JP6964060B2 - Vehicle control system - Google Patents

Description

The present invention relates to a vehicle control system.

Conventionally, a road surface information providing system has been proposed in which it is determined whether or not a plurality of slip points are integrated based on vehicle information including vehicle slip point information, and the slip information is provided to the occupants of the vehicle. (See, for example, Patent Document 1). According to the vehicle control device described in Patent Document 1, the integration means determines the integration of a plurality of slip points, and when a plurality of slip points are integrated as a result of the determination, the integrated plurality of slip points are integrated. Is provided as one slip information. As a result, it is possible to avoid being continuously provided with slip information many times, and the troublesomeness of the vehicle occupants is reduced.

In addition, a vehicle motion control device has been proposed in which the slip ratio of the drive wheels repeats overshoot / undershoot near the target slip ratio by TCS control, and the fluctuation of vehicle behavior caused by changes in the cornering power of the front and rear wheels is suppressed. (See, for example, Patent Document 2). According to the vehicle control device described in Patent Document 2, the vehicle is configured to rewrite the constants corresponding to the cornering power of the front and rear wheels among the vehicle specifications of the own vehicle based on the slip ratio information and the load transfer amount information. Suppresses fluctuations in behavior.

JP-A-2010-266925 Japanese Unexamined Patent Publication No. 8-085471

In order to suppress slip as described in the above-mentioned publication, for example, in a vehicle, switching between two-wheel drive and four-wheel drive is performed by using hydraulic pressure by an electric pump. In such a vehicle, two-wheel drive and four-wheel drive are performed. When switching to wheel drive, if the control of switching is started after passing the slip point and starting to slip, it takes time from the start of control of switching to the completion of switching from two-wheel drive to four-wheel drive. It takes.

The present invention has been made in view of the above, and an object of the present invention is to perform the switching in a vehicle for switching between two-wheel drive and four-wheel drive without delay in accordance with the timing when the vehicle passes a slip point. Is to provide a vehicle control system capable of.

(1) The present invention comprises an electric pump (for example, EOP65 described later) that switches between two-wheel drive and four-wheel drive in a vehicle, and an automatic operation control unit (for example, an automatic operation control unit) that automatically controls the vehicle including the electric pump. A vehicle control system including an automatic driving control unit 11) described later, wherein the automatic driving control unit includes an action plan generation unit (for example, an action plan generation unit 115 described later) for formulating an action plan and the action. According to the plan, a standby necessity determination unit (for example, a standby necessity determination unit 12 described later) that determines whether or not it is necessary to perform standby for switching from two-wheel drive to four-wheel drive, and When the standby necessity determination unit determines that the standby needs to be performed, the standby state control unit (for example, the standby state control unit 13 described later) that puts the electric pump in the standby state and the action plan A vehicle control system (for example, a vehicle control system 1 described later) including a drive switching unit (for example, a drive switching unit 14 described later) for switching from two-wheel drive to four-wheel drive by the electric pump.

(2) The present invention is a vehicle control system including an automatic driving control unit that automatically controls the vehicle including switching between two-wheel drive and four-wheel drive in the vehicle, and the automatic driving control unit is an action plan. The action plan generation unit that formulates the above, the standby necessity determination unit that determines whether or not it is necessary to perform standby for switching from two-wheel drive to four-wheel drive according to the action plan, and the above. When the standby necessity determination unit determines that the standby needs to be performed, the standby state control unit that performs the standby for switching from the two-wheel drive to the four-wheel drive, and the two-wheel drive according to the action plan. It is a vehicle control system including a drive switching unit that switches from drive to four-wheel drive.

(3) In the vehicle control system of (1) or (2), the standby necessity determination unit performs the standby necessity determination unit in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit. It is preferable to determine whether or not the standby needs to be performed.

(4) In the vehicle control system of (3), the standby state control unit performs the standby in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit. Is preferable.

According to the present invention, it is possible to provide a vehicle control system capable of performing the switching in a vehicle that switches between two-wheel drive and four-wheel drive without delay in accordance with the timing at which the vehicle passes the slip point.

It is a figure which shows the structure of the vehicle control system which concerns on one Embodiment of this invention. It is a flowchart which shows the procedure of the processing of the driving control part in the vehicle during automatic driving.

