CN1722030A - Vehicle control system - Google Patents

Vehicle control system Download PDF

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Publication number
CN1722030A
CN1722030A CN 200510062960 CN200510062960A CN1722030A CN 1722030 A CN1722030 A CN 1722030A CN 200510062960 CN200510062960 CN 200510062960 CN 200510062960 A CN200510062960 A CN 200510062960A CN 1722030 A CN1722030 A CN 1722030A
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control
node
vehicle
means
actuator
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CN 200510062960
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CN100545771C (en
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吉村健太郎
樱井康平
金川信康
守田雄一朗
高桥义明
黑泽宪一
箕轮利道
星野雅俊
中塚康弘
岛村光太郎
恒冨邦彦
佐佐木昭二
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株式会社日立制作所
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6286Control systems for power distribution between ICE and other motor or motors

Abstract

一种车辆控制装置,以网络连接取入表示车辆的状态量、驾驶员的操作量的传感器信号的传感器控制器、基于传感器控制器取入的传感器信号而生成控制目标值的指令控制器和从上述指令控制器接收控制目标值而使控制车辆用的执行元件动作的执行元件控制器;上述执行元件控制器,具有在于指令控制器生成的控制目标值产生异常的时候、基于该执行元件控制器接收到的网络上的上述传感器控制器的传感器值来生成控制目标值的控制目标值生成装置,通过由上述控制目标生成装置生成的控制目标值来控制执行元件。 A vehicle control apparatus connected to the network controller to take the sensor signal indicates that the sensor operation amount state quantity of the vehicle, the driver, the sensor controller based on the sensor signals taken in generating a control target value and an instruction from the controller the controller receives the command control target value of the actuator operation control of a vehicle control actuator; and the actuator controller, the controller having a command that generates a control target value when the abnormality occurs, the actuator controller based on the sensor value of the sensor controller on the received network control target value generating means for generating a target value, the actuator is controlled by the control target value generating means is generated by the control target. 该车辆控制装置,使各个控制器的冗长度不提高到需要以上,通过在系统整体防备错误,以简单的ECU构成、低成本、确保高可靠性和实时性和扩展性的。 The vehicle control device, so that each of the redundant controller does not increase more than necessary, the entire defense system by error, ECU simple configuration, low cost, and to ensure high reliability and real-time scalability.

Description

车辆控制装置 The vehicle control apparatus

技术领域 FIELD

本发明涉及控制车辆的行驶状态的车辆控制装置(车辆控制系统),尤其涉及一种通过电子控制进行汽车等的车辆的原动机的驱动、操舵、制动的车辆控制装置。 The present invention relates to a vehicle running state control of the vehicle control apparatus (vehicle control system), in particular, it relates to one kind of a prime mover of a vehicle such as an automobile driven by the electronic control, steering, braking of the vehicle control apparatus.

背景技术 Background technique

以往作为车辆控制装置,有通过构成一个主机的电子控制装置、集中控制涉及制动力及驱动力及操舵角的控制装置的运转控制装置(例如,专利文献1)。 As a conventional vehicle control apparatus has an electronic control device constituted by a host central control means controlling the operation (e.g., Patent Document 1) relates to a driving force and a braking force control means and the steering angle.

近年,以提高汽车的驾驶舒适性及安全性为目标,不是机械的结合,而是通过电子控制将驾驶员的加速、转向(steering)、制动等的操作反应到车辆的驱动力、操舵力、制动力发生机构上的车辆控制装置的开发变得极为活跃。 In recent years, to improve the comfort of driving a car and safety for the target, not the combination of mechanical, but rather by the electronic control of the acceleration of the driver, steering (Steering), like the reaction to operation of the brake driving force of the vehicle, steering force develop vehicles on the mechanism of the braking force control device has become extremely active. 对这样的车辆控制装置,为了不失去涉及车辆的驱动、操舵、制动的功能,要求有高的可靠性。 Such a control apparatus for a vehicle, in order not to lose relates to a vehicle driving, steering, braking function, requires a high reliability.

以往,将由机械的机构实现的控制置转换成电器的机构来进行。 Conventionally, the mechanical control mechanism implemented by the set into a mechanism for electrical. 在航空器控制中Fly-by-Wire、在汽车控制中X-by-Wire是其很好的例子。 In Aircraft Control Fly-by-Wire, automotive control X-by-Wire is the perfect example. 在这些用途中,以往,对于故障准备有机械的备份机构,但随着机械机构消失,就需要电器机构的高可靠性。 In these applications, in the past, the failure to prepare for a mechanical backup mechanism, but with mechanical bodies disappear, we need high-reliability electrical agencies.

即使在电控制汽车的X-by-Wire(XBW系统)中,要求电控制转向器的Steer-by-Wire和电控制制动器的Brake-by-Wire不产生误动作而进行可靠的动作,并要求有高可靠性。 Even in the electric vehicle control X-by-Wire (XBW system), it is required to control the electric steering Steer-by-Wire and electrically controlled brake Brake-by-Wire no malfunction and reliable operation, and require high reliability. 特别是Steer-by-Wire,由于不存在在故障时保证安全(fail-safe)的转向位置,则更加要求高可靠性。 In particular Steer-by-Wire, since the security assurance (fail-safe) position when the steering there is no fault, the more high reliability.

另外,多认为作为X-by-Wire的优点是通过由电子控制综合地控制转向、制动而提高车辆稳定性的所谓车辆稳定控制,由此可提高汽车安全性的主动安全性(例如,专利文献3)。 Further, as an advantage that the multi X-by-Wire is integrated by controlling the electronic control steering, braking of the vehicle to improve the stability of the so-called vehicle stability control, whereby active safety of automotive safety (e.g., Patent Document 3).

