JP7159562B2 - Vehicle control system - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control system capable of drawing up a control schedule for vehicle equipment mounted on a vehicle and controlling the vehicle equipment according to the control schedule.

For example, in Patent Document 1, when a planned travel route is determined, the amount of power consumption to be consumed for traveling on the planned travel route is estimated, and then compared with the amount of power supplied based on the charge amount of the vehicle battery. , a vehicle destination arrival estimation device for estimating whether or not it is possible to travel a planned travel route with the amount of power supplied. In order to improve the accuracy of estimating power consumption, the device of Patent Document 1 sequentially acquires the acceleration when the vehicle speed reaches that speed, and generates a speed/acceleration histogram based on the road surface conditions (slopes and curves). Separate and store. Furthermore, the flat road running power consumption per unit distance based on the actual value is stored as a running power consumption map in association with each speed range on the flat road and the acceleration information when reaching the speed range.

When the planned travel route is set, the device of Patent Document 1 first regards the entire planned travel route as a flat road, and uses a flat road speed/acceleration histogram and a travel power consumption map. , the power consumption equivalent to running on a flat road per unit distance is calculated. Furthermore, by multiplying the calculated power consumption value equivalent to traveling on a flat road per unit distance by the travel distance of the planned travel route, the predicted power consumption value necessary for travel on the planned travel route that is considered to be a flat road is calculated. . On top of that, the estimated power consumption when it is assumed to be a flat road is the uphill power consumption corrected by the addition correction coefficient based on the uphill slope information, and the downhill power consumption corrected by the regeneration correction coefficient based on the downhill slope information. By adding the road circuit regeneration power amount, the predicted running power consumption value for all the running roads is calculated.

JP 2014-202643 A

However, the destination arrival estimating device of Patent Document 1 described above is, after all, based on the predicted value of the travel power consumption consumed for traveling the scheduled travel route to the destination and the charge level information of the vehicle battery. It merely judges whether or not the destination can be reached by comparing it with the calculated predicted value of the amount of power that can be supplied.

For example, when trying to formulate a control plan for vehicle equipment (driving source) such as an engine and a motor, taking into account the speed or acceleration at which the vehicle travels on the planned route to the destination. However, it is difficult to formulate a control schedule plan with high accuracy only by taking into consideration the past performance of the vehicle. In other words, when a vehicle travels on a planned travel route, the control of vehicle equipment such as the engine and motor depends on the traffic volume of each road included in the travel route, regulations due to accidents and construction, rainfall, snowfall, temperature, etc. to be influenced. Therefore, without considering impact information such as traffic information on traffic volume of each road included in the planned driving route, regulation information on regulations due to accidents and construction, weather information on weather and temperature, etc. It is difficult to formulate a control schedule for

Therefore, it is conceivable to acquire the above-described influence information and formulate a control schedule plan for vehicle equipment based on the acquired influence information. However, if the above-described influence information cannot be acquired correctly due to, for example, a communication failure, etc., it cannot be denied that an inappropriate control schedule plan may be drawn up.

The present invention has been made in view of this point, and when formulating a control schedule plan for vehicle equipment based on influence information, it is possible to determine whether or not an appropriate control schedule plan has been formulated for the vehicle alone. It is an object of the present invention to provide a vehicle control system capable of determining.

In order to achieve the above object, the vehicle control system according to the present invention comprises:
Influence information relating to an event affecting control of vehicle equipment installed in a vehicle, which includes at least one of traffic information indicating traffic volume on each road, regulation information on each road due to accidents and construction, and weather information on each area. an acquisition unit (S140) for acquiring influence information including
a planning unit (S150) that draws up a control schedule plan for vehicle equipment based on the influence information obtained by the obtaining unit;
A control schedule utilization unit ( S210, S220) and
By comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the planned control plan, depending on whether or not there is a deviation of a predetermined reference value or more, the planned control plan for the vehicle equipment is determined. and a determination unit (S230 to S270) that determines whether is appropriate or inappropriate ,
The determination unit determines the actual control operation at a certain point in the future based on the difference between the actual control operation amount and the planned control operation amount at a certain point in the past and the difference between the current actual control operation amount and the planned control operation amount. The deviation between the operation amount and the planned control operation amount is estimated, and if the estimated future deviation is within a predetermined reference range, a predetermined difference between the transition of the actual control operation amount and the transition of the planned control operation amount is determined. It is assumed that there is no deviation greater than the reference value, and the vehicle equipment control schedule plan is determined to be appropriate. The schedule plan is determined to be inappropriate .
Further, the vehicle control system according to the present invention includes:
Influence information relating to an event affecting control of vehicle equipment installed in a vehicle, which includes at least one of traffic information indicating traffic volume on each road, regulation information on each road due to accidents and construction, and weather information on each area. an acquisition unit (S140) for acquiring influence information including
a planning unit (S150) that draws up a control schedule plan for vehicle equipment based on the influence information obtained by the obtaining unit;
A control schedule utilization unit ( S210, S220) and
By comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the planned control plan, depending on whether or not there is a deviation of a predetermined reference value or more, the planned control plan for the vehicle equipment is determined. and a determination unit (S230 to S270) that determines whether is appropriate or inappropriate,
The determination unit corrects the current planned control action amount based on the difference between the actual control action amount and the planned control action amount at a certain point in the past, and determines the corrected current planned control action amount and the actual control action amount. If the deviation is within a predetermined reference range, it is considered that there is no deviation of a predetermined reference value or more between the transition of the actual control operation amount and the transition of the planned control operation amount, and the vehicle equipment is determined to be appropriate, and if it does not fit, it is determined that there is a deviation of a predetermined reference value or more, and the vehicle equipment control schedule is determined to be inappropriate.

As described above, the vehicle control system according to the present invention acquires influence information regarding events affecting control of vehicle equipment, and based on the influence information, formulates a control schedule plan for vehicle equipment. Therefore, it is possible to formulate a highly accurate control schedule that can actually target vehicle equipment during control.

However, if the acquisition unit cannot acquire the influence information correctly, there is a possibility that the planned control plan drawn up based on the influence information will also be inappropriate. In this regard, in the vehicle control system according to the present invention, the determination unit compares the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the scheduled control plan, and determines if there is a deviation of a predetermined reference value or more. is occurring, it is configured to determine whether the vehicle equipment control schedule is appropriate or inappropriate. Therefore, even if an inappropriate control schedule plan is drafted, the vehicle alone can determine that the drafted control schedule plan is inappropriate.