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

FIG. 1 is a diagram showing a configuration of a vehicle control system 1.
The vehicle on which the vehicle control system 1 according to the present embodiment is mounted is, for example, an engine (drive source) mounted horizontally on the front portion of the vehicle, an automatic transmission installed integrally with the engine, and an engine. It is composed of a four-wheel drive vehicle (not shown) including a power transmission mechanism (not shown) that distributes the driving force for driving the front wheels (not shown) to the rear wheels (not shown). As will be described in detail later, the vehicle control system 1 according to the present embodiment has a configuration capable of automatically controlling the driving of the vehicle, and enables automatic driving equivalent to level 3 specified by the Ministry of Land, Infrastructure, Transport and Tourism. ..

As shown in FIG. 1, the vehicle control system 1 includes an ECU 10, an external sensing device 20, an HMI (Human Machine Interface) 30, a navigation device 40, a vehicle sensor 50, an EPS (Electric Power Steering) 61, and the like. It includes a VSA (Vehicle Stability Assist) 62, an ESB (Electric Servo Brake) 64, a driving force output device 71, a brake device 72, and a steering device 73.

The outside world sensing device 20 includes a camera 21, a radar (Radar) 22, and a lidar (Lidar) 23.

At least one camera 21 is provided at an arbitrary position of the own vehicle, and images the surroundings of the own vehicle to acquire image information. The camera 21 is a monocular camera or a stereo camera, and for example, a digital camera using a solid-state image sensor such as a CCD or CMOS is used.

At least one radar 22 is provided at an arbitrary position of the own vehicle, and detects the position (distance and direction) of an object existing around the own vehicle. Specifically, the radar 22 irradiates an electromagnetic wave such as a millimeter wave around the vehicle, and detects the position of the object by detecting the reflected wave reflected by the object.

At least one rider 23 is provided at an arbitrary position of the own vehicle, and detects the position (distance and direction) and the property of an object existing around the own vehicle. Specifically, the rider 23 irradiates the surroundings of the vehicle with electromagnetic waves having a wavelength shorter than millimeter waves (electromagnetic waves such as ultraviolet light, visible light, and near-infrared light) in a pulsed manner, and the irradiated electromagnetic waves are generated by an object. By detecting the scattered scattered waves, the position and properties of an object existing at a distance farther than the radar 22 are detected.

The outside world sensing device 20 functions as an advanced driver assistance system (ADAS). Specifically, the external world sensing device 20 comprehensively evaluates each information acquired by the above-mentioned camera 21, radar 22, rider 23, etc. by the sensor fusion technology, and more accurate information will be described in detail later. Output to ECU 10.

The HMI 30 is an interface that presents various information to the driver and the like and accepts input operations by the driver and the like. The HMI 30 includes, for example, a display device (not shown), a seatbelt device, a steering wheel touch sensor, a driver monitor camera, various operation switches, and the like.

The display device is, for example, a touch panel type display device that displays an image and accepts an operation by a driver or the like. The seatbelt device includes, for example, a seatbelt pretensioner, and vibrates the seatbelt when switching from automatic driving to manual driving is executed without the driver's will, for example, due to a vehicle failure or the like. Notify and warn the driver. The steering wheel touch sensor is provided on the steering wheel of the vehicle and detects the driver's contact with the steering wheel and the pressure at which the driver grips the steering wheel. The driver monitor camera captures the driver's face and upper body. The various operation switches are configured to include, for example, a GUI type or mechanical type automatic operation changeover switch for instructing the start and stop of automatic operation. Further, the HMI 30 may include various communication devices having a communication function with the outside.

The navigation device 40 includes a GNSS (Global Navigation Satellite System) receiving unit 41, a routing unit 42, and a navigation storage unit 43. Further, the navigation device 40 includes a display device, a speaker, an operation switch, and the like for the driver and the like to use the navigation device 40 in the above-mentioned HMI 30.

The GNSS receiving unit 41 identifies the position of the vehicle based on the received signal from the GNSS satellite. However, the position of the vehicle may be specified by the information acquired from the vehicle sensor 50 described in detail later.

The route determination unit 42 describes the route from the position of the own vehicle specified by the GNSS reception unit 41 to the destination input by the driver or the like in the navigation storage unit 43 which will be described in detail later. To determine by referring to. The route determined by the route determining unit 42 is guided to the driver or the like by the display device, the speaker, or the like in the HMI 30 described above.

The navigation storage unit 43 stores highly accurate map information MPU (Map Position Unit). Map information includes, for example, road type, number of lanes, emergency parking zone position, lane width, road slope, road position, lane curve curvature, lane confluence and branch point position, road sign, etc. Information, intersection position information, presence / absence information of traffic lights, stop line position information, traffic congestion information, other vehicle information, slip points (slip points), etc. are included.