另外,作为高可靠的车辆控制装置的以往例,有通过二重化具有ABS(AntiLock Brake System)、TCS(Transmission Controlled System)等功能的主控制器来提高可靠性的例子(例如,非专利文献1),和通过即使发生错误也能继续正常动作地构成前轮制动的控制模块(故障运行)、在发生错误的时候停止该功能地构成后轮制动的控制模块(故障无反应)而达到高可靠性的例子(例如,专利文献2)。 Further, as a conventional example highly reliable vehicle control device, having ABS (AntiLock Brake System) duplicated by the main controller TCS (Transmission Controlled System) functions to improve the reliability of the examples (e.g., Non-Patent Document 1) and by the error operation can continue normally constitute the front wheel brake control module (malfunction operation) occurs even stop when the error function constitutes a rear wheel brake control module (fault no reaction) to achieve high examples of (e.g., Patent Document 2) reliability.

例如,作为车辆控制装置的一种,有将驾驶员对制动踏板等的操纵装置的操作量变换成电信号、并将此通过CAN(Control Area Network)等的通信装置传输到制动机构所具有的控制计算机中进行电子控制的车辆控制装置。 For example, as a vehicle control apparatus, there is the driver's operation amount into an electric signal to the actuating device of the brake pedal or the like, and the communication device transmits CAN (Control Area Network) or the like by the brake mechanism the vehicle electronically controlled control computer having a control device.

[专利文献1]特开2003-263235号公报[专利文献2]特开2002-347602号公报[专利文献3]特开平10-291489号公报[非专利文献1]D&M日经机械工程等主办的第1次「X-by-Wire」研讨会资料的3~6页,幻灯片12的左下图。 [Patent Document 1] JP Laid-Open No. 2003-263235 [Patent Document 2] Laid-Open Publication No. 2002-347602 [Patent Document 3] Unexamined Patent Publication No. 10-291489 [Non-Patent Document 1] D & amp; M Nikkei mechanical engineering 3 to 6 1st "X-by-Wire" information seminar sponsored, slide the lower left of Figure 12.

这样的车辆控制装置,一般作为X-by-Wire系统而被知晓,与由以往的机械的机构及液压机构传输的方式比较,被认为可以实现使用计算机而带来的高度的行驶综合控制和车辆重量的轻量化及提高设计自由度。 Such a vehicle control device, as a general X-by-Wire systems are known, compared with the conventional manner by the mechanical transmission mechanism and the hydraulic mechanism, it may be implemented using a computer that is brought with the height of the vehicle integrated control and weight weight and design freedom.

在以往的车辆控制装置中具有如下的问题,即,将监视驾驶员的操作量和车辆的状态的传感器输入到构成1个主机的电子控制装置(主ECU)中,综合控制作为车辆控制用的执行元件的内燃机控制装置及制动器控制装置及转向器控制装置,由此,在主ECU发生故障时,因不能进行所有的操纵,则为了确保安全性,应该特别提高主ECU的可靠性。 Has the following problems in the conventional vehicle control apparatus, i.e., the sensor monitoring the state of the vehicle and the driver's operation amount of the input to the electronic control unit (master ECU), the integrated control configuration as a master control of the vehicle the internal combustion engine control apparatus and the actuator control apparatus and steering brake control means, whereby, when the master ECU fails, because they can not all be manipulated, in order to ensure safety, the master ECU should be particularly increased reliability.

在这里,使主ECU多重化可确保可靠性的手法是已知的,但要求高度处理的主ECU多重化,就有提高成本的课题。 Here, the main ECU multiplex to ensure the reliability of the technique is known, but the process requires a high degree of multiplexing the main ECU, there is enhance issue costs.

在以往型控制体系结构中,由内燃机、转向器、制动器的分系统构成车辆整体。 In the conventional type of control architecture, the internal combustion engine is composed of subsystems, steering, brakes entire vehicle. 这是由于,如加速器和内燃机、方向盘和转向器、制动踏板和制动器那样,操作装置和执行元件1对1地对应。 This is because, as the internal combustion engine and an accelerator, and steering wheel, as the brake pedal and the brake operating device and the actuators of 1 to 1 correspondence.

现在实用化的XBW系统,作为如上所述的以往型控制体系结构的延长而进行设计的情况较多。 XBW now practical system, as an extension of the conventional type described above, the control architecture of the design is performed in many cases. 即,按Drive-by-Wire、Steer-by-Wire和Brake-by-Wire的功能构成分系统,通过这些分系统间的协调实现车辆运动控制。 That is, according to the Drive-by-Wire, Steer-by-Wire and Brake-by-Wire functional configuration of subsystems, vehicle motion control implemented by coordination between these subsystems.

在研讨这些以往技术(以往型控制体系结构)的问题时可知,为了确保要求车辆控制装置的可靠性、实时性、扩展性,就有成本变得非常高的课题。 Discussion When these conventional techniques (conventional control architecture type) problems found, the vehicle required in order to ensure reliability of the control, real-time, expansion of the device, there is a very high cost becomes a problem. 以下出示了以往技术的问题。 The following show the problems of the prior art.

在车辆综合车辆控制装置中,需要高可靠性。 In the vehicle integrated vehicle control device, a high reliability. 即,必须确保即使控制器及传感器·执行元件万一发生故障时,车辆也能安全行驶。 That is, the controller must be ensured, and even when the sensor-actuator in case of failure, the vehicle can travel safely.

在以往技术中,由于按每个分系统进行功能开发,则需要每个分系统的故障运行性(在有故障时可进行操作性)。 In the conventional art, since the development of each subsystem functions, trouble-free operation is required for each of the subsystems (at the time of a fault can be operative). 即,在以往技术中,存在按每个分系统、根据传感器(方向盘、踏板等)来控制执行元件(转向器、制动器等)的ECU。 That is, in the conventional art, the presence of each subsystem, according to the sensor (steering wheel, pedals, etc.) to control the actuator (steering, brake, etc.) of the ECU.

由于ECU集中地控制传感器·执行元件,所以为了使系统整体具有故障运行性,需要使每个分系统的ECU具有故障运行性。 Since the ECU performs centralized control of the sensor-element, so in order to run the entire system has faults, it is necessary to run ECU of each subsystem has a fault. 为了使ECU具有故障运行性,需要进行多重化等,则带来产品成本的上升。 In order to run ECU has a failure, the need for multiple etc., brought the rise in product costs.

