JP2002285905A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a state of a vehicle to safely transit in a fail safe state, when abnormalities occur in information communications between component control portions mounted on the vehicle. SOLUTION: In this vehicle control system, when an abnormality occurs in a communications state between a hybrid control portion and an engine control portion, the engine control portion specifies the present operating state of the vehicle and a target state as control target, depending on plural operating states of the vehicle previously set based on plural control parameters. The control portion specifies, in stepwise manner, a suitable transition path, based on previously set priority from plural transition paths for transiting the operating state of the vehicle from between the present operating state to the target state, and controls the engine, in accordance with the specified transition path. The smaller the load and shock onto the vehicle at a state transition time in is in the transition path, the higher in priority the transition path is, so that devices are protected at fail/safe processings, and the safety of a driver is ensured.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control system for cooperatively controlling a plurality of components mounted on a vehicle, such as an engine, a transmission and a brake device, and more particularly, to an obstacle to information transmission between the components. The present invention relates to a vehicle control system capable of stably shifting a vehicle to a fail-safe state when the vehicle comes.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle has been receiving attention in which the output of an engine (internal combustion engine) and the output of an electric motor are combined by a power transmission mechanism and transmitted to a drive shaft of wheels to increase energy transmission efficiency. I have.

In this hybrid vehicle, a plurality of electronic control units (hereinafter, referred to as "ECUs") for controlling a plurality of components of the vehicle are configured to be able to transmit information to each other via a communication line. Cooperative control using transmission information from

[0004] Specifically, a hybrid ECU that controls an electric motor and calculates an engine output value necessary for cooperatively operating the electric motor and the engine.
The hybrid ECU transmits an engine output command value to the engine ECU that controls the engine via the communication line. In response, the engine ECU calculates control amounts such as a throttle opening, a fuel injection amount, and an ignition timing, and optimally controls the engine based on the calculated control amounts.

[0005] As described above, since each ECU such as the hybrid ECU and the engine ECU exchanges transmission information via the communication line and controls the corresponding components, an error occurs in the communication system. Measures also needed to be prepared. Conventionally, as such a measure, for example, when the engine ECU determines that normal transmission information cannot be obtained from the hybrid ECU, a command to receive a fail-safe value prepared in advance from the hybrid ECU by communication is provided. Switching to fail-safe operation by replacing with a value.

[0006]

However, in such a method, a fail-safe value uniquely determined regardless of the operation state of the vehicle is instantaneously set at the time of occurrence of an abnormality, so that the following problem arises. Was.

For example, in a design in which a fail-safe value for stopping the engine when an abnormality occurs is set, it is difficult to move the vehicle to a target place when limp-home operation is required. There is a problem that it is difficult to continue driving (for example, to keep the function of an air conditioner or the like).

Further, since the behavior of the vehicle in the process of reaching the fail-safe state is not taken into consideration, the driver may stop the engine even from a high-load, high-speed running state, or suddenly change the state of the transmission. Therefore, it is necessary to improve the safety from the viewpoint of ensuring safety and avoiding damage to various mechanisms mounted on the vehicle.

The above problems occur not only in the above-described hybrid vehicle but also in a conventional vehicle in which the driving source is constituted only by an engine. The present invention has been made in view of such a problem, and in a vehicle control system that performs cooperative control of a plurality of components mounted on a vehicle, information transmission between the component control units has an abnormality. In such a case, an object is to enable a safe transition to a fail-safe state.

[0010]

In view of the above-mentioned problems, in the vehicle control system according to the first aspect, a plurality of component control units are configured to be able to transmit information to each other via a communication line. By using the transmission information received from the component control unit, each component can be cooperatively controlled with each other.

[0011] At least one of the component control units is provided for safely transiting to a fail-safe state when normal transmission information from another component control unit cannot be obtained via the communication line. Means. Here, “when normal transmission information cannot be obtained from another component control unit” means that when the communication line has failed (failed), the other component control unit has failed. Or a case where individual state quantities (such as output values from sensors) managed by other component control units cannot be obtained for some reason.

