel load information of the division section are deleted, and the memory area freed along with the deletion of the data is added to the division point at the point A and Used to store data such as travel load information. On the other hand, when the determination in S40 is negative, in S60 corresponding to the dividing point adjustment processing unit 112, a plurality of dividing points set based on different dividing requests by a plurality of types of travel control are determined as predetermined dividing points. It is maintained or deleted as it is by the point adjustment process. In addition, the division point is added in the division section where the division point is insufficient. For example, “division point adjustment processing (1)” and “division point adjustment processing (2)” as predetermined division point adjustment processing are executed individually or in combination. More specifically, the division point adjustment process (1) searches for a point C that has a lower fuel efficiency improvement effect than the travel control at the point A, and if there is such a point C, section division at that point C is performed. The memory area related to is deleted. Further, the division point at the point A is added to the deleted memory area. Alternatively, the division point adjustment process (2) searches for a point D that can be combined (can be shared) among the division points in the vicinity of the point A, and if there is such a point D, the point D The memory area related to the section division in is deleted. Further, the division point at the point A is added to the deleted memory area.

  As described above, according to the present embodiment, since the different division requests are arbitrated by the division arbitration unit 84 with respect to the different division requests of the links by a plurality of types of travel control, the storage in the memory unit 82 is performed. The link can be appropriately divided in consideration of the capacity limitation.

  Further, according to the present embodiment, arbitrating the different division requests means that the storage capacity of the memory unit 82 for storing the travel load information is insufficient for each division section in which the link is divided. Since the different division requests are selected, the different division requests can be appropriately arbitrated with respect to the different division requests of the link by a plurality of types of travel control.

  In addition, according to the present embodiment, the different division requests are arbitrated based on at least one of the fuel efficiency improvement effect, safety, reliability of the travel load information, and use frequency of the travel load information. The link can be more appropriately divided while the storage capacity of the memory unit 82 is limited with respect to the different division requests of the links by a plurality of types of travel control.

  Further, according to the present embodiment, the different division requests are canceled in order of increasing fuel efficiency, or the different division requests are canceled in order of decreasing influence on the safety, or the different divisions are performed in the order of low reliability. Since the different split requests are arbitrated by canceling the requests or canceling the different split requests in the order of low usage frequency, the fuel efficiency improvement effect, safety, reliability of the travel load information, and the travel load information The different division requests can be appropriately arbitrated based on at least one of the usage frequencies.

  According to the present embodiment, the use frequency is determined when the travel load information is used for determining whether to execute the travel control, and when the travel load information is used for executing the travel control. Therefore, the different division requests can be canceled appropriately in ascending order of usage frequency.

  Further, according to the present embodiment, it is determined whether or not two different split requests can be viewed as the same split request, and when it is determined that the two split requests can be viewed as the same split request, Since the different split requests are arbitrated by sharing two different split requests, the storage capacity of the memory unit 82 is limited with respect to the different split requests of the link by a plurality of types of travel control. The link can be divided more appropriately.

  Further, according to the present embodiment, by replacing one of the two different division requests with the other, the difference in the control effect is within a predetermined range or the change in the traveling load information is within the predetermined change. In this case, since it is determined that the two different split requests can be regarded as the same split request, it is appropriately determined whether or not the two different split requests can be viewed as the same split request. Can do.

  Further, according to this embodiment, when executing the traveling control in which the division request is canceled by the arbitration of the different division requests, in the section in which the division request is canceled, the section in which the division request is not canceled. The control gain of the travel control is made smaller compared to, and there is a risk that the control accuracy will be reduced due to insufficient division in the section where the division request is canceled compared to the section where the division request is not canceled. On the other hand, a decrease in the control accuracy of the travel control can be suppressed by reducing the control gain.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the first embodiment described above, the electronic control unit 80 arbitrates the different division requests for the different division requests of the link by a plurality of types of travel control, thereby limiting the memory capacity of the memory unit 82. Divided the link appropriately with consideration. In the present embodiment, a method of deleting the dividing points instead of or in addition to the above is proposed.

  FIG. 11 is a flowchart for explaining a control operation for executing selection of division points by the electronic control unit 80, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example. In FIG. 11, it is determined whether or not the link dividing point, that is, the traveling load information of the divided section is used for traveling control (see S100 in FIG. 11). If the determination in S100 is affirmative, the current state is maintained and the division point is maintained as it is (see S200 in FIG. 11). On the other hand, when the determination in S100 is negative, the division point is deleted (see S300 in FIG. 11). That is, at a certain point in time, even if the division condition by the travel control is met, there is a situation where it is not used for the travel control in the actual environment. Alternatively, there are places in the actual travel environment where the condition of the gradient θ is satisfied but other travel control execution conditions such as the speed condition are not satisfied. In such a case, the set division point is deleted.

  In the first embodiment described above, the electronic control unit 80 arbitrates the different division requests for the different division requests of the link by a plurality of types of travel control, thereby limiting the memory capacity of the memory unit 82. Divided the link appropriately with consideration. In this embodiment, a method for appropriately securing a memory area is proposed instead of or in addition thereto.