为了以低成本实现高可靠性系统,在使每个分系统具有ECU、在使该ECU具有故障运行性的以往构成中很难实现。 To achieve high reliability at low cost, in that each subsystem has ECU, so that the ECU is difficult to achieve with conventional operating fault configuration.

对此,本发明者们考虑了将ECU所具有的控制功能分离为车辆综合控制、执行元件控制、传感器控制,在按各功能给予充分必要的可靠性的基础上,对于执行元件控制功能,即使在车辆综合控制功能异常时,也能够给予基于传感器信息可控制的自律的备用功能,只要能做到这一点,就能有效地实现对高可靠低成本系统。 In this regard, the present inventors have contemplated the ECU has separate control for integrated control of the vehicle, the actuator control, sensor control, for each function in the base to give a necessary and sufficient reliability, for the actuator control function, even if when abnormal vehicle integrated control function, it is possible to give the alternate function based on sensor information may be self controlled, as long as it can do, it can effectively realize high reliability at low cost system pair.

另外,在车辆控制装置中,满足严密的时间限制的硬实时处理是基本的。 Further, in the vehicle control device, a hard real-time processing to meet strict time limits is essential. 即需要将乘员的操纵及路面状况的变化在限制时间内反映到控制中,在以往技术中,由于按每个分系统进行功能开发,所以在分系统内的实时性确保是比较容易的。 That needs to change and manipulate the road conditions of the occupant is reflected in the limited time to control, in the prior art, as a result of the development function for each subsystem, so in real-time subsystem to ensure that is relatively easy.

但是,例如如侧滑姿势的控制,在综合多个执行元件的控制的时候,很难确保实时性。 However, for example skidding posture control, when performing a plurality of integrated control elements, it is difficult to ensure real-time. 即,由于从一个传感器得到的信息,要传输制动器、转向器、内燃机等多个分系统的车辆控制功能,所以很难保证对于控制所需要的“死线”内的动作。 That is, since the information obtained from a sensor, to transfer the vehicle brakes, steering, engine and other control subsystems, it is difficult to ensure operation in the "dead line" needed for control.

进而,由于数据传输延迟,对于确保在各分系统中同时参照数据也是困难的。 Further, since the delay of data transmission, at the same time to ensure the reference data in each of the subsystems it is difficult. 因此,为了在以往技术中实现车辆运动控制的高度的协调,要增加系统和分系统的适应、调整的工时,会增大开发成本。 Therefore, in order to achieve a high degree of coordinated motion control of the vehicle in the prior art, to increase the adaptive systems and subsystems, adjustment of working hours, increases the cost of development.

在以往的构成中很难实现为了以低成本实现实时综合控制、将车辆控制逻辑模块和设备驱动程序分散到各ECU中并在ECU间在取得协调。 In the conventional configuration is difficult to achieve at low cost to achieve real-time integrated control, the vehicle control logic and distributed into the device driver between the ECU and the ECU in coordination.

对此,本发明者们考虑到将控制功能分成车辆综合控制ECU和设备(执行元件、传感器)控制器,只要能够分别自律地动作并共用数据,就能有效地实现实时综合控制。 In this regard, the present inventors have taken into account the control functions integrated into the vehicle control ECU and equipment (actuators, sensors) controller autonomously as long as the operation data, respectively, and the common, integrated real-time can be effectively controlled.

另外,在新型车的开发中,为了削减开发成本,使用共同平台开发多车种的方法是一般所采用的。 In addition, the development of new vehicles, in order to reduce development costs, using a common platform and more vehicles approach is generally used. 因此,需要能够容易实施每个车种的功能增加及部件的变更。 Accordingly, it is necessary for each vehicle type can be easily implemented changes and increase the functionality of the components. 但是,在以往技术中,由于由分系统水准的ECU来实现功能,所以难以实现传感器·执行元件水准的标准化。 However, in the conventional art, since the level of the subsystem to implement the functions ECU, it is difficult to realize a sensor-actuator level normalized.

即,作为ECU具有的控制逻辑模块,存在有逻辑、抽象的控制应用程序和实际控制传感器·执行元件的设备驱动部分的两方。 That is, an ECU having control logic module, there is a logical device driver part both abstract control application and the actual sensor-controlled actuator.

虽然也有设备驱动标准化的动作,但无论如何都是接口方面的标准化,在实时性及ECU的资源等的方面,与控制应用程序紧密相关。 Although there are device drivers standardization of action, but in any case the standardization of interfaces, in real time and the resources of the ECU, closely related to the control application.

因此,如有传感器·执行元件的追加、变更,则会发生在分系统水准上的控制任务等的设计更改,就有带来开发成本的上升的问题。 Therefore, if the additional sensor-actuator, changes occur in the control tasks of design changes on the subsystem level, there is cause problems rising development costs.

为了实现扩展性高的系统,在以可自律动作的形式而具有控制器的基础上,需要在分散车辆控制装置内设置假想的共有存储器。 To achieve high scalability of the system, to be based on self-control operation has the form of a set of virtual shared memory within the device needs to be controlled in the dispersion vehicle. 对此,本发明者们考虑到各传感器·执行元件使用状态信息·控制目标值等的高维接口、在共有存储器中进行传播,同时,自律地取得、控制各传感器·执行元件需要的数据是有效的。 In this regard, the present inventors considered the use of each sensor-actuator control target value of the state information and other high-dimensional interfaces, spread in the shared memory, while autonomously acquire the control data for each sensor-actuator is needed Effective.

面向具有高可靠性的车辆控制装置的实用化的课题,是不要大幅地增加成本并实现高可靠性,但以往技术,将主控制器或控制组件的一部分、通过冗长化等复杂的硬件构成来实现故障运行,在成本方面还不能认为是最佳的系统构成。 A problem for practical use with high reliability of the vehicle control apparatus, not to significantly increase the cost and high reliability, but part of the prior art, the main controller or control assembly, through the redundancy of hardware configuration to other complex achieve trouble-free operation, the cost can not be considered optimal system configuration.