That is, in the component control unit, first, the state detecting means uses the control status of the component control unit, transmission information obtained from another component control unit immediately before the occurrence of an abnormality, and the like to determine the current vehicle. Detects the operating state of. If it cannot be detected, it is estimated.

Subsequently, the transition route specifying means detects the vehicle operating state detected or estimated by the state detecting means from a plurality of operating states of the vehicle preliminarily represented based on a plurality of control parameters. A target state to be a control target is specified from the operation state. "Parameter" here
Means a predetermined control object expressing the state of the vehicle, and a plurality of "operation states" are set by further dividing the control amount of the control object in a stepwise manner. For example, as shown in an example described later, "vehicle speed"
If "engine output" and "reduction ratio" are set and the control amounts are set to "high", "medium" and "low", "operation state" can be set in 27 ways. The individual “operation states” are set with a certain width so that the state of the vehicle corresponds to any one of the operation states.

The term "control target" as used herein means, for example, that the vehicle running at high or medium speed is brought into a low-speed running state to move it to the shoulder of the road, or when the vehicle is running at a low speed and running up a hill. For example, the speed reduction ratio is increased while the output is kept high, and the conditions are set in advance by considering various driving conditions and control conditions of the vehicle.

[0015] The transition route specifying means is adapted to select an appropriate transition route from a plurality of transition routes set in advance in order to cause the vehicle to gradually transition from the current operating state to the target state based on a predetermined priority. Specified transition path. That is,
In order to make a transition from the plurality of operation states to another operation state, a method of changing only the control amount while making the control object the same, or a method of changing the control amount while changing the control object can be adopted. For this reason, each operation state is linked to another plurality of operation states having different control targets. On the other hand, in the case of transition with the same control target, the control amount is linked so as to transition stepwise in order to stably transition the behavior of the vehicle. For this reason, a plurality of transition paths are set from the current operation state to the target state.

The transition path specifying means specifies, based on a predetermined priority, which transition path is appropriate to transition to the next operation state in each operation state, and repeats this processing stepwise. Then, the control means controls the corresponding components stepwise according to the transition path specified by the transition path specifying means, thereby causing the vehicle to transition to the target state.

According to this configuration, when an abnormality occurs in the communication state between the component control units, stepwise control is performed in consideration of the vehicle state, so that the vehicle state gradually changes toward the fail-safe state. Transitions to. For this reason, it is possible to effectively prevent a sudden load on the vehicle and the occurrence of a shock associated therewith as in the related art, and it is possible to ensure the safety of the driver.

The above means may be provided in each of the plurality of component control units, but from the viewpoint of reducing the processing load on each of the component control units and realizing efficient vehicle control. The setting may be limited. However,
Even in such a case, it is desirable to provide the above-described units for an engine control unit that controls the engine and a transmission control unit that controls the transmission as the constituent elements. This is because these control units are considered to be the minimum necessary for running the vehicle, and therefore, it is highly necessary to execute the above-described fail-safe processing.

Further, among a plurality of components of the vehicle, the engine and the transmission are closely related in the control thereof, so that when the communication line fails, the information transmission path between the engine control unit and the transmission control unit is cut off. If it is, it becomes difficult to continue stable vehicle control.

Therefore, as set forth in claim 3, the engine control unit and the transmission control unit are configured as one integrated control unit connected to each other via a predetermined signal line, and the integrated control unit is configured as described above. It is preferable to connect to a communication line. Specifically, the engine control unit and the transmission control unit are mounted on the same wiring board,
It is conceivable that both control units are connected by a signal line on a wiring board.

According to this configuration, even if the communication line (disposed outside the wiring board) fails, the integrated control unit can function independently, and the engine control unit and the transmission control unit can be connected to each other. This is because it is possible to perform cooperative control with each other. In other words, the engine output and the reduction ratio can be associated with each other to make a transition to the fail-safe state, and the effect of reducing the shock to the vehicle can be favorably obtained.