The reference numbers in parentheses above merely indicate an example of correspondence with specific configurations in the embodiments to be described later in order to facilitate understanding of the present invention, and should not be construed as limiting the scope of the present invention. not intended.

In addition, technical features described in each claim of the scope of claims other than the features described above will become apparent from the description of the embodiments and the accompanying drawings, which will be described later.

BRIEF DESCRIPTION OF THE DRAWINGS It is the block diagram which showed the whole structure of the control system for vehicles by embodiment as a block diagram. FIG. 2 is a configuration diagram showing an example configuration of an in-vehicle unit mounted in each vehicle; 4 is a flow chart showing a process executed in the vehicle-mounted unit to formulate a control schedule plan. 4 is a flow chart showing processing executed in the vehicle-mounted unit when a scheduled control plan is drawn up. FIG. 10 is a flow chart showing a control plan adequacy confirmation process for confirming whether or not a drafted control plan is appropriate in the in-vehicle unit. FIG. 4 is a flow chart showing an example of a method of comparing a transition of an actual amount of control action and a transition of a planned amount of control action, and a method of calculating an index indicating the divergence between the two transitions. FIG. 10 is a flowchart showing another example of a method of comparing a transition of an actual control operation amount and a transition of a planned control operation amount, and a method of calculating an index indicating a deviation between the two transitions; FIG. After it is determined that the control schedule is appropriate, the processing that is executed to determine whether the control system that controls the movement of the vehicle is operating normally or abnormally based on the control schedule is shown. It is a flow chart. 4 is a flow chart showing processing executed in a traffic information center;

A vehicle control system according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram showing the overall configuration of a vehicle control system as a block diagram.

The vehicle control system according to the present embodiment includes vehicle units 10a and 20a mounted on vehicles 10 and 20 and a traffic information center 100, as shown in FIG. The in-vehicle units 10a and 20a acquire from the traffic information center 100 influence information regarding events affecting control of vehicle equipment in the vehicles 10 and 20, such as actual traffic conditions and weather. Based on the acquired influence information, the in-vehicle units 10a and 20a formulate control schedule plans for controlling the vehicle equipment of the vehicles 10 and 20, and present the draft control schedule plans to the occupants of the vehicles 10 and 20. Also, vehicle equipment of the vehicles 10 and 20 is controlled according to the control schedule plan.

In the following, a case will be described in which, as a control schedule plan, a control schedule plan for controlling the movement of the vehicle using various vehicle equipment when the vehicle 10 travels along the scheduled travel route to reach the destination will be described. .

An in-vehicle unit 10 a mounted in the vehicle 10 is configured to communicate with a traffic information center 100 via a communication network 110 . Communication network 110 includes public communication networks provided by telecommunications carriers, such as mobile phone networks and the Internet.

The traffic information center 100 periodically collects information indicating the actual traffic volume of each road and stores it in association with each road. The traffic volume of each road is updated each time new information is obtained. The traffic information center 100 also divides the range covering each road into a plurality of areas, and periodically collects and stores weather information (weather, temperature, humidity, etc.) for each area. The weather information for each area is also updated each time new information is acquired. Furthermore, the traffic information center 100 also stores control schedules including driving routes transmitted from the vehicles 10 and 20, respectively. However, the information that the traffic information center 100 stores as influence information is not limited to the information described above. For example, the traffic information center 100 may store, as impact information, information on the occurrence of accidents on each road, information on regulations due to construction work, and the like. Furthermore, the traffic information center 100 may collect information about the switching time of the traffic lights installed on each road and transmit it to each vehicle as influence information. In addition, instead of the single traffic information center 100 storing and transmitting all the impact information, the impact information including multiple types of information is distributed to multiple information centers and stored and transmitted. You may make it so.

When the traffic information center 100 receives the information indicating the planned travel route transmitted from the vehicle 10, the traffic information center 100 determines whether to permit or prohibit passage of the planned travel route based on the traffic conditions of each road included in the planned travel route. . For example, the traffic information center 100 may determine that the planned travel route is impassable when the traffic volume of each road included in the planned travel route is equal to or greater than a threshold. Alternatively, the traffic information center 100 predicts the future traffic volume based on not only the actual traffic volume but also the stored control schedule plan. may be determined to be impassable. Furthermore, the traffic information center 100 refers to accident information and regulation information, and if the planned travel route includes a road on which an accident has occurred or is subject to regulation, the planned travel route is impassable. You can judge. The traffic information center 100 returns to the vehicle 10 the determination result regarding whether or not the planned travel route can be passed.

When the traffic information center 100 returns to the vehicle 10 the determination result that the vehicle 10 is allowed to travel on the planned travel route, the traffic information center 100 continues to transmit the stored influence information. Specifically, the traffic information center 100 transmits the stored control schedule of other vehicles, traffic information, weather information, etc. as the influence information. However, the traffic information center 100 does not transmit all the stored information, but selects and transmits only the information related to the planned travel routes of the vehicles 10 and 20 . For example, as for the traffic information, only the traffic on each road included in the planned travel route is selected and transmitted. As for the weather information, only the weather information for the area including the planned travel route is selected and transmitted. As for the control schedules of the other vehicles, only the control schedules of the other vehicles for the scheduled travel routes overlapping at least a part of the scheduled travel routes of the vehicles 10 and 20 are selected and transmitted. Further, the traffic information center 100 may transmit the updated influence information each time the influence information related to the planned travel route is updated.

When the influence information is distributed and stored in a plurality of information centers, various forms are conceivable for the vehicle 10 to acquire the necessary influence information. For example, the information center that has determined that the planned travel route is passable may collect the impact information stored in each information center and transmit it to the vehicle 10 . Alternatively, each information center may transmit the influence information to the vehicle 10 in response to an instruction from the information center that has determined that the planned travel route is passable. Furthermore, the information center other than the information center that determines whether the planned travel route can be passed or not can, at any time, respond to a request from the vehicle 10 or update the stored information, and the related impact information in the stored impact information. You may send information.

Next, an example of the configuration of the vehicle-mounted unit 10a mounted on the vehicle 10 will be described with reference to FIG. In-vehicle units 10a and 20a having the same configuration are mounted on the vehicles 10 and 20 shown in FIG. 1, respectively.