另外,在上述以往技术中,即使在驾驶员超过车辆的界限进行操作的时候也用电子修正制动操作等,能够避开车辆的滑动、自转等而将事故防止于未然。 Further, in the above conventional technique, even when operating at the limit of the driver of the vehicle has exceeded the correction electronic braking operation, it is possible to avoid the sliding of the vehicle, like the rotation preventing accidents in advance.

但是,由于从制动踏板及各种传感器的信息到各车轮的制动器,由电子控制单元(ECU)集中控制,所以在电子控制单元(ECU)发生故障时,由于不操作制动器,所以对电子控制单元(ECU)要求高可靠性,对于控制装置的可靠性更需要进一步给予考虑。 However, since the information from various sensors and the brake pedal from the brake to the respective wheels, centralized control by an electronic control unit (ECU), so that when the electronic control unit (ECU) fails, due to the brake operation, the electronic control unit (ECU) that require high reliability, but also need to be considered more reliable control device.

发明内容 SUMMARY

本发明鉴于上述问题,其目的在于提供一种通过不将各个控制器的冗长度提高到需要以上、以系统整体防备错误的方式来实现以简单的ECU构成、低成本而确保高可靠性和实时性以及扩展性的车辆控制装置。 The present invention in view of the above problems, it is an object to provide a degree of redundancy does not increase more than necessary the individual controllers, the entire system to guard against errors in a simple manner be formed by an ECU, to ensure high reliability and low cost real time as well as extension of the vehicle control device.

本发明的车辆控制装置,传感器从属计算机(传感器控制器)向同一网络上输出传感器值,主计算机(指令控制器)接收上述传感器值并基于传感器值计算控制目标值,在向上述网络上输出的同时,执行元件从属计算机(执行元件控制器)接收上述控制目标值,并控制执行元件;在上述执行元件从属计算机不能正确接收上述控制目标值的时候,上述执行元件从属计算机,接收上述传感器从属计算机输出到上述同一网络上的上述传感器值并基于该传感器值来运算控制目标值,控制执行元件。 A vehicle control apparatus of the present invention, the sensor slave computer (sensor controller) to the output value of the sensor on the same network, a host computer (command controller) receives the sensor values ​​and calculating a control target value based on the sensor outputs to the network on Meanwhile, the actuator slave computer (control actuator) receives the control target value, and controlling the actuator; slave element when the execution of the control target computer can not receive correctly the actuator slave computer, the computer receiving the slave sensor the sensor output value to the same network and the sensor value is calculated based on the control target value, the control actuator.

有关本发明的车辆控制装置,由基于驾驶员的要求信号和车辆状态信号来运算操作量指令值的操作量生成节点、基于从该操作量生成节点给出的操作量指定值来控制执行元件的执行元件驱动节点构成,进行车辆的驱动、操舵、制动,上述各节点,具有故障检测功能、在通过该故障检测功能检测到节点内的故障的时候,对该节点外部,不涉及通知该节点处于故障状态以外的作用,当在任意节点上发生故障的时候,基于从处于该故障状态的某节点给出的故障检测通知,通过在该节点以外的正常的节点中进行切换控制,继续作为系统整体的正常动作。 For a vehicle control apparatus of the present invention, a node is generated by the operation amount signal based on the requirements and the state of the signal of the driver of the vehicle to the operation amount command value calculation, based on a specified value of the operation amount of the operation amount is given from the node to generate control actuator actuator driver node configuration, a vehicle driving, steering, braking, each node having a fault detection function, when the node detects a fault in the fault detection by the function of the external node, the node does not involve notification action in a state other than the failure, when a failure occurs on any node, based on the failure detection notification given from a node in the failure state, by the switching control of the nodes other than the normal node, as the system continues to overall operating normally.

检测上述驾驶员的要求的传感器,连接到通信网络上,在检测到该传感器内的故障的时候,对该节点外部,不涉及通知该节点处于故障状态以外的作用。 Said driver required sensors, connected to the communication network, when a fault is detected within the sensor, the external node, the node is not involved in notification action other than the failure state.

传感器,具体地由多个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的一致检测功能、滤波功能、和通信接口构成。 The coincidence detection function of the sensor, in particular by a plurality of sensor components, the plurality of sensor components into the output digital value A / D converter, a plurality of A / D conversion value of a filtering function, and a communication interface configured.

上述操作量生成节点,在接收到从处于故障状态的节点给出的故障检测通知的时候,通过对应于故障处的切换控制,稳定地保持车辆的行驶状态。 The operation quantity generating node, when receiving the failure detection notification given from the node in the failure state by the switching control corresponds to a fault at a stably held state of the vehicle.

上述执行元件驱动节点,具有在不能接收从上述操作量生成节点给出的操作量指令值的时候、基于检测上述驾驶员的要求的传感器的信号而生成操作量指令值的功能,在不能接收从上述操作量生成节点给出的操作量指令值的时候,通过从通常控制切换到实现该功能的控制而稳定地保持车辆的行驶状态。 Driving said actuator element node has a function of generating operation can not be received at a node given amount command value from the operation quantity, when the sensor detects a signal based on requirements of said driver and generates an operation amount command value, can not be received from the generating node when the operation quantity given operation amount command value, by switching from the normal control to realize the control function stably held state of the vehicle.

检测驾驶员的要求的传感器、操作量生成节点、和执行元件驱动节点被连接到同一通信网络上。 A sensor detecting a driver required operation amount generating node, and the actuator driving nodes are connected to the same communications network. 该通信网络由主总线和备用总线构成,在主总线上,连接检测驾驶员的要求的全部传感器、操作量生成节点和执行元件驱动节点,在备用总线上,连接检测驾驶员的要求的传感器的一部分、和执行元件驱动节点的一部分,在主总线有故障时,执行元件驱动节点稳定地保持车辆的行驶状态。 The main bus and a communication network backup bus configuration, over the main bus, connected to all the sensors detect the request of the driver, the operation amount of the actuator driver generating node and nodes on the standby bus connected sensor for detecting the driver's request a portion of, and the actuator driver node when the primary bus fails, the actuator driving node stably held state of the vehicle.