Further, the vehicle control system according to the present invention can be applied to a hybrid vehicle. In this case, a hybrid control unit is provided as the component control unit in addition to the engine control unit and the transmission control unit. The hybrid control unit controls the electric motor as a component, and calculates the engine output value used by the engine control unit for cooperative control.

With this configuration, even when the hybrid control unit fails or the communication line to which the hybrid control unit is connected fails, the engine control unit and the transmission control unit function as described above to operate the vehicle. It is possible to stably transition to the fail-safe state.

As an example of the case where the transition route specifying means specifies the transition route, when the vehicle is running at a high speed or a medium speed as described in claim 5, the vehicle is shifted from the current operating state to the vehicle. It is conceivable that a state in which the speed of the vehicle is reduced by a predetermined amount is specified as the target state.

According to such a configuration, the vehicle can be safely moved to a stable place or stopped at that place, and subsequent measures can be taken.
In addition, as described in claim 6, the priority is set higher for a transition path with a smaller load or shock on the vehicle at the time of transition of the operating state. This is preferable from the viewpoint of ensuring the safety of the driver.

For example, as a transition path for realizing a reduction in the speed of the vehicle, a path for transitioning to an operation state with a reduced engine speed between adjacent operation states, a path for transition to an operation state with a reduced engine torque, In addition, it is assumed that a path that transits to an operation state in which the reduction ratio of the transmission is increased is set, respectively. In this case, when the reduction ratio of the transmission is increased during high-speed traveling, the shock to the vehicle increases. Further, when the vehicle is going downhill, the vehicle cannot be decelerated only by reducing the engine torque. Therefore, as a means for stably decelerating the vehicle, it is considered more effective to perform control in the direction of decreasing the engine speed.

Therefore, in the vehicle control system according to the present invention, the priority of the transition path for realizing the reduction of the speed of the vehicle is changed from a higher priority to an operation state in which the transition to the operating state in which the engine speed is reduced is performed. A path for transition to an operation state in which the torque is reduced and a path for transition to an operation state in which the transmission reduction ratio is increased are set in this order.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. This embodiment is an example in which the vehicle control system of the present invention is applied to a hybrid vehicle, and FIG. 1 is a block diagram illustrating a configuration of the vehicle control system.

The vehicle control system 1 according to the present embodiment is configured as a vehicle control system that cooperatively controls the engine 2, transmission 3, motor unit 4, brake device 5, and other components that are components of the vehicle. As a component control unit of the vehicle, an engine / transmission integrated ECU (hereinafter referred to as “EG / TR ECU”) 10 that controls the engine 2 and the transmission 3, a motor unit 4 including an electric motor, and an engine output A hybrid ECU (hybrid control unit: hereinafter referred to as “HVECU”) 20 that calculates a command value, a brake ECU 30 that controls the brake device 5, and the like are provided.

Each ECU is an independent electronic control unit mainly composed of a microcomputer for executing predetermined storage / arithmetic processing. Each of the ECUs has a built-in communication unit and is connected via a communication line L1 for data communication. Connected to each other. The EG / TR ECU 10 includes an engine control unit 11 for controlling the engine 2 and a transmission control unit 1 for controlling the transmission 3 on a built-in wiring board.
2 is mounted, and a signal line L2 disposed on the wiring board connects the two control units 11 and 12 to each other. That is, the engine control unit 11 and the transmission control unit 12 are configured to be able to transmit information to each other by communication via the signal line L2.

Although not shown, the engine control unit 11
Accelerator pedal opening sensor for detecting the amount of depression of the accelerator pedal by the driver, air flow meter for detecting the flow rate (intake amount) of intake air in engine 2, intake temperature sensor for detecting the temperature of intake air, opening of throttle valve A throttle opening sensor to detect the temperature, a water temperature sensor to detect the cooling water temperature, a crank angle sensor to detect the crankshaft rotation angle and its rotation speed, an ignition switch,
Sensors and switches are connected, and an injector provided for each cylinder of the engine 2, an igniter for generating a high voltage for ignition, a fuel pump for pumping fuel from a fuel tank and supplying it to the injector, and an intake pipe are provided. Various actuators for controlling the engine, such as a throttle drive motor for opening and closing the throttle valve, are connected.