  The electronic control unit 80 according to this embodiment travels to the first control data necessary for the first priority control having a relatively high priority and the second control data necessary for the additional control having a relatively low priority. When the load information is divided and the memory capacity becomes insufficient, the load information is deleted from the second control data having a lower necessity. As a result, the first priority control is guaranteed to be executed on the entire travel route in the road map information, and the memory area of the memory unit 82 can be used effectively.

  FIG. 12 is a diagram illustrating an example of a data table that implements the present embodiment. In FIG. 12A, in this memory space (memory area), the first control data and the second control data are stored in the same link in order from the link 1 when the vehicle travels. By using such a memory space (memory area), for example, when the link 1000 is used up and the link 1001 is run, the second control memory area in which the second control data is stored is used for the second control memory area. The control data is erased, and the first control data of the link 1001 is overwritten in the second control memory area. At this time, the second control data is, for example, first from the second control memory area corresponding to the link such as a place far from the link 1001, a place with a small population, a place with a small number of runnings, a place with a low control effect, and the like. Erase (overwrite). In addition, each link (memory area | region) of Fig.12 (a) is not attached to the link of road map information.

  In FIG. 12B, this memory space (memory area) has only the first control memory area in which the first control data is stored in a form attached to the link of the road map information. . In the first control memory area, first control data (simple control data) corresponding to each link is stored, and at a point more than a predetermined distance away from the road on which the driver is driving everyday. Second control data (detail control data) is stored in a form corresponding to the link. By using such a memory space (memory area), the second control is performed together with the first control data while the first control memory area in the distant area is vacant, for example, during daily travel (during short distance travel). Business data is also stored. When traveling in a remote area corresponding to the link in which the second control data is stored, the second control data is erased from the first control memory area of the link, and the first control memory area is deleted. The first control data for the current travel path is overwritten. Accordingly, as the number of travel areas increases, only the first control data remains as a result.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in each of the above-described embodiments, each embodiment is implemented independently. However, each of the above-described embodiments is not necessarily performed independently. For example, a priority order may be provided and combined appropriately. It doesn't matter.

  Further, in the above-described embodiment, as a division point setting method (see FIG. 5) for the division request for travel control, the necessary division interval D is obtained from the division necessity map and the division points are sequentially set. For example, the necessary division interval D may be a fixed interval for each traveling control.

  In the above-described embodiment, as an example of the division point adjustment process (2), when the control effect is “close”, the division point candidate of the learning data A is shared with the division point candidate of the learning data B to learn. Although the division point candidates of data A are substantially deleted, the present invention is not limited to this. For example, the division point candidates of learning data B are shared with the division point candidates of learning data A to conversely. May be substantially eliminated.

  In the above-described embodiment, the gradient control, the curvature shift control, the assist brake control, and the like are given as specific examples of the traveling control. However, the traveling control includes the average curvature ρave and the average gradient stored in association with the link. The present invention can be applied to any control that uses travel load information such as θave.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

80: Electronic control device (vehicle control device)

Claims (8)

A vehicle control device that divides a predetermined section of a plurality of sections specified by road map information in response to a request from predetermined traveling control, and stores traveling load information used for the traveling control for each divided section Because
A vehicle control apparatus characterized by arbitrating different division requests for different division requests of the predetermined section by a plurality of types of travel control.   Arbitration of the different division requests is to select the different division requests when the storage capacity for storing the travel load information is insufficient for each division section in which the predetermined section is divided. The vehicle control device according to claim 1.   3. The different division requests are arbitrated based on at least one of a fuel efficiency improvement effect, safety, reliability of the travel load information, and use frequency of the travel load information. The vehicle control device described.   Cancel the different split requests in order of increasing fuel efficiency, cancel the different split requests in ascending order of impact on safety, cancel the different split requests in order of low reliability, or use frequency The vehicle control device according to claim 3, wherein the different split requests are arbitrated by canceling the different split requests in ascending order.   The usage frequency is sequentially determined for each case where the travel load information is used to determine whether or not to execute the travel control, and when the travel load information is used to perform the travel control. The vehicle control device according to claim 3, wherein the vehicle control device is enhanced.   It is determined whether or not two different split requests can be viewed as the same split request, and when it is determined that the two different split requests can be viewed as the same split request, the two different split requests are shared. The vehicle control apparatus according to claim 1, wherein the different division requests are arbitrated.   When one of the two different division requests is replaced with the other, the difference between the control effects is within a predetermined range, or the change in the traveling load information is within a predetermined change, the two different divisions are performed. The vehicle control device according to claim 6, wherein it is determined that the requests can be regarded as the same division request.   When executing the travel control in which the split request is canceled by the arbitration of the different split requests, the section in which the split request is canceled is compared with the section in which the split request is not cancelled. 8. The vehicle control device according to claim 1, wherein the control gain is reduced.

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