更具体地,在本发明的车辆控制装置中,检测上述驾驶员的要求的传感器,是测定转向器的旋转角度的操舵角传感器、测定制动踏板的踏入量的制动踏板位置传感器、和测定加速踏板的踏入量的加速踏板位置传感器,操作量生成节点,是根据检测上述驾驶员的要求的传感器的信号解释驾驶员的意图并与检测车辆状态的传感器信号一起综合地控制车辆运动的车辆运动综合控制器、和综合地控制车辆的驱动系统的驱动系统综合控制器,执行元件驱动节点,是控制发生操舵力的转向器执行元件的转向器执行元件驱动控制器、和控制生成制动力的制动器执行元件的制动器执行元件驱动控制器、和控制对阻尼力进行调整的悬架执行元件的悬架执行元件驱动控制器,这些节点被连接到同一通信网络上。 More specifically, in the vehicle control apparatus of the present invention, the detection sensors require the driver's steering rotation angle is measured steering angle sensor, measuring the amount of depression of the brake pedal of a brake pedal position sensor, and Determination of the amount of depression of the accelerator pedal position sensor of the accelerator pedal operation amount generating node, in accordance with the driver's intention is to explain the signals of the sensors detecting the driver's requirement and to control the vehicle motion integrated with the sensor signal detecting a state of the vehicle drive system for a vehicle motion integrated controller, an integrated control and driving system of the vehicle integrated controller, actuator driver node, a steering control actuator force diverter occurrence steering actuator drive controller, and controls the braking force generated suspension suspension brake actuator of a brake actuator the actuator drive controller, and control of the damping force adjusting actuator drive controller, which nodes are connected to the same communications network. 另外,检测车辆的外界状态的雷达或照相机,也可以连接到上述通信网络上。 Further, radar or a camera for detecting the state outside the vehicle, may be connected to the communication network.

进而,上述加速踏板位置传感器,在连接到上述通信网络上的同时,从上述驱动系统综合控制控制器接收转矩指令值,基于此也可以直接连接到控制内燃机的发动机控制控制器上。 Further, the accelerator pedal position sensor, while connected to the communication network, from the integrated control system of the drive controller receives a torque command value, based on this can be connected directly to the engine controller controls the internal combustion engine control.

在这样的车辆控制装置中,在没有机械地结合制动踏板和制动力发生机构的时候,至少使制动踏板位置传感器在单一故障时也继续正常动作。 In such a vehicle control apparatus, when the brake pedal is not mechanically coupled and the braking force generating means, so that at least a brake pedal position sensor continues a normal operation during a single fault.

在没有机械地结合转向器和操舵力发生机构的时候,至少使操舵角传感器和转向器执行元件驱动控制器在单一故障时也继续正常动作,并且,使转向器执行元件冗长化。 Binding in the absence of mechanical steering and steering force generating means, at least the steering angle sensor and the steering actuator driver controller continues a normal operation during a single fault, and the redundancy of the diverter actuator.

其特征为,各个转向器执行元件发生的力,与在机械地结合转向器和操舵力发生机构的系统使用的转向器执行元件发生的力比较要小。 Wherein each deflector element execution occurs, steering binding steering system and steering force generating mechanism used in the mechanical force element to perform the comparison to occur less.

另外,上述转向器执行元件驱动控制器,在检测出节点内的故障的时候,向该节点外部,不涉及通知该节点处于故障状态以外的作用并使驱动节点冗长化,该驱动节点分别独立地驱动上述冗长化了的转向器执行元件。 Further, the steering actuator driver controller within a node failure is detected when, to the external node, the node is not involved in notification action other than the failure state and the redundancy driving node, each node independently of the drive driving the redundancy of the diverter actuator.

在没有有关制动器、转向器的备份机构的车辆控制装置中,上述制动踏板位置传感器和操舵角传感器,是将由多个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的一致检验功能、滤波功能、和通信接口构成的故障无反应的传感器实行冗长化的传感器,或是由至少三个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的多数判定功能、滤波功能、和通信接口构成的故障运行的传感器。 For no backup mechanism in the brake, the vehicle steering control apparatus, the brake pedal position sensor and steering angle sensor by a plurality of sensor components, the output of the sensor member into a plurality of digital values ​​A / D converter, a plurality of consistency check function a / D conversion value, the filtering function, and a sensor failure unresponsive to implement a communication interface constituted of redundant sensors, or a plurality of at least three sensors the sensor component parts, the into a digital output value of a / D converter, the majority of the plurality of a / D conversion value determination sensor function, a filtering function, and a communication interface constituted of a fault operation.

本发明的车辆控制装置,具有操作量生成节点和修正量生成节点和执行元件驱动节点,在执行元件驱动节点上,在修正量生成节点正常的时候,对由操作量生成节点给出的操作量施加从修正量生成节点给出的修正量、以作为控制目标值来控制执行元件,在修正量生成节点异常的时候,将由操作量生成节点给出的操作量作为控制目标值来控制执行元件。 The operation amount of the vehicle control apparatus of the present invention, when the operation amount generating node has a correction amount generating node and the actuator driver and the nodes, the nodes on the actuator driver, the normal correction amount generating node, generated by the operation amount is given to the node generating correction amount is applied from the node given correction amount as a control target value to control the actuator, when an abnormality generated in the node correction amount generated by the operation amount as given by the amount of operation of node control target value to control the actuator.