The transmission control unit 12 includes a rotation speed sensor for detecting a rotation speed of an input shaft to the transmission, a vehicle speed sensor for detecting a vehicle speed from rotation of a vehicle drive shaft connected to an output shaft of the transmission, and a driver. Sensors and switches such as a shift position switch that detects the operation position (shift position) of the shift lever operated by
Various actuators for speed change control, such as a shift solenoid for changing the speed, are connected.

The HVECU 20 controls the motor unit 4 operated by the electric power supplied from the battery 7 to the engine 2.
, And outputs command values such as a required engine torque value, a required engine speed value, and a target rear shaft speed to the EG / TR ECU 10. The engine control unit 11 calculates a control amount such as a fuel injection amount, an ignition timing, an intake air amount, and the like according to the command value, and controls the engine 2. On the other hand, a transmission control unit 12 calculates a reduction ratio and transmits the transmission. 3 is gear-change-controlled. At this time, the driving power generated by cooperation between the engine 2 and the motor unit 4 is transmitted to the wheel system 6.

The HVECU 20 monitors the state of the battery 7, generates electric power by the motor unit 4 using the power taken out of the engine 2 or the wheel system 6 as appropriate, and charges the battery 7. The brake ECU 30 controls the brake device 5 including an anti-lock brake unit (ABS) for preventing the drive wheels from being locked in the event of sudden braking, and transmits a predetermined braking force to the wheel system 6. The brake EC
U30 is connected to sensors such as a master cylinder pressure sensor that detects the hydraulic pressure of the master cylinder of the brake device, and is connected to a brake actuator and the like for generating hydraulic pressure of the master cylinder and performing brake control. .

The ECUs 10, 20, 3
Numeral 0 is configured to transmit and receive data to and from each other via the built-in communication units and the communication line L1 in order to optimally control the vehicle. Next, a fail-safe process executed in the vehicle control system 1 according to the present embodiment will be described with reference to FIGS.

The vehicle control system 1 stably fails the hybrid vehicle when the communication line L1 or the communication failure occurs due to the failure of the HVECU 20 and the command information from the HVECU 20 to the EG / TR ECU 10 is not transmitted. It is possible to make a transition to the safe state. EG / TRECU10
Executes the control program shown in the flowchart of FIG. 2 in order to realize this.

That is, the EG / TR ECU 10 controls the HV
While the predetermined vehicle control is being executed through communication with the ECU 20, it is periodically determined whether or not normal transmission information is transmitted from the HVECU 20 (S110). This determination is made, for example, by confirming check items set in advance in the control program. For example,
If no information is transmitted via the communication line L1,
When the HVECU 20 transmits its own fail information, or when information that cannot be transmitted as transmission information is transmitted, it is determined that the communication is abnormal.

If it is determined that information transmission is normally performed based on this determination (S120: Y
ES), the fail-safe process is not performed, and the hybrid control by the cooperation of the engine 2 and the motor unit 4 described above is continuously performed. On the other hand, if it is determined in S120 that the transmission information is abnormal (S120: N
O) First, a determination process of the operation state of the vehicle is performed (S13).
0).

At the time of this determination processing, EG / TREC
The state map shown in FIG. 3 stored in a predetermined storage area by U10 is referred to. That is, in this state map, the operation state of the vehicle is assigned based on the control amounts of three control objects (parameters) of “vehicle speed”, “engine output”, and “reduction ratio”. In this embodiment, these three
The control amount of each control parameter is set to “high”, “medium”,
Since the vehicle is classified into “low” stages, as shown in the figure, the operation state of the vehicle is set to a total of 27 states 1 to 27. In the present embodiment, the case where each control amount is "0" is included in the state 27, but since it is a special situation, it may be set as the state 28 separately. .