As shown in FIG. 2, the in-vehicle unit 10a includes a communication unit 30, a periphery monitoring unit 31, a map database 32, a sensor group 33, an operation input unit 34, a display device 35, a driving force control device 36, a braking force control device 37, A steering control device 38 and a main controller 39 are provided. The communication unit 30 is for performing data communication with the traffic information center 100 via the communication network 110 . Furthermore, the communication unit 30 may be configured to be capable of performing so-called inter-vehicle communication with a communication unit of an in-vehicle unit mounted in another vehicle. The surroundings monitoring unit 31 includes sensors (cameras, millimeter wave sensors, laser sensors, ultrasonic sensors, etc.) provided at various parts of the vehicle 10, and detects obstacles (automobiles, motorcycles, pedestrians, other object), and the lane of the vehicle 10 is detected. Further, the surroundings monitoring unit 31 detects other vehicles traveling in the vicinity of the vehicle 10, such as forward vehicles, backward vehicles, and side vehicles.

The map database 32 stores road map data including road shape, road width, number of lanes, speed limit, position of stop line, position of traffic light, type of road, location and name of various facilities. The sensor group 33 detects, for example, information about the current position of the vehicle 10 as well as information about the actual behavior of the vehicle 10 such as running speed, longitudinal acceleration, steering angle, and lateral acceleration. The operation input unit 34 is used to perform input for setting the starting point, destination, and departure time of the vehicle 10, and for determining the scheduled travel route from the starting point to the destination. .

Here, the vehicle 10 is configured to be able to perform so-called automatic driving in addition to normal manual driving by the driver. A configuration for enabling automatic operation will be described below.

The main controller 39 of the in-vehicle unit 10a uses the map database 32 and the operation input unit 34 to determine the planned travel route. When the traffic information center 100 permits passage of this planned travel route, the main controller 39 controls the vehicle equipment for adjusting the movement of the vehicle 10 along the planned travel route based on the above-described influence information. Develop a control schedule plan. This scheduled control plan contains, for example, the departure time, the scheduled travel route, the target travel speed of each road included in the scheduled travel route, the stop point, the deceleration at the time of the stop, the departure acceleration from the stop point, the route Information such as transit time to a point and arrival time to a destination is included. The target travel speed for each road is determined based on the traffic information and weather information included in the influence information, as well as the road map data stored in the map database 32 .

However, the information included in the control schedule plan is not limited to this information, and may include other information. For example, the planned control plan may include the switching times of the traffic lights installed on each road of the planned travel route. If the scheduled control plan includes the switching time of the traffic light, the vehicle-mounted unit 10a can formulate the scheduled control plan so that the vehicle 10 does not stop at a red light as much as possible. Moreover, in the actual movement of the vehicle 10, the movement of the vehicle 10 may deviate from the planned control plan due to various disturbances such as interruptions by other vehicles and vehicles parked on the road. In such a case, if the control schedule includes the signal switching time, the control schedule can be slightly modified so that the vehicle 10 can pass through the traffic signal without stopping. Furthermore, based on the control schedule plan of other vehicles as the influence information, for example, the target vehicle forming a group of vehicles traveling together on a highway or the like is determined, and the information specifying the target vehicle is transferred to the control schedule plan. may be included in At that time, the control schedule plan may include a target inter-vehicle distance from the target vehicle forming the vehicle group.

When the control schedule is drawn up in this way, the main controller 39 saves the control schedule in the built-in volatile or nonvolatile memory 40 . Then, based on the control schedule stored in the memory 40, the main controller 39 presents the outline of the control schedule to the occupant of the vehicle 10 and moves the vehicle 10 according to the control schedule. It outputs control signals to the driving force control device 36 , the braking force control device 37 and the steering control device 38 . In the traffic information center 100, the influence information related to the planned travel route of the vehicle 10 is updated, and when the updated influence information is received, the main controller 39 controls the control schedule based on the updated influence information. You can modify your plan.

The display device 35 displays an overview of the planned control schedule and a road map around the vehicle 10 based on a control signal from the main controller 39 .

The driving force control device 36 controls the output of the driving source that makes the vehicle 10 run according to the control signal from the main controller 39 . For example, when the driving force control device 36 receives from the main controller 39 a control signal instructing the vehicle 10 to travel at the target traveling speed included in the control schedule of the vehicle 10, the driving force control device 36 reaches the target traveling speed of the vehicle 10. Control the output of the drive source so that it matches the running speed. Further, when the driving force control device 36 receives from the main controller 39 a control signal instructing to accelerate the vehicle 10 at the target acceleration, the driving force control device 36 controls the output of the driving source so that the acceleration of the vehicle 10 matches the target acceleration. to control. The driving source may be a normal internal combustion engine, an electric motor, or a combination of an internal combustion engine and an electric motor.

The braking force control device 37 uses the braking device to control the braking force generated in the vehicle according to a control signal from the main controller 39, regardless of the operation of the brake pedal by the driver. For example, when the braking force control device 37 receives from the main controller 39 a control signal instructing the vehicle 10 to decelerate at the target deceleration, the braking force control device 37 controls the braking force so that the deceleration of the vehicle 10 matches the target deceleration. Controls the braking force applied by the device. The steering control device 38 rotates the steering shaft of the steering device according to a control signal from the main controller 39 to control the angle of the steered wheels. For example, in the control plan, when the road of the planned travel route is a curved road, when changing lanes or turning left or right, or when it becomes necessary to avoid sudden obstacles, the main controller 39 , to the steering control device 38, a control signal for instructing a target steering angle and a steering angular velocity when the steering angle is changed to the target steering angle. The steering control device 38 controls the steering angle of the steering device according to the control signal.

In this manner, the vehicle 10 is automatically driven by the main controller 39 controlling the driving force control device 36, the braking force control device 37, and the steering control device 38 based on the control schedule. When the vehicle 10 is automatically driven, objects around the vehicle 10 are monitored by the surroundings monitoring unit 31 and detected by the road map data stored in the map database 32 and the position detection sensors of the sensor group 33 . Based on the obtained vehicle position, the current position of the vehicle 10 and the relative position with surrounding objects are grasped. When the main controller 39 determines that the vehicle 10 cannot be moved according to the control schedule due to reasons such as a high possibility of contact with surrounding objects, priority is given to the control schedule, The movement of the vehicle 10 is controlled so as to correspond to the situation at that time.