The navigation device 40 may be composed of a terminal device such as a smartphone or a tablet terminal, for example. Further, the navigation device 40 is provided with various cellular networks (not shown), an in-vehicle dedicated communication unit TCU (Telematics Communication Unit), and the like, and can transmit and receive to and from a cloud server and the like. As a result, the vehicle position information and the like are transmitted to the outside, and the above-mentioned map information is updated at any time.

The vehicle sensor 50 includes a plurality of sensors for detecting various behaviors of the own vehicle. For example, the vehicle sensor 50 includes a speed sensor that detects the speed (vehicle speed) of the own vehicle, a wheel speed sensor that detects the speed of each wheel of the own vehicle, and a front-rear acceleration sensor that detects the acceleration / deceleration of the own vehicle. It includes a lateral acceleration sensor that detects the lateral acceleration of the vehicle, a yaw rate sensor that detects the yaw rate of the own vehicle, an orientation sensor that detects the direction of the own vehicle, a gradient sensor that detects the gradient of the own vehicle, and the like.

Further, the vehicle sensor 50 includes a plurality of sensors that detect the operation amount of various operation devices. For example, the vehicle sensor 50 includes an accelerator pedal sensor that detects the amount of depression (opening) of the accelerator pedal, a steering angle sensor that detects the amount of operation (steering angle) of the steering wheel, and a torque sensor that detects the steering torque. It is equipped with a brake pedal sensor that detects the amount of depression of the brake pedal, a shift sensor that detects the position of the shift lever, and the like.

EPS61 is a so-called electric power steering device. The EPS 61 includes an EPS / ECU (not shown), and changes the direction of the wheels (steering wheels) by controlling the steering device 73 described later in accordance with a control command output from the ECU 10 described in detail later.

The VSA 62 is a so-called vehicle behavior stabilization control device. The VSA62 is equipped with a VSA / ECU (not shown), and has an ABS function that prevents the wheels from locking during braking operation, a TCS (traction control system) function that prevents the wheels from slipping during acceleration, and suppresses sideslip during turning. It has a function and a function of performing emergency braking control regardless of the driver's braking operation when the own vehicle collides. In order to realize these functions, the VSA 62 supports the stabilization of the behavior of the vehicle by adjusting the braking hydraulic pressure generated in the ESB 64 described later.

Specifically, the VSA 62 controls the brake device 72, which will be described later, based on the vehicle speed, steering angle, yaw rate, lateral acceleration, etc. detected by the vehicle speed sensor, steering angle sensor, yaw rate sensor, and lateral acceleration sensor described above. Specifically, by controlling the hydraulic pressure unit that supplies the brake hydraulic pressure to the brake cylinders of the front, rear, left, and right wheels, the braking force of each wheel is individually controlled to improve the running stability.

The ESB 64 includes an ESB / ECU (not shown), and generates a braking force on the wheels by controlling the brake device 72 described later in accordance with a control command output from the ECU 10 described in detail later.

The EOP65 (electric oil pump) drives a clutch (not shown) provided in the power transmission mechanism to switch whether the driving force from the engine is distributed to the rear wheels (not shown) or not. The hydraulic oil is supplied to the clutch by driving the EOP65, and the clutch is driven by the hydraulic oil generated by the hydraulic oil. When the clutch is engaged (connected), the driving force from the engine is distributed to the rear wheels (not shown). When the clutch is released (disengaged), the driving force from the engine is not distributed to the rear wheels.

As the EOP65, for example, a positive displacement pump, for example, an inscribed gear pump is used. A motor (not shown) connected to the EOP65 is PWM-controlled (duty-controlled) based on a command from the ECU 10, so that oil is supplied from the EOP65 to the piston chamber in the clutch via the oil passage. As a result, the piston pressure required to engage the clutch is secured, and the clutch is engaged (connected) by driving the piston.

The driving force output device 71 is composed of an engine (driving source) or the like that is a driving source of the own vehicle. The driving force output device 71 generates a traveling driving force (torque) for the own vehicle to travel according to a control command output from the ECU 10 described in detail later, and transmits the traveling force (torque) to each wheel via a transmission.

The brake device 72 is composed of, for example, an electric servo brake that also uses a hydraulic brake. The braking device 72 brakes the wheels according to a control command output from the ECU 10 described in detail later.

The steering device 73 is controlled by the EPS 61 described above to change the direction of the wheels (steering wheels).