More specifically, as shown in FIG. 4, the “vehicle speed” is “low” when the speed is 0 [km] or more and less than 30 [km], and is “low” when the speed is 30 [km] or more and less than 80 [km]. The case is set to “medium”, and the case where the speed is 80 [km] or more is set to “high”. The "engine output" is "low" when it is 0 [kW] or more and less than 30 [kW], "medium" when it is 30 [kW] or more and less than 70 [kW], and when it is 70 [kW] or more. Is set to “High”. Further, the “reduction ratio” is set to “low” when it is less than 2.0, “medium” when it is 2.0 or more and less than 4.0, and “high” when it is 4.0 or more. .
Therefore, as shown in FIG.
[km], the engine output is 80 [kW], and the reduction ratio is 3.0, the operation state of the vehicle is the vehicle speed “medium”, the engine output is “high”, and the reduction ratio is “medium” 13 (See FIG. 3).

Then, the current operation state of the vehicle is detected,
It is determined which of the operating states of the vehicle corresponds.
The current operating state of the vehicle is described in EG / TR
HVECU immediately before the control status of the ECU 10 or abnormality
20 is detected from transmission information and the like obtained from the control unit 20. If the time has not passed since the occurrence of the abnormality and the detection cannot be performed, the current operation state of the vehicle is estimated from the information.

For this reason, for example, when a communication abnormality occurs while the vehicle is traveling on a highway, as shown in FIG. 5, the current operating state of the vehicle is, for example, the vehicle speed is “high”, It can be determined that the engine output is “high” and the reduction ratio is “low” state 1. Further, for example, when a communication abnormality occurs while the vehicle is traveling in the city, as shown in FIG. 6, the current operation state of the vehicle is “vehicle speed” is “medium” and “engine output” is It may be determined that the state 5 is “medium” and “reduction ratio” is “low”.

Subsequently, the vehicle state determined as the control target (target state) is determined based on the vehicle state determined in this determination process.
Is determined (S140). This target state is set in advance at the design stage by considering the traveling state and control state of the vehicle. For example, in the example of FIG. 5 described above, since an abnormality has occurred while traveling on the highway, an example is shown in which the vehicle is driven at medium speed in order to safely and quickly approach the road shoulder.
The “target state” in this case is that “vehicle speed” is “medium”,
It is determined that the state 14 is “medium” for “engine output” and “medium” for “reduction ratio”.

Further, in the example of FIG. 6 described above, since an abnormality has occurred during traveling in the city, an example is shown in which the vehicle is driven at a low speed in order to safely approach the road shoulder. Is determined to be the state 27 in which the "vehicle speed" is "low", the "engine output" is "low", and the "reduction ratio" is "high".

However, if it is determined that the target state determined in S140 overlaps with the current operation state of the vehicle (S150: YES), the fail-safe processing has been completed, or the fail-safe processing has been completed. Is determined to be unnecessary, and the fail-safe processing ends.

On the other hand, if it is determined in S150 that the current operating state of the vehicle has not yet reached the target state (S150: NO), then the operating state is changed from the current operating state to the target state. Is determined (S160), and vehicle control is performed according to the specified transition route (S170).

That is, as shown in FIG. 3, the path for transitioning from each operation state shown in the state map to another operation state has the same control target, and only the control amount is “high”.
The path is branched into three paths in which the control amount is changed stepwise to "medium" or "low", or the control amount is changed stepwise while changing the control target to any of the other two. In order to specify which of the three transition paths is to be selected, a priority is set in advance for a transition path for transitioning from each operation state to another operation state.

This priority is set in advance at the design stage in consideration of the running condition and control condition of the vehicle. For example, in the example of FIG. 5 described above, the state 2, the state 4, and the state 10 can be specified as the next operation state to transition from the state 1 which is the current operation state of the vehicle. State 4, state 2, and state 10 are set in order from the highest so that the load or shock applied to the vehicle becomes smaller as the load becomes smaller.

That is, in the example of FIG. 5, in order to make a transition from the current state 1 to the state 10, the HVE
The control is performed by using the “command for reducing the target rear shaft rotation speed” transmitted from the CU 20. Here, this is achieved by increasing the reduction ratio of the transmission from "low" to "medium". However, if the reduction ratio of the transmission is increased during high-speed traveling, there is a problem that the shock to the vehicle increases.