其结果,即使是在修正量生成节点发生故障的时候,也不进行修正,但是基于操作量能够控制执行元件。 As a result, even when the node fails to generate the correction amount, the correction is not performed, but can be controlled based on the operation amount of the actuator.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、和连接多个执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有基于自己的动作状态和其它的执行元件驱动装置的动作状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required states to control the plurality of actuators of the actuator drive device, and a plurality of communication devices connected to actuator driver means, and controls the driving of the vehicle, steering braking at least one actuator drive device having an actuator control method selected based on the operation state of the operation state of the own and other actuators driving apparatus control method selecting means.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、和连接多个执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有检测自己的故障并通过通信装置对其它的执行元件驱动装置通知故障发生的故障检测装置、和基于自己的故障状态和其它的执行元件驱动装置的故障状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required states to control the plurality of actuators of the actuator drive device, and a plurality of communication devices connected to actuator driver means, and controls the driving of the vehicle, steering braking at least one drive actuator means having a detecting its own faults and driven by means of the communication apparatus notifies other actuator failure failure detecting means, and based on its own fault status and other actuator drive apparatus selecting a fault condition of performing a control method selection means element.

另外,本发明的车辆控制装置是,具有:基于驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、和连接多个执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有基于通过通信装置从其它执行元件驱动装置接收的短信息的接收状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus having: a plurality of actuators for controlling the actuator based on the required state of the driver or the vehicle drive device, and a communication apparatus connected to a plurality of actuator driver means, and controls the driving of the vehicle, steering, braking at least one actuator drive device having a control method selected based on the actuator performs reception state from other short messages element drive device received through the communication apparatus control method selection means.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、和连接多个执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有通过通信装置将通知动作状态用的短信息发送给上述其它的执行元件驱动装置并基于是否从其它的执行元件驱动装置接收到上述短信息来选择执行元件控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required states to control the plurality of actuators of the actuator drive device, and a plurality of communication devices connected to actuator driver means, and controls the driving of the vehicle, steering braking at least one actuator drive device having a short message transmitted by the operating state notifies the communication device of the other actuators to said drive means based on whether it has received from another apparatus to said actuator driver to select a short message control method execution control method selection means element.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来运算操作量指令值的至少1个操作量生成装置、和基于从操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接操作量生成装置和执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有基于自己的动作状态、和其它的执行元件驱动装置的动作状态、和操作量生成装置的动作状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required operational state of at least one operation manipulation amount command value generating means, and means based on the operation amount instruction value given from the operation to control the amount generated drive means drives the plurality of actuators of the actuator, and the operation amount generating means connected to the actuator and the communication means of the drive and control of the vehicle, the steering, braking at least one drive actuator means having an operation based on its own status , control method, and other operation state of the actuator driver means, generating means and the operating state of the select actuator operation amount control method selecting means.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来运算操作量指令值的至少1个操作量生成装置、和基于从操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接操作量生成装置和上述执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,操作量生成装置,具有检测自己的故障并通过通信装置对上述执行元件驱动装置或操作量生成装置通知故障发生的故障检测装置,执行元件驱动装置,具有检测自己的故障、基于通过通信装置对其它的执行元件驱动装置或操作量生成装置通知故障发生的故障检测装置、自己的故障状态、其它的执行元件驱动装置的故障状态、和操作量生成装置的故障发生状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required operational state of at least one operation manipulation amount command value generating means, and means based on the operation amount instruction value given from the operation to control the amount generated a plurality of actuators driving the actuator means, and a communication connecting operation amount generating means and said actuator driver means and controlling the vehicle driving, steering, braking at least one of the operation amount generating means, having its own fault detection through the communication means the driving means or the operation amount generating fault detection apparatus notifies failure, the element driving device performs, having detect its own fault, based by the communication device drive means for the other actuators or operation amount generating means to said actuator element failure detection means failure notification, the own fault condition, to select a control method of performing a fault element selection means for further fault state actuator drive device, and the operation state quantity generating means generating.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来运算操作量指令值的至少1个操作量生成装置、和基于从操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接操作量生成装置和上述执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有基于从其它执行元件驱动装置或操作量生成装置给出的短信息的接收状态来选择执行元件的控制方法的控制方法选择装置。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required operational state of at least one operation manipulation amount command value generating means, and means based on the operation amount instruction value given from the operation to control the amount generated a plurality of actuators driving the actuator means, and a communication connecting operation amount generating means and said actuator driver means and controlling the vehicle driving, steering, braking at least one drive means actuator, based on performing the other having element drive device or operating amount of the generated short message reception state analysis means selects a control method selection means of the actuator.

另外,本发明的车辆控制装置,具有:基于驾驶员的要求或车辆状态来运算操作量指令值的至少1个操作量生成装置、和基于从操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接操作量生成装置和上述执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,操作量生成装置,通过通信装置将操作量指令值发送到每个执行元件驱动装置上;执行元件驱动装置,当接收到操作量指令值时,通过上述通信装置将应答短信息送到操作量生成装置或其它的执行元件驱动装置中,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,基于是否接收到从操作量生成装置给出的操作量指令值或从其它的执行元件驱动装置给出的应答短信息来选择执行元件的控制方法。 Further, the present invention is a vehicle control apparatus, comprising: a driver or a vehicle based on the required operational state of at least one operation manipulation amount command value generating means, and means based on the operation amount instruction value given from the operation to control the amount generated a plurality of actuators driving the actuator means, and a communication connecting operation amount generating means and said actuator driver means and controlling the vehicle driving, steering, braking at least one of the operation amount generating means, by operation of the communication device amount command value is sent to each actuator driver means; actuator driver means, when receiving the operation amount command values, via the communication means to the short message reply to the operation amount generating means or other actuator driver means, actuator driver means, having a control method selecting means, the control method selection means, the amount of operation performed whether a given generating means from the operation amount command values ​​or the information device given a short response from the other actuator drive is selected based on the method of controlling element.