However, instead of automatically driving the vehicle 10, the vehicle-mounted unit 10a may simply present an overview of the scheduled control plan to the occupant using the display device 35. FIG. In this case, the driver of the vehicle 10 should move the vehicle 10 according to the presented control schedule plan. Alternatively, when the in-vehicle unit 10a automatically drives the vehicle 10, it is not necessary to necessarily present the scheduled control plan to the passengers including the driver.

Next, an example of specific processing executed by the vehicle-mounted unit 10a and the traffic information center 100 will be described with reference to flowcharts of FIGS. The flowcharts of FIGS. 3 to 8 show the processing executed in the vehicle-mounted unit 10a, and the flowchart of FIG. 9 shows the processing executed in the traffic information center 100. FIG. However, the process shown in the flowchart of FIG. 3 may be processed by a portable terminal or the like owned by the occupant of the vehicle 10 instead of the in-vehicle unit 10a, and the drafted control schedule may be transferred to the in-vehicle unit 10a.

In step S100 of FIG. 3, when the occupant of the vehicle 10 makes an input for setting the starting point, the destination, and the starting time, the main controller 39 refers to the road map data of the map database 32 to determine the travel schedule. A route candidate is selected and presented to the crew. The planned travel route of the vehicle 10 is set by the passenger's approval of the presented planned travel route. If the departure point is not set and input by the passenger, the departure point is set to the current location, and if the departure time is not set, the departure time is set to the current time.

In subsequent step S110, the set travel route is transmitted to the traffic information center 100. FIG. Then, in step S120, a response from the traffic information center 100 (determination result as to whether passage is permitted or not) is received. In step S130, it is determined whether the received determination result permits passage of the planned travel route or prohibits passage. If the passage is permitted, the process proceeds to step S140. If it is impassable, the process proceeds to step S170.

In step S140, from the traffic information center 100, influence information that influences control for movement of the vehicle 10 on the planned travel route is received. In step S150, a control schedule plan is drawn up based on the received influence information. As described above, the influence information includes information such as actual traffic volume and weather, as well as scheduled control plans for other vehicles. Therefore, in addition to the actual traffic volume and weather when the vehicle 10 is moving, it is possible to formulate a control schedule taking into account the conditions of other vehicles. As a result, it is possible to draw up a highly accurate control schedule plan that can be used as a target when the vehicle 10 is actually moving.

In step S<b>160 , the vehicle-mounted unit 10 a transmits the planned control plan to the traffic information center 100 . As a result, the traffic information center 100 can use the control schedule planned this time as influence information when another vehicle transmits a scheduled travel route.

On the other hand, in step S170, which is executed when receiving from the traffic information center 100 the determination result that the planned travel route is impassable, it is determined whether or not another route from the departure point to the destination can be set. For example, if one or more alternative routes different from the set travel route are presented to the crew, and one of the alternative routes is approved by the crew, it is determined that the alternative route can be set and is not approved. In this case, it can be determined that another route cannot be set. If it is determined that another route can be set, the process proceeds to step S180, and if it is determined that another route cannot be set, the process proceeds to step S190.

In step S180, another route approved by the crew member is set as the scheduled travel route, and then the processing from step S110 is repeated. On the other hand, in step S190, after waiting for a predetermined time, the process proceeds to step S110, and the planned travel route determined to be impassable is transmitted again.

The flowchart in FIG. 4 shows the processing that is executed when the scheduled control plan is drawn up in step S150 of the flowchart in FIG.

In the first step S200, it is determined whether or not it is time to start running. As described above, the departure time is set in the control schedule. If the current time matches or passes the departure time, it is determined that it is time to start running, and if the current time is before the departure time, it is determined that it is not time to start running. . When it is determined that it is time to start running, the process proceeds to step S210.

In step S210, the main controller 39 of the in-vehicle unit 10a instructs the display device 35 to present the scheduled control plan. That is, the main controller 39 transmits to the display device 35 data for presenting an overview of the control schedule plan. By presenting an outline of the control schedule plan on the display device 35, the occupant of the vehicle 10 can grasp the traveling speed, the time to reach the destination, the time to pass through the waypoints, etc. that the vehicle 10 is scheduled to travel on each road. be able to. At step S220, the main controller 39 controls movement of the vehicle 10 according to the control schedule plan. That is, in principle, the vehicle 10 is automatically driven by the vehicle-mounted unit 10a so as to move according to the control schedule.

In step S230, it is determined whether or not a disturbance has occurred with respect to running of the vehicle. For example, when another vehicle cuts in from an adjacent lane, or when there is an obstacle such as a stopped vehicle in front of the vehicle and the vehicle changes lanes to avoid the obstacle, it can be determined that a disturbance has occurred. can. However, the disturbance is not limited to this example, and any event that hinders the running of the vehicle can be the disturbance. Whether or not a disturbance has occurred may be determined based on the monitoring result of the surroundings monitoring unit 31, and the transition of the actual control operation amount of the vehicle equipment may correspond to the transition of the planned control operation amount based on the scheduled control plan. It may be determined that a disturbance has occurred by temporarily deviating from it.

If it is determined that no disturbance has occurred, the process proceeds to step S240 to store the actual control operation amount of the vehicle equipment. For example, when the vehicle equipment is the driving source, the actual running speed and running acceleration of the vehicle are stored as the control operation amount. Alternatively, the actual drive torque may be stored as the amount of control operation of the travel drive source. When the vehicle equipment is a brake device, the actual running deceleration of the vehicle is stored as the control operation amount. Alternatively, the actual braking oil pressure and braking torque may be stored as the control operation amount of the braking device. If the vehicle equipment is a steering device, the actual steering angle and the actual lateral acceleration generated by steering may be stored as the control operation amount. Further, the travel position and travel distance of the vehicle 10 with respect to the passage of time from the departure time may be stored as the actual travel motion amount of the entire vehicle equipment that controls the movement of the vehicle.

On the other hand, if it is determined that a disturbance has occurred, the process proceeds to step S250. In step S250, a fluctuation component due to disturbance in the amount of control operation is specified, and the amount of control operation from which the fluctuation component is removed is stored. As a result, it is possible to store the control operation amount from which the influence of the disturbance has been removed as the actual control operation amount of the vehicle equipment. Note that when the cumulative value of the travel position and travel distance of the vehicle 10 with respect to the passage of time from the departure time is used as the control actuation amount, the influence of the disturbance can be reduced by compensating for the deviation of the cumulative value due to the influence of the disturbance. can be removed. Alternatively, the planned control actuation amount, which is also an accumulated value, may be corrected to increase or decrease the influence of the disturbance.