Next, the ECU 10 included in the vehicle control system 1 according to the present embodiment will be described in detail.
As shown in FIG. 1, the ECU 10 includes an automatic operation control unit 11, a standby necessity determination unit 12, a standby state control unit 13, and a drive switching unit 14.

The automatic operation control unit 11 includes a first CPU 111 and a second CPU 112.

The first CPU 111 includes an outside world recognition unit 113, a vehicle position recognition unit 114, an action plan generation unit 115, and an abnormality determination unit 116.

The outside world recognition unit 113 recognizes an object (recognition target object) in the outside world and recognizes its position based on various information acquired by the above-mentioned outside world sensing device 20. Specifically, the outside world recognition unit 113 recognizes obstacles, road shapes, traffic lights, guardrails, utility poles, surrounding vehicles (including running states such as speed and acceleration, parking states), lane marks, pedestrians, and the like. Recognize the position of.

The own vehicle position recognition unit 114 recognizes the current position and posture of the own vehicle based on the position information of the own vehicle measured by the navigation device 40 described above and various sensor information detected by the vehicle sensor 50 described above. do. Specifically, the own vehicle position recognition unit 114 recognizes the traveling lane in which the own vehicle is traveling by comparing the map information with the image acquired by the camera 21, and the own vehicle with respect to the traveling lane. Recognize relative position and orientation.

The action plan generation unit 115 generates an action plan for automatic driving until the own vehicle reaches the destination or the like. Specifically, the action plan generation unit 115 determines the situation and surroundings of the own vehicle based on the outside world information recognized by the above-mentioned outside world recognition unit 113 and the own vehicle position information recognized by the above-mentioned own vehicle position recognition unit 114. An action plan for automatic driving is generated so that the vehicle can travel on the route determined by the route determination unit 42 described above while responding to the situation.

Specifically, the action plan generation unit 115 generates a target track on which the own vehicle will travel in the future. More specifically, the action plan generation unit 115 generates a plurality of candidates for the target trajectory, and selects the optimum target trajectory at that time from the viewpoint of safety and efficiency. The target trajectory also contains information about slip-prone slip points such as snow and uphill slopes. Further, when the action plan generation unit 115 determines that the occupant or the own vehicle is in an abnormal state in the abnormality determination unit 116 described in detail later, for example, the action plan generation unit 115 places the own vehicle in a safe position (emergency parking zone, Generate an action plan to stop at the roadside zone, shoulder, parking area, etc.).

The abnormality determination unit 116 determines whether or not at least one of the driver and the own vehicle is in an abnormal state. The abnormal state of the driver is, for example, deterioration of physical condition, and includes a state in which the occupant is sleeping and a state in which the driver is unconscious due to illness or the like. Further, the abnormal state of the own vehicle is a failure of the own vehicle or the like.

Specifically, the abnormality determination unit 116 determines the driver's abnormality state by analyzing the image acquired by the driver monitor camera described above. Further, when the abnormality determination unit 116 is forcibly switched from automatic driving to manual driving without the intention of the driver due to, for example, a failure of the own vehicle, the driver receives a display, voice, vibration of the seat belt, or the like. If the driver's manual driving operation is not detected even though the warning has been notified to the driver more than a predetermined number of times, it is determined that the driver is in an abnormal state. The driver's manual operation is detected by the above-mentioned steering wheel touch sensor, accelerator pedal sensor, brake pedal sensor and the like.

Further, the abnormality determination unit 116 detects the presence or absence of a failure of the own vehicle based on various sensor information acquired by the vehicle sensor 50 or the like described above, and if the failure is detected, the own vehicle is in an abnormal state. Is determined.

The second CPU 112 includes a vehicle control unit 117. The vehicle control unit 117 constituting the second CPU 112 is input with the outside world information, the own vehicle position information, the action plan, and the abnormality information acquired by the first CPU 111 described above.

The vehicle control unit 117 starts / stops the automatic driving in response to the automatic driving start / stop signal input from the above-mentioned automatic driving changeover switch. Further, the vehicle control unit 117 drives the vehicle through the above-mentioned EPS61, VSA62, ESB64, EOP65, etc. so that the own vehicle travels at the target speed along the target trajectory generated by the action plan generation unit 115. It controls the output device 71, the brake device 72, and the steering device 73.

The standby necessity determination unit 12 determines whether or not it is necessary to perform standby for switching from the two-wheel drive to the four-wheel drive according to the action plan formulated by the action plan generation unit 115. Specifically, if the target trajectory in the formulated action plan contains information on slip-prone slip points such as snowfall and climbing slopes, change from two-wheel drive to four-wheel drive at these points. It is determined that the EOP65 needs to be in the standby state described later in order to switch.