另外,本发明的车辆控制装置,具有:检测驾驶员的要求或车辆状态的传感器装置、和基于从传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、和基于从操作量生成装置给出的操作量指令值或从上述传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接传感器装置和操作量生成装置和执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,基于自己的动作状态和其它的执行元件驱动装置的动作状态、和操作量生成装置的故障的动作状态,选择使用从操作量生成装置给出的操作量指令值的控制方法、使用从传感器给出的信息的控制方法、使执行元件为规定的状态的控制方法中任意一种方法。 Further, the present invention is a vehicle control apparatus, comprising: a sensor device detecting the driver's demand or vehicle state, and based on the information given from the sensor means calculates at least an operation amount of the operation amount instruction value generating means, and based on the operation amount instruction operation quantity generating means gives a value or information given from the sensor to control the plurality of actuators of the actuator drive device, and the connecting means and the sensor means generates a communication operation amount and the actuator driver means, and the drive control of the vehicle, the steering, braking at least one actuator drive device, a control method selecting means, the control method selection means, based on its own operating state and the operating state of the other actuator drive device, and the operation amount generated fault operating state of a device using the control method selection operation amount command value generating means is given from the operation amount, the control method using the information given from the sensor so that the actuator is a control method of the state of any one of predetermined method.

另外,本发明的车辆控制装置,具有:检测驾驶员的要求或车辆状态的传感器装置、基于从传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、基于从操作量生成装置给出的操作量指令值或从上述传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接传感器装置和操作量生成装置和执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,操作量生成装置,检具有测自己的故障并通过通信装置对执行元件驱动装置或操作量生成装置通知故障发生的故障检测装置,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,基于检测自己的故障并通过通信装置对其它的执行元件驱动装置或操作量生成装置通知故障发生的故障检测装置、自己的故障状态、其它的执行元件驱动装置的故障状态、和 Further, the present invention is a vehicle control apparatus, comprising: a sensor device detecting the state of request or of a driver of the vehicle, based on information given from the sensor means calculates at least an operation amount of the operation amount instruction value generating means, based on the operation amount generating a plurality of operation amount instruction values ​​given apparatus or information given from the sensor to control the actuator drive actuator means, and means connected to the sensor means and an amount of operation of the communication apparatus and the generation of actuator drive means, and controls the vehicle driving, steering, braking at least one of the operation amount generating means having measured its own fault detection and communication by means of the drive device or actuator operation amount detecting means generates the fault notification of failure, the actuator drive device, having control method selecting means, the control method selection means, based on the detected own fault through the communication means the driving means or the operation amount generating means notifies the failure detection means failure to the other actuators, their failure state, the other actuator driver fault state of the device, and 操作量生成装置的故障的发生状态,选择使用从操作量生成装置给出的操作量指令值的控制方法、使用从传感器给出的信息的控制方法、使执行元件为规定的状态的控制方法中任意一种方法。 The method of controlling the operation amount of the failed state occurs generating apparatus, a control method using the selection operation amount command value generating means is given from the operation amount, the control method using the information given from the sensor so that a predetermined state of the actuator either method.

另外,本发明的车辆控制装置,具有:检测驾驶员的要求或车辆状态的传感器装置、基于从传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、基于从操作量生成装置给出的操作量指令值或从传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接传感器装置和上述操作量生成装置和执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,基于从其它的执行元件驱动装置或操作量生成装置给出的短信息的接收状态,选择使用从操作量生成装置给出的操作量指令值的控制方法、使用从传感器给出的信息的控制方法、使执行元件为规定的状态的控制方法中任意一种方法。 Further, the present invention is a vehicle control apparatus, comprising: a sensor device detecting the state of request or of a driver of the vehicle, based on information given from the sensor means calculates at least an operation amount of the operation amount instruction value generating means, based on the operation amount a plurality of means generates an operation amount command given value or information given from the sensor element to perform the control actuator driver means and the connector means and said operation amount sensor and communication devices generating element driving device performs and controls the vehicle driving, steering, braking at least one actuator drive device, a control method selecting means, the control method selection means, short message reception state analysis means further generates based on the actuator operation amount or a drive means, selection control method using the operation amount instruction value generating means is given from the operation amount, the control method using the information given from the sensor so that the actuator is a control method in a predetermined state any method.

另外,本发明的车辆控制装置,具有:检测驾驶员的要求或车辆状态的传感器装置、基于从传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、基于从操作量生成装置给出的操作量指令值或从传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接传感器装置和上述操作量生成装置和执行元件驱动装置的通信装置,并控制车辆的驱动、操舵、制动的至少一个,操作量生成装置,通过通信装置将操作量指令值发送到每个执行元件驱动装置上;执行元件驱动装置,当接收到操作量指令值时,通过通信装置将应答短信息送到操作量生成装置或上述其它的执行元件驱动装置中,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,基于是否接收到从操作量生成装置给出的操作量指令值或从其它的执行元件驱动装置 Further, the present invention is a vehicle control apparatus, comprising: a sensor device detecting the state of request or of a driver of the vehicle, based on information given from the sensor means calculates at least an operation amount of the operation amount instruction value generating means, based on the operation amount a plurality of means generates an operation amount command given value or information given from the sensor element to perform the control actuator driver means and the connector means and said operation amount sensor and communication devices generating element driving device performs and controls the vehicle driving, steering, braking at least one of the operation amount generating means via the communication means on the operation amount instruction value transmitted to each actuator driver means; actuator driver means, when receiving the operation amount command values, by the communication response means generating a short message to the operation amount or the other of the actuator driving device, actuator drive device, a control method selecting means, the control method selection means, based on whether a given device generates the operation amount operation amount command value or the drive apparatus from the other actuators 给出的应答短信息,选择使用从操作量生成装置给出的操作量指令值的控制方法、使用从传感器给出的信息的控制方法、使执行元件为规定的状态的控制方法中任意一种方法。 Short response information given, using the control method selection operation amount command value generating means is given from the operation amount, the control method using the information given from the sensor so that the actuator is a control method of the state of any one of predetermined method.