Then, in step S260, the main controller 39 confirms whether or not the planned control plan is appropriate. This control schedule plan propriety confirmation process will be described later in detail based on the flowchart of FIG. In step S270, it is determined whether or not the scheduled control plan is appropriate based on the confirmation result in step S260. If it is determined to be appropriate, the process proceeds to step S280, and if determined to be inappropriate, the process proceeds to step S290.

In step S280, which is executed when the control schedule is appropriate, it is determined whether or not the vehicle 10 has reached the destination and the control schedule has been completed. If the scheduled control plan has not been completed yet, the process returns to step S210. On the other hand, when the control schedule planning is completed, the processing shown in the flowchart of FIG. 4 is terminated.

In step S290, which is executed when the control schedule is inappropriate, presentation of the control schedule to the occupants of the vehicle is stopped, and movement control of the vehicle 10 according to the control schedule is stopped. In this case, a new control schedule plan is drawn up and automatic operation is resumed, or the driver switches to manual operation.

Here, when the in-vehicle unit 10a of the vehicle 10 acquires a plurality of pieces of influence information from an external traffic information center 100 or the like by communication, for example, there is a problem in the communication unit 30 in the vehicle 10, There is a possibility that multiple pieces of influence information cannot be acquired correctly due to various factors such as communication failure. If the influence information cannot be received correctly, there is a risk that the planned control plan drawn up based on the influence information will also be inappropriate.

Therefore, in the present embodiment, the suitability confirmation processing of the scheduled control plan shown in the flowchart of FIG. 5 is performed to confirm whether or not the drafted operation schedule plan is appropriate. In particular, the present embodiment is characterized in that it is possible to confirm whether or not the scheduled control plan is appropriate even when the vehicle 10 is traveling alone. Hereinafter, the processing for confirming the suitability of the scheduled control plan will be described in detail with reference to the flowchart of FIG.

In the first step S300, the transition of the actual control operation amount of the vehicle equipment and the transition of the planned control operation amount based on the planned control plan are compared in the corresponding period. Then, in step S310, it is determined whether or not there is a deviation of a predetermined reference value or more between the transition of the actual amount of control operation and the transition of the planned amount of control operation. If there is a deviation of a predetermined reference value or more, it can be considered that the control schedule is not applied to the actual environment of the vehicle 10, so it can be determined that such a control schedule is inappropriate. Various methods are conceivable as a method of comparing the transition of the actual amount of control operation and the transition of the planned amount of control operation, and the method of calculating the index indicating the divergence between the two transitions. Some specific methods are described below.

First, the first method regarding the comparison method and the index calculation method will be described. In this first method, the actual amount of control action stored in memory 40 is read over a period of time from the most recent time to some time in the past. Then, by individually calculating the difference from the planned control action amount in the period corresponding to the read period, the transition of the actual control action amount and the transition of the planned control action amount are compared. Furthermore, by accumulating the absolute values of the individually calculated differences, an index indicating the divergence between the two transitions is calculated. When the integrated value as the index becomes equal to or greater than a predetermined reference value, it is determined that there is a deviation equal to or greater than a predetermined reference value between the transition of the actual control operation amount and the transition of the planned control operation amount. . Conversely, if the integrated value is less than the predetermined reference value, it is determined that there is no deviation greater than the predetermined reference value.

Next, a second method relating to the comparison method and index calculation method will be described using the flowchart of FIG. In this second method, as shown in FIG. 6, in the first step S400, the difference between the actual amount of control operation and the amount of planned control operation at a certain time in the past is calculated. The deviation between the actual amount of control operation calculated in step S400 and the amount of planned control operation can be calculated as a rate of deviation based on the amount of planned control operation. Alternatively, the deviation between the actual amount of control operation and the amount of planned control operation may be calculated as a deviation width corresponding to the difference between the actual amount of control operation and the amount of planned control operation.

In subsequent step S410, the deviation between the actual amount of control operation at the present time and the amount of planned control operation is calculated. In this step S410, the deviation between the actual amount of control operation and the amount of planned control operation is calculated as an index similar to the index indicating the deviation calculated in step S400. That is, when the rate of deviation is calculated in step S400, the rate of deviation is also calculated in step S410, and when the range of deviation is calculated in step S400, the range of deviation is also calculated in step S410.

Then, in step S420, based on the deviation at a certain point in the past calculated in step S400 and the current deviation calculated in step S410, the actual amount of control operation and the planned control operation at a certain point in the future are calculated. Estimate the deviation (deviation rate or deviation range) from the amount. More specifically, the divergence at a certain point in the future can be calculated by proportional calculation from the divergence at a certain point in the past and the divergence at the present point in time.

In this second method, as described above, by calculating the deviation at a certain point in the future based on the deviation at a certain point in the past and the deviation at the present time, the transition of the actual amount of control operation and the planned Contrast with the transition of the amount of control operation. Then, as an index indicating the deviation between the transition of the actual amount of control operation and the transition of the planned amount of control operation, the deviation that is estimated to occur at some point in the future is used. That is, the estimated future divergence is compared with a predetermined reference value, and it is determined whether or not the estimated future divergence falls within a reference range equal to or less than the predetermined reference value. In this way, by using the deviation at a certain point in the future to determine the degree of deviation between the transition of the actual amount of control operation and the transition of the planned amount of control operation, it is possible to detect at an early stage the occurrence of a deviation greater than or equal to the reference value. can be determined.

Next, a third method relating to the comparison method and the index calculation method will be described using the flowchart of FIG. In this third method, as shown in FIG. 7, in the first step S500, the difference between the actual amount of control operation and the amount of planned control operation at a certain time in the past is calculated. The deviation between the actual control operation amount and the planned control operation amount calculated in step S500 may be calculated as a rate of deviation based on the planned control operation amount, as in the second method described above. may be calculated as a divergence width corresponding to the difference between the amount of control operation and the amount of planned control operation.

In subsequent step S510, the current scheduled control operation amount based on the scheduled control plan is corrected based on the deviation between the actual control operation amount and the scheduled control operation amount at a certain point in the past. Specifically, in order to prevent the difference between the actual control action amount and the planned control action amount at a certain point in the past from cumulatively affecting the difference at the present time, the influence of the difference at a certain point in the past is reduced. Modify the current planned control operation amount so as to eliminate it. This third method is effective, for example, when using an index such as a vehicle running position or a running distance in which the past deviation affects the current deviation as the control operation amount of the vehicle equipment. Then, in step S520, the current planned correction control operation amount calculated in step S510 and the current actual control operation amount are compared, and an index indicating the deviation between the two is calculated.