In order to make a transition from the state 1 to the state 2, a control to reduce the engine output from "high" to "medium" is performed by using a "command to reduce the required engine torque". Become. As means for reducing the engine torque, various means such as controlling to reduce the fuel injection amount, retarding the ignition timing, and controlling to reduce the intake air amount can be adopted. For this reason, the shock to the vehicle can be reduced as compared with the case of the transition from the state 1 to the state 10 described above. However, for example, when the vehicle is traveling downhill, there is a problem that the vehicle cannot be decelerated only by reducing the engine torque.

On the other hand, in order to make a transition from the state 1 to the state 4, a control to reduce the vehicle speed from “high” to “medium” is performed by using a “command to reduce the required engine speed”. become. As means for reducing the engine speed, various means such as controlling the fuel injection amount, retarding the ignition timing, reducing the intake air amount, and the like can be adopted in the same manner as described above. In this case, if the engine speed can be reduced, the vehicle speed will surely be reduced (various control amounts are set as such).

For the reasons described above, in this embodiment, the transition path to the state 4, the transition path to the state 2, and the transition path to the state 10 are set in the order of higher priority.
However, despite these priorities,
Depending on the control state of the vehicle or the driving situation, there is a case where a transition path with a high priority cannot always be selected. For example, HV
Since the ECU 20 fails and the motor unit 4 is operating abnormally, there may be a case where the vehicle speed cannot be reduced by the engine speed reduction control or the engine torque reduction control. In this case, it is conceivable that the speed of the vehicle is temporarily reduced by increasing the reduction ratio and increasing the load by performing the transition process to the state 10 having the lower priority.

Such processing is repeated stepwise in each operation state from state 1 to state 14 (target state) (S180, S130 to S170). Note that the priority is determined in each operation state in the transition process, and therefore, the same priority is not always given. This is appropriately set at the design stage in consideration of various circumstances.

As described above, the vehicle control is performed so that the vehicle can transition in a state as stable as possible before the vehicle reaches the target state from the current operation state. For this reason,
It is possible to effectively prevent an abrupt load on the vehicle and the occurrence of a shock accompanying the load in the fail-safe process, and to ensure the safety of the driver.

On the other hand, in FIG. 6, when the operating state of the vehicle is changed from the current state 5 to the target state 27, the same processing as described above is performed. That is, also in this case, state 5
, State 8 and State 14 are set as the operation states to be transitioned from to, and the priorities are set in the order of State 8, State 6 and State 14 in descending order.
The effect of the state transition and the reason for setting the priority at this time are the same as those in FIG.
The description is omitted.

In the above embodiment, the processing in S130 shown in FIG.
The processing of S160 corresponds to the processing as the transition route specifying means,
70 corresponds to the processing as the control means. The embodiments of the present invention have been described above. However, the embodiments of the present invention are not limited to the above-described embodiments, and may take various forms within the technical scope of the present invention. Nor.

For example, in the above embodiment, EG / EG is a specific example of the ECU controlled by the vehicle control system 1.
TRECU 10, HVECU 20, and brake ECU
Although 30 is shown, actually, various other ECUs for controlling the components of the vehicle are connected to the communication line L1.

The present invention also relates to an operation executed by a specific ECU when cooperative control becomes difficult due to communication abnormality or the like in a vehicle control system in which a plurality of ECUs cooperatively control each other. For this reason, in the above-described embodiment, an example in which the present invention is applied to a hybrid vehicle has been described.

In the above embodiment, the engine control unit 1
EG integrating transmission 1 and transmission control unit 12
Although the example of the / TR ECU 10 is shown, both of these control units 1
Each of the ECUs 1 and 12 may be configured as a separate and independent ECU, and each of them may be connected to the communication line L1. In this case, if the communication line L1 fails, it becomes difficult to perform cooperative control of the engine 2 and the transmission 3, but if only another ECU such as the HVECU 20 fails, the same control processing can be performed. It is.