The standby state control unit 13 controls the EOP 65 to be in the standby state when the standby necessity determination unit 12 determines that the standby state needs to be performed. Specifically, the motor connected to the EOP65 is PWM-controlled (duty-controlled) based on the command of the ECU 10, so that the EOP65 starts to be driven. As a result, oil is supplied from EOP65 to the piston chamber (not shown) in the clutch via the oil passage. As a result, the piston pressure required to engage the clutch is secured, the piston (not shown) is instantly driven, the clutch is engaged (connected), and the standby state is established.

The drive switching unit 14 controls switching from two-wheel drive to four-wheel drive by EOP65 in accordance with the action plan formulated by the action plan generation unit 115. Specifically, the solenoid valve (not shown) provided in the oil passage between the EOP65 and the piston chamber in the clutch is closed and the motor connected to the EOP65 is driven to increase the oil pressure in the oil passage. As a result, the oil pressure in the piston chamber in the clutch rises, the piston is driven, and the clutch is engaged (connected).

Next, FIG. 2 relates to the control executed by the vehicle control system 1 of the present embodiment having the above configuration, which is the operation control of the vehicle when switching from the two-wheel drive to the four-wheel drive during the automatic driving of the vehicle. Will be described in detail with reference to.
FIG. 2 is a flowchart showing a processing procedure of the automatic driving control unit 11 in the vehicle during automatic driving.

First, before the vehicle is automatically driven, the action plan generation unit 115 formulates an action plan for automatic driving and selects an optimum target trajectory. The optimum target trajectory selected in the automatic driving action plan formulated by the action plan generation unit 115 also includes information on slip points such as snowfall and climbing slopes, and whether or not standby is necessary. The determination unit 12 determines in advance whether or not each of these slip points needs to be in the standby state before the automatic driving of the vehicle.

In step S1, the ECU 10 sets the standby necessity determination unit 12 to stand by the standby necessity determination unit 12 at a position where the standby necessity determination unit 12 is scheduled to pass after a predetermined time from the current position where the vehicle is traveling by automatic driving. Determine if it is determined that the condition needs to be set. Here, the predetermined time is a time equal to or longer than the time required from the state in which the EOP65 is not in the standby state to the state in which the EOP65 is put into the standby state. If this determination is YES, the process proceeds to step S2, and if NO, the process proceeds to step S5.

In step S2, the ECU 10 determines whether or not the preparation for switching from the two-wheel drive to the four-wheel drive is completed. Specifically, the EOP65 has already started to be driven, whereby oil is supplied from the EOP65 to the piston chamber in the clutch via the oil passage, the piston pressure required for engaging the clutch is secured, and the piston is instantaneously started. Determines whether or not is in the standby state, which is a driveable state. If this determination is YES, the process proceeds to step S3, and if NO, the process proceeds to step S4.

In step S3, the drive switching unit 14 controls switching from two-wheel drive to four-wheel drive. Specifically, the drive switching unit 14 closes the solenoid valve provided in the oil passage between the EOP65 and the piston chamber in the clutch and drives the motor connected to the EOP65 to drive the piston chamber in the clutch. The oil pressure is increased to drive the piston to engage (connect) the clutch. After control, this process ends.

In step S4, the standby state control unit 13 controls the standby state. That is, the standby state control unit 13 puts the EOP 65 in the standby state in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit 115. After control, this process ends.
In step S5, the drive switching unit 14 controls to maintain the two-wheel drive state. Specifically, the drive switching unit 14 maintains the state in which the motor connected to the EOP65 is stopped, maintains the state in which the oil pressure in the piston chamber in the clutch does not rise, and releases the clutch ( Controls to maintain the disconnected state. As a result, the rear wheels are maintained in a state of being completely separated from the front wheels and the drive source. After control, this process ends.

According to the vehicle control system 1 according to the present embodiment described above, the following effects are achieved.