In this third method, as described above, the actual control operation is calculated by calculating the deviation between the current control operation amount to be corrected based on the deviation at a certain time in the past and the actual control operation amount. The transition of the amount and the transition of the planned control operation amount will be contrasted. As an index indicating the deviation between the transition of the actual amount of control operation and the transition of the amount of planned control operation, the difference between the current planned amount of control operation to be corrected and the actual amount of control operation is used. That is, the difference between the current control operation amount to be corrected and the actual control operation amount is compared with a predetermined reference value, and it is determined whether or not the calculated difference falls within a reference range equal to or less than the predetermined reference value. do. Therefore, according to the third method, it is possible to determine the degree of divergence between the transition of the actual control operation amount and the transition of the planned control operation amount while suppressing the influence of the divergence at a certain point in the past.

Returning to the flowchart of FIG. 5 again, the description is continued. If it is determined in the determination processing of step S310 that there is a deviation of a predetermined reference value or more between the transition of the actual control operation amount and the transition of the planned control operation amount, the process proceeds to step S320. On the other hand, if it is determined in the determination process of step S310 that only the divergence less than the predetermined reference value has occurred, the process proceeds to step S330. In step S320, it is determined that the control schedule for controlling vehicle equipment in vehicle 10 is appropriate. On the other hand, in step S330, it is determined that the scheduled control plan for controlling vehicle equipment is inappropriate.

Next, after the main controller 39 of the in-vehicle unit 10a determines that the planned control plan is appropriate through the above-described suitability confirmation process of the planned control plan, vehicle equipment or its control system (sensor group 33, sensor group 33, The flow chart of FIG. 8 shows the processing executed to determine whether the main controller 39, driving force control device 36, braking force control device 37, steering control device 38, etc.) is operating normally or abnormally. will be described with reference to

The first step 600 is to detect the actual amount of control activity of the vehicle equipment at the present time. In detecting the actual amount of control operation, as described above, it is determined whether or not a disturbance has occurred. Preferably, the amount of control action removed is detected. In the next step S610, the current scheduled control operation amount based on the scheduled control plan is acquired. Then, in step S620, it is determined whether or not the difference between the actual amount of control operation and the amount of planned control operation is within a predetermined allowable value.

If the deviation between the actual amount of control action and the amount of planned control action is within a predetermined allowable value in the determination processing of step S620, the movement of the vehicle is controlled according to the control schedule determined to be appropriate. can be regarded as Therefore, in this case, the main controller 39 of the in-vehicle unit 10a advances to the process of step S630, and determines that the vehicle equipment that controls the movement of the vehicle 10 is normal and that the control system is normally performing control. judge.

Conversely, if the difference between the actual control operation amount and the planned control operation amount is not within the predetermined allowable value, it is determined that the planned control plan is appropriate. can be considered to be in the vehicle equipment or its control system that controls the Therefore, the main controller 39 proceeds to the process of step S640, and determines that an abnormality has occurred in the vehicle equipment or the control system of the vehicle equipment, for example, the vehicle equipment does not operate as instructed. If an abnormality occurs in the vehicle equipment or its control system, if alternative control is possible (for example, if an engine and a motor are provided as driving sources, and an abnormality occurs in either one), Perform alternate control with normal vehicle equipment.

When the planned control operation amount based on the scheduled control plan is achieved by controlling a plurality of vehicle equipment, such as when alternative control is possible, the vehicle equipment or the vehicle equipment is controlled by the main controller 39 of the vehicle-mounted unit 10a. When it is determined that there is an abnormality in the control system, for example, it may be determined which control of the vehicle equipment has an abnormality by adopting the method described below.

First, actual control operation amounts (eg, engine torque and motor torque) by a plurality of vehicle equipment (eg, engine and drive motor) are respectively detected. Then, it is determined whether or not there is a difference between the tendency of change in the actual control operation amount of each vehicle equipment and the tendency of change in the planned control operation amount. For example, when the vehicle is traveling on a flat road, the target running speed as the planned control operation amount is constant, while the engine torque is almost constant and the motor torque is decreasing, the planned control operation amount is the same as the tendency of change in the amount of control operation of the engine, but it can be determined that the tendency of change in the amount of control operation of the electric motor is different. Therefore, in this case, it can be determined that the electric motor or its control system is the cause of the abnormality. In this way, by using the tendency of change in the amount of control operation, it is possible to easily identify the vehicle equipment that caused the occurrence of the abnormality.

If the alternative control is not possible, the vehicle-mounted unit 10a may control the vehicle 10 so that only evacuation travel is possible by, for example, suppressing the vehicle speed below a predetermined upper limit speed.

Next, processing executed in the traffic information center 100 will be described with reference to the flowchart of FIG.

In the first step S700, the traffic information center 100 determines whether or not the information indicating the planned travel route transmitted from the in-vehicle unit of each vehicle has been received. If it is determined that the information indicating the planned travel route has been received, the process proceeds to step S710. In step S710, the traffic conditions of each road included in the received planned travel route are confirmed, and in step S720, based on the confirmation result, the traffic volume of each road included in the planned travel route is greater than or equal to the threshold. Determine whether or not Then, when it is determined that the traffic volume of each road included in the planned travel route is equal to or greater than the threshold value, the process proceeds to step S760 to transmit to the in-vehicle unit that the planned travel route is impassable. On the other hand, when it is determined that the traffic volume is less than the threshold, the process proceeds to step S730. As described above, the traffic information center 100 predicts the future traffic volume based on the stored control schedule in addition to the actual traffic volume. In this case, it may be determined that the planned travel route is impassable. Furthermore, the traffic information center 100 refers to accident information and regulation information, and if the planned travel route includes a road on which an accident has occurred or is subject to regulation, the planned travel route is impassable. You can judge.

In step S730, the traffic information center 100 transmits to the vehicle-mounted unit that the vehicle is permitted to travel on the planned travel route. In subsequent step S740, the saved influence information is transmitted. Specifically, the traffic information center 100 transmits traffic information, weather information, scheduled control plans for other vehicles, and the like as the influence information. The transmitted impact information also includes time period information indicating the time period when each piece of information was updated. However, the traffic information center 100 does not transmit all the stored information, but selects and transmits only the information related to the planned travel route of each vehicle. Further, when the information related to the planned travel route is updated, the traffic information center 100 may transmit the update information to the in-vehicle unit of the corresponding vehicle. Finally, in step S750, the traffic information center 100 receives the drafted operation schedule plan from the vehicle-mounted unit and stores it as part of the influence information.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be implemented in various modifications without departing from the gist of the present invention. is.