Further, other than the EG / TR ECU 10, it is possible to set the above-mentioned transition path for its own control. In the above embodiment,
The factors that specify the operating state of the vehicle include “vehicle speed”,
The three control parameters of “engine output” and “reduction ratio” and their control amounts (“high”, “medium”, “low”) have been described by way of example. It goes without saying that it can be adopted.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a vehicle control system according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a fail-safe process according to the embodiment.

FIG. 3 is an explanatory diagram of a state map representing an operation state of a vehicle.

FIG. 4 is an explanatory diagram showing details of a state map.

FIG. 5 is an explanatory diagram illustrating an example of a fail-safe process according to the embodiment.

FIG. 6 is an explanatory diagram illustrating an example of a fail-safe process according to the embodiment.

[Explanation of symbols]

1 vehicle control system 2 engine 3
..Transmission 4 Motor unit
5 ... brake device, 6 ... wheel system, 11 ...
Engine control unit, 12: Transmission control unit, 10: EG / TRECU, 20: HVE
CU, 30: brake ECU, L1: communication line, L2: signal line

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 11/14 ZHV F02D 29/02 D F02D 29/02 311B 311 B60K 9/00 ZHVE F-term (Reference) 3D037 FA21 FA24 3G084 BA02 BA03 BA32 CA09 DA31 EB05 EB22 EC03 FA05 FA06 FA18 FA31 FA33 3G093 AA07 AA16 BA07 BA10 CB01 DA00 DA01 DB05 DB11 EA02 EA03 EB03 FA03 FB05 5H115 PA08 PC06 PG04 PI16 PU25 QE07 QE10 TU05 Q20

Claims (7)

[Claims] 1. A plurality of component control units for controlling a plurality of components of a vehicle, respectively, and the plurality of component control units are connected to each other to enable information transmission between the respective component control units. A vehicle control system comprising: a communication line; and wherein each of the component control units uses the transmission information received from the other component control units to perform cooperative control of each of the components. In the above, at least one of the component control units detects or estimates a current operation state of the vehicle when normal transmission information from another component control unit cannot be obtained via the communication line. Detecting means; an operating state of the vehicle detected or estimated by the state detecting means from a plurality of operating states of the vehicle which are represented in stages based on a plurality of control parameters; Respectively, and further, based on a predetermined priority, from a plurality of transition paths set in advance in order to gradually transition the vehicle from the operation state to the target state. Vehicle control, comprising: a transition path specifying unit that specifies a suitable transition path; and a control unit that controls the corresponding component in a stepwise manner according to the transition path specified by the transition path specifying unit. system. 2. A component control unit including each of the units, comprising: an engine control unit that controls an engine as the component, and a transmission control unit that controls a transmission as the component. The vehicle control system according to claim 1, wherein: 3. The engine control unit and the transmission control unit are configured as one integrated control unit connected to each other via a predetermined signal line, and the integrated control unit is connected to the communication line. The vehicle control system according to claim 2, wherein: 4. A hybrid control unit for controlling an electric motor as the constituent element in addition to the engine control unit and the transmission control unit, and calculating an engine output value used by the engine control unit for the cooperative control. The vehicle control system according to claim 2 or 3, wherein the vehicle control system is applied to a hybrid vehicle including the component control unit. 5. When the vehicle is traveling at a high speed or a medium speed, the transition route specifying means specifies a state in which the speed of the vehicle is reduced by a predetermined amount from the current operation state as the target state. The vehicle control system according to any one of claims 1 to 4, wherein: 6. The system according to claim 1, wherein the priority is set higher for a transition path having a smaller load or shock on the vehicle at the time of transition of the operation state.
The vehicle control system according to any one of the above. 7. A transition path for realizing a reduction in the speed of the vehicle, a path for transitioning to an operation state with a reduced engine speed between adjacent operation states, and a path for transition to an operation state with a reduced engine torque. And a path that transits to an operation state in which a transmission reduction ratio is increased is set, and the priority of each path at that time is set in this order from the highest. 7. The vehicle control system according to 6.