In the vehicle control system 1 according to the present embodiment, the automatic driving control unit 11 has an action plan generation unit 115 for formulating an action plan and a standby for switching from two-wheel drive to four-wheel drive according to the action plan. Standby state control unit that sets EOP65 to the standby state when it is determined by the standby necessity determination unit 12 that determines whether or not it is necessary to perform standby and the standby necessity determination unit 12 determines whether or not the operation needs to be performed. A drive switching unit 14 for switching from two-wheel drive to four-wheel drive by EOP65 according to the action plan is provided.
As a result, the EOP65 can be put into a standby state in advance before the vehicle passes a slip point that is easily slipped such as snow or an uphill, so that when the vehicle passes the slip point, the two-wheel drive to the four-wheel drive Switching to can be performed without delay in timing. For this reason, when switching from two-wheel drive to four-wheel drive after slipping, it takes time to switch to the standby state, so switching from two-wheel drive to four-wheel drive is required. It took a long time, but it is possible to avoid such a long time.
In addition, since it is not necessary to use four-wheel drive other than the slip point, friction is reduced and running performance during automatic driving is guaranteed by actively using two-wheel drive until just before the slip point based on the action plan. At the same time, it is possible to improve fuel efficiency and cruising range.

Further, in the present embodiment, the standby necessity determination unit 12 determines whether or not it is necessary to perform standby in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit 115. I do.
As a result, it is possible to recognize in advance that the EOP65 needs to be in the standby state at the slip point before the vehicle reaches the slip point, and it is possible to predict the timing at which the vehicle should be in the standby state.

Further, in the present embodiment, the standby state control unit 13 puts the EOP 65 in the standby state in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit 115.
This makes it possible to put the EOP65 in the standby state before the vehicle reaches the slip point, and when the vehicle reaches the slip point, it is possible to instantly switch from two-wheel drive to four-wheel drive. It becomes.

The present invention is not limited to the above-described embodiment, and modifications, improvements, and the like within the range in which the object of the present invention can be achieved are included in the present invention.

For example, in the above embodiment, the vehicle equipped with the vehicle control system 1 includes an engine (drive source) horizontally mounted on the front portion of the vehicle, an automatic transmission installed integrally with the engine, and front wheels from the engine. It is composed of a four-wheel drive vehicle (not shown) provided with a power transmission mechanism that distributes the driving force for driving (not shown) to the rear wheels (not shown), but is not limited to this configuration.
For example, it may be composed of a four-wheel drive electric vehicle provided with a so-called in-wheel motor in which an output shaft is directly connected to each of the wheels of four drive wheels. In this case, the standby state means that the rotation speed of the in-wheel motor that was not driven in the two-wheel drive state is matched with the rotation speed of the in-wheel motor that was driven in the two-wheel drive state. Means. After adjusting the rotation speeds in this way, the clutch is engaged (connected), and the in-wheel motor that was not driven in the two-wheel drive state is used to drive the vehicle to switch to the four-wheel drive.

Further, in the present embodiment, the two-wheel drive is switched to the four-wheel drive according to the action plan, but the present invention is not limited to this. For example, when the front wheels or the rear wheels slip, the two-wheel drive may be switched to the four-wheel drive.

1 Vehicle control system 11 Automatic operation control unit 12 Standby necessity judgment unit 13 Standby state control unit 14 Drive switching control unit 65 EOP (electric pump)
115 Action plan generator

Claims (4)

An electric pump that switches between two-wheel drive and four-wheel drive in a vehicle,
A vehicle control system including an automatic driving control unit that automatically controls the vehicle including the electric pump.
The automatic operation control unit
The action plan generation department that formulates an action plan,
A standby necessity determination unit that determines whether or not it is necessary to perform standby for switching from two-wheel drive to four-wheel drive according to the action plan.
When the standby necessity determination unit determines that the standby needs to be performed, the standby state control unit that puts the electric pump in the standby state and the standby state control unit.
A vehicle control system including a drive switching unit that switches from two-wheel drive to four-wheel drive by the electric pump according to the action plan. A vehicle control system including an automatic driving control unit that automatically controls the vehicle including switching between two-wheel drive and four-wheel drive.
The automatic operation control unit
The action plan generation department that formulates an action plan,
A standby necessity determination unit that determines whether or not it is necessary to perform standby for switching from two-wheel drive to four-wheel drive according to the action plan.
When the standby necessity determination unit determines that the standby needs to be performed, the standby state control unit that performs the standby for switching from the two-wheel drive to the four-wheel drive, and the standby state control unit.
A vehicle control system including a drive switching unit that switches from two-wheel drive to four-wheel drive according to the action plan. The claim that the standby necessity determination unit determines whether or not the standby needs to be performed in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit. 1 or the vehicle control system according to claim 2. The vehicle control system according to claim 3, wherein the standby state control unit performs the standby in advance before the vehicle reaches the slip point included in the action plan formulated by the action plan generation unit.

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