For example, in the above-described embodiment, the scheduled control plan includes the departure time, the planned travel route, the target travel speed of each road included in the planned travel route, the stop point, the deceleration when stopping, and the speed from the stop point. It includes information such as starting acceleration, transit time at a waypoint, and destination arrival time, and is for controlling vehicle equipment to be moved by the vehicle 10 . However, the content of the scheduled control plan and the vehicle equipment to be controlled are not limited to the above examples.

For example, the vehicle equipment to be controlled is a generator that generates electric power, and the scheduled control plan is designed to cover the power consumed by various vehicle equipment when the vehicle travels along the planned travel route. It may be a power generation plan by Also in this case, traffic information and weather information are acquired as influence information. Then, based on the traffic information, the running time, running speed, etc. of the vehicle 10 are estimated, and based on the weather information, the power consumption of the operating vehicle equipment (lights, winkers, wipers, air conditioners, etc.) is calculated. A power generation plan, which is a control plan, is designed so that the power consumed by each vehicle equipment can be supplied while considering the remaining power of the battery.

Further, when the vehicle 10 has an engine and a driving motor as a driving source and is automatically driven, the driving source including the engine and the driving motor is the object of control, and the driving source is generated as a control plan. A control plan regarding the driving force may be drawn up. As a result, the in-vehicle unit 10a can control the travel drive source so as to efficiently generate the drive power suitable for the shape of the planned travel route, gradient, speed limit, traffic conditions, etc. based on the control plan. becomes possible. In this case, when a sudden disturbance such as a vehicle cutting in the vehicle or a vehicle parked on the road occurs on the planned travel route, the vehicle-mounted unit 10a controls the driving force to cope with the disturbance. For example, when a vehicle cuts in, the driving force is controlled so as to secure the inter-vehicle distance from the vehicle cut in. In addition, when there is a vehicle parked on the road, the vehicle can be driven to change lanes to an adjacent lane while confirming safety, or to temporarily run in the oncoming lane to bypass the parked vehicle. It controls the driving force from the source and the steering amount from the steering device. After securing a distance from the interrupting vehicle or detouring the vehicle parked on the road, when it becomes possible to return to the control according to the control plan, the in-vehicle unit 10a resumes the driving force control according to the control plan. .

Further, the in-vehicle unit 10a may formulate a control schedule plan for controlling the air conditioner with the air conditioner as the control target, and control the air conditioner according to the drafted control schedule plan. By obtaining weather information on the temperature and weather over the entire planned travel route from an external server, etc., it is possible to formulate a control plan so that the control state of the air conditioner is in a state suitable for the conditions of the planned travel route. can. By controlling the air conditioner according to the planned control plan, even if there are changes in temperature or weather at each point along the planned driving route, a comfortable cabin environment can be created for the passengers without bothering them. can provide.

As for the control of the air conditioner, if a sudden disturbance such as a sudden change in weather or a temporary temperature change in a tunnel occurs, the vehicle-mounted unit 10a controls the air conditioner to respond to the disturbance. Control. For example, in response to a sudden change in the weather such as a torrential downpour, the air conditioner is controlled so as to respond to a decrease in outside temperature and an increase in humidity.

In the above-described embodiment and modification, an example has been described in which, when a planned travel route is determined, a planned control plan for vehicle equipment is drawn up according to the conditions of the planned travel route. However, even if the planned travel route is not determined, it is possible to formulate a planned control plan for specific vehicle equipment when the intended use of the vehicle is determined. For example, it is possible to decide to use the vehicle's battery as an emergency power source, or to use the vehicle's battery as an emergency power supply. Then, when sleeping in the car is determined as a scheduled use content, for example, a control schedule plan for the air conditioner is drawn up so that the environment in the vehicle is suitable for sleeping in the car over the time period for sleeping in the car. In addition, in order to secure the operating power supply for the air conditioner, it is possible to formulate a control plan for the engine and the generator motor. In addition, when it is decided to use the battery of the vehicle as an emergency power supply, the engine and the generator motor are controlled so that power can be supplied from the battery over the period of use of the emergency power supply. Able to plan schedules.

Even when the planned control plan for the vehicle equipment is drawn up according to the planned use contents other than the planned travel route, the planned control plan is drawn up according to the latest situation obtained from the outside. Specifically, forecast data for changes in outside air temperature while staying in the car is acquired as weather information from the outside, and an air conditioner control schedule is drawn up. When the battery of the vehicle is used as an emergency power supply, the vehicle-mounted unit 10a inputs data on the power consumption and operating time of the electrical equipment used, and based on the input data, schedules control of the engine and the generator motor. draft.

10: first vehicle, 10a: vehicle-mounted unit, 20: second vehicle, 20a: vehicle-mounted unit, 30: communication unit, 31: peripheral monitoring unit, 32: map database, 33: sensor group, 34: operation input unit, 35 : display device, 36: driving force control device, 37: braking force control device, 38: steering control device, 39: main controller, 40: memory, 100: traffic information center, 110: communication network

Claims (11)

Influence information relating to an event affecting control of vehicle equipment installed in a vehicle, which includes at least one of traffic information indicating traffic volume on each road, regulation information on each road due to accidents and construction, and weather information on each area. an acquisition unit (S140) for acquiring influence information including
a planning unit (S150) that draws up a control schedule plan for the vehicle equipment based on the influence information obtained by the obtaining unit;
Presenting the control schedule planned by the planning unit to the occupants of the vehicle, and/or controlling the vehicle equipment according to the control schedule so as to match the environment in which the vehicle is actually placed. a plan utilization unit (S210, S220);
Controlling the vehicle equipment according to whether or not a deviation of a predetermined reference value or more occurs by comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the planned control plan. a determination unit (S230 to S270) that determines whether the schedule is appropriate or inappropriate;,
The determining unit determines the actual amount of control operation at a certain point in the future based on the difference between the actual amount of control operation and the amount of planned control operation at a certain point in the past and the difference between the actual amount of control operation at present and the amount of planned control operation. estimating the deviation between the amount of control action and the amount of planned control action, and if the estimated future deviation falls within a predetermined reference range, the difference between the transition of the actual amount of control action and the transition of the planned amount of control action; It is determined that the control schedule plan for the vehicle equipment is appropriate assuming that no deviation of a predetermined reference value or more has occurred. Equipment control schedule plan is judged to be inappropriate Vehicle control system. Influence information relating to an event affecting control of vehicle equipment installed in a vehicle, which includes at least one of traffic information indicating traffic volume on each road, regulation information on each road due to accidents and construction, and weather information on each area. an acquisition unit (S140) for acquiring influence information including
a planning unit (S150) for planning a control schedule for the vehicle equipment based on the influence information obtained by the obtaining unit;
Presenting the control schedule planned by the planning unit to the occupants of the vehicle and/or controlling the vehicle equipment according to the control schedule so as to match the environment in which the vehicle is actually placed. a plan utilization unit (S210, S220);
Controlling the vehicle equipment according to whether or not a deviation of a predetermined reference value or more occurs by comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the scheduled control plan. A determination unit (S230 to S270) that determines whether the schedule is appropriate or inappropriate,
The determination unit corrects the current planned control action amount based on the difference between the actual control action amount and the planned control action amount at a certain point in the past, and corrects the corrected current planned control action amount and the actual control action. If the deviation from the amount is within a predetermined reference range, it is considered that there is no deviation of a predetermined reference value or more between the transition of the actual control operation amount and the transition of the planned control operation amount. A vehicle control system for judging that a scheduled control plan for vehicle equipment is appropriate, and if it does not fit, it is determined that the scheduled control plan for vehicle equipment is inappropriate, assuming that there is a deviation equal to or greater than a predetermined reference value. The acquisition unit, the planning unit, the control schedule plan utilization unit, and the determination unit are configured by an in-vehicle unit (10a) provided in the vehicle, and the acquisition unit of the in-vehicle unit receives the influence information as the 3. The vehicle control system according to claim 1 or 2 , wherein the information is acquired by communication from the outside of the vehicle. Further comprising a prohibition unit (S290) for prohibiting presentation of the control schedule and/or control of the vehicle equipment based on the control schedule when the determination unit determines that the vehicle control schedule is inappropriate. Item 3. The vehicle control system according to item 1 or 2 . an acquisition unit (S140) that acquires influence information regarding an event affecting control of vehicle equipment mounted on the vehicle;
a planning unit (S150) for planning a control schedule for the vehicle equipment based on the influence information obtained by the obtaining unit;
Presenting the control schedule planned by the planning unit to the occupants of the vehicle and/or controlling the vehicle equipment according to the control schedule so as to match the environment in which the vehicle is actually placed. a plan utilization unit (S210, S220);
Controlling the vehicle equipment according to whether or not a deviation of a predetermined reference value or more occurs by comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the scheduled control plan. A determination unit (S230 to S270) that determines whether the schedule is appropriate or inappropriate,
The determination unit determines the actual control operation amount at a certain point in the future based on the difference between the actual control operation amount and the planned control operation amount at a certain point in the past and the difference between the current actual control operation amount and the planned control operation amount. estimating the deviation between the amount of control action and the amount of planned control action, and if the estimated future deviation falls within a predetermined reference range, the difference between the transition of the actual amount of control action and the transition of the planned amount of control action; It is determined that the control schedule plan for the vehicle equipment is appropriate assuming that no deviation of a predetermined reference value or more has occurred. A vehicle control system that determines that the equipment control schedule is inappropriate. an acquisition unit (S140) that acquires influence information regarding an event affecting control of vehicle equipment mounted on the vehicle;
a planning unit (S150) for planning a control schedule for the vehicle equipment based on the influence information obtained by the obtaining unit;
Presenting the control schedule planned by the planning unit to the occupants of the vehicle and/or controlling the vehicle equipment according to the control schedule so as to match the environment in which the vehicle is actually placed. a plan utilization unit (S210, S220);
Controlling the vehicle equipment according to whether or not a deviation of a predetermined reference value or more occurs by comparing the transition of the actual control operation amount in the vehicle with the transition of the planned control operation amount based on the scheduled control plan. A determination unit (S230 to S270) that determines whether the schedule is appropriate or inappropriate,
The determination unit corrects the current planned control action amount based on the difference between the actual control action amount and the planned control action amount at a certain point in the past, and corrects the corrected current planned control action amount and the actual control action. If the deviation from the amount is within a predetermined reference range, it is considered that there is no deviation of a predetermined reference value or more between the transition of the actual control operation amount and the transition of the planned control operation amount. A vehicle control system for judging that a scheduled control plan for vehicle equipment is appropriate, and if it does not fit, it is determined that the scheduled control plan for vehicle equipment is inappropriate, assuming that there is a deviation equal to or greater than a predetermined reference value. 7. The vehicle control system according to any one of claims 1 to 6 , wherein the deviation between the actual amount of control operation and the amount of planned control operation is calculated as a rate of deviation based on the amount of planned control operation. 7. The vehicle according to any one of claims 1 to 6 , wherein the deviation between the actual control operation amount and the scheduled control operation amount is calculated as a deviation width corresponding to the difference between the actual control operation amount and the scheduled control operation amount. control system. When the transition of the actual control operation amount temporarily deviates from the transition of the planned control operation amount due to a disturbance, the determination unit determines, as the transition of the actual control operation amount, the control operation amount from which the fluctuation component due to the disturbance is removed. 9. The vehicle control system according to any one of claims 1 to 8 , wherein the transition of is used. After the control schedule plan for the vehicle equipment is determined to be appropriate by the determination unit, when a mismatch state between the actual control operation amount and the planned control operation amount is detected, the vehicle equipment or the vehicle equipment is controlled. 10. The vehicle control system according to any one of claims 1 to 9 , further comprising an abnormality determination section (S600 to S640) for determining that an abnormality has occurred in the system. When the planned control operation amount corresponding to the scheduled control plan is achieved by controlling a plurality of the vehicle equipment, the abnormality determination unit determines that the vehicle equipment or the control system controlling the vehicle equipment has an abnormality. and calculating actual control operation amounts by the plurality of vehicle equipment, respectively, and based on whether or not there is a difference between the tendency of change in the actual control operation amount and the tendency of change in the planned control operation amount, determining whether an abnormality has occurred. 11. The vehicle control system according to claim 10 , further comprising an equipment identification unit that identifies the vehicle equipment that is the cause.

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