另外,本发明的车辆控制装置,在进行车辆的驱动、操舵、制动,具有下述构成,分散配置:检测驾驶员的要求并输出信号的节点、基于该要求信号来运算操作量指令值并进行信号输出的操作量生成节点、和基于从该操作量生成节点给出的操作量指令值来控制执行元件的执行元件驱动节点;上述各节点,设置有储存各信号输出的数据接收表,并具有判定其内容、对其它节点的故障检测功能。 Further, the vehicle control apparatus of the present invention, during vehicle driving, steering, braking, has a configuration, dispersed: detecting a request of the driver signal and an output node, the request signal based on the operation amount command value calculation and an amount of generation of the operation signal output node, and to control the actuator based on the driving node of the actuator generates an operation amount command value given from the node to the operation amount; each of the nodes, the reception table is provided for storing data output from the respective signal, and having determined that the content of the fault detection function of other nodes.

另外,本发明的车辆控制装置,在数据接收表中包含表示短信息的时刻的信息,在时刻的延迟比预先制定的值大的时候,判断为发送处或其通信路没有正常工作、或者已返回到正常状态。 Further, the vehicle control apparatus of the present invention, the data contained in the received table information indicating the time short message, the time delay than when the pre-established large value, it is determined not to send the normal operation or communication channels, or has return to a normal state.

另外,本发明的车辆控制装置,在数据接收表中包含故障投票部,并具有根据预先制定的算法来特定故障节点或恢复到正常状态的节点的功能。 Further, the vehicle control apparatus of the present invention, the voting section containing the fault in the received data table, and has a function of pre-established according to a particular node failure algorithm or returns to normal node. 由此,能够判定节点的故障发生和恢复,能够安全地继续车辆控制。 Thus, the failed node can be determined and occurrence of recovery can be continued safely control the vehicle.

另外,本发明的车辆控制装置是,通过将其它节点的故障诊断信息作为故障投票而输出,并共有各节点的故障判定状况。 Further, the vehicle control apparatus of the present invention is that the failure diagnosis information by other nodes as a vote fault is output, and a total failure determination condition of each node. 由此,由于各节点的故障判定一致,所以能够安全地继续车辆控制。 Accordingly, since each node a consistent failure determination, it is possible to safely continue the vehicle control.

(发明效果)本发明的车辆控制装置,即使不能够控制操作量生成装置或任意的执行元件驱动装置,也能通过其它的执行元件驱动装置安全地继续车辆控制。 (Effect of the Invention) The vehicle control apparatus according to the present invention, the operation amount can be controlled without generating any means or actuator driver means, but also through other means of the actuator driver to control the vehicle safely continue. 由此,不必将每个控制器的冗长度提高到所需要以上,以简单的ECU构成、低成本就能够确保高可靠性和实时性以及扩展性。 Thus, each controller is not necessary to increase the degree of redundancy required to above, the ECU with a simple configuration, low cost and high reliability can be ensured as well as real-time scalability.

附图说明 BRIEF DESCRIPTION

图1是表示本发明的车辆控制装置的实施例1的基本的构成的方块图。 FIG. 1 is a block diagram showing a basic configuration of an embodiment of the present invention, the vehicle control apparatus 1.

图2(a)、(b)是分别表示实施例1的车辆控制装置中的通信数据流程的具体例的数据流程图。 FIG 2 (a), (b) are diagrams respectively showing a specific example of a data flow diagram of an embodiment of the vehicle control apparatus in the communication data flow in the embodiment.

图3是应用实施例1的车辆控制装置的车辆的概要图。 FIG 3 is a schematic view of a vehicle of the embodiment of the vehicle control apparatus of the embodiment 1 is applied.

图4是实施例1的车辆控制装置的车辆运动综合控制ECU的控制方块图。 FIG 4 is an embodiment of the vehicle motion control apparatus of the vehicle of the embodiment of a block diagram of the integrated control ECU.

图5是表示车辆运动状态的说明图。 FIG 5 is an explanatory view of a vehicle motion state.

图6是表示由车辆运动综合控制ECU的车辆状态推定部进行的车辆状态推定处理流程的流程图。 6 is a diagram of the vehicle by the vehicle motion integrated control ECU of the vehicle state estimation unit performs a state estimation process run.

图7是表示由车辆运动综合控制ECU的目标状态运算部进行的目标状态运算处理流程的流程图。 FIG 7 is a flowchart showing the process flow of the target state of operation performed by the integrated vehicle motion control ECU target state calculating unit.

图8是表示车体操作矢量·操作力矩的说明图。 FIG 8 is an explanatory view showing operation of the vehicle-operation moment vector.

图9是表示由车辆运动综合控制ECU的操作量运算部进行的操作量运算处理流程的流程图。 FIG 9 is a flowchart showing the operation flow amount calculation processing performed by the integrated vehicle motion control ECU operation amount calculation unit.

图10是表示车体操作的轮胎矢量的说明图。 FIG 10 is an explanatory view of a tire of the vehicle operation of the vector.

图11(a)、(b)是表示操作量分配处理的概要图。 FIG 11 (a), (b) is a schematic diagram illustrating processing operation quantity distribution.

图12是根据实施例1的车辆控制装置的DBW系统的综合控制ECU的控制方块图。 FIG 12 is a control block diagram of the integrated DBW control ECU system for a vehicle control apparatus of the embodiment 1 in accordance with.

图13是表示面向应用本发明的车辆控制装置的下一代车辆综合车辆控制装置、自律分散控制平台(实施例2)的方块图。 13 is a next-generation vehicles of the present invention is an integrated application of the vehicle the vehicle control apparatus for controlling the apparatus, the platform autonomous distributed control (Example 2) block diagram.

图14(a)、(b)是表示自律分散控制平台的数据区的概要的方块图。 FIG 14 (a), (b) is a block diagram showing a schematic autonomous distributed control data area of ​​the platform.

图15是表示分散控制平台的自律的动作的概要的方块图,是车辆运动状态量的概要图。 FIG 15 is a schematic autonomous decentralized control of the operation of the platform block diagram of a vehicle motion state quantity schematic FIG.

图16是表示自律的监视概要的方块图。 FIG 16 is a block diagram showing an outline of the monitoring of self.

图17是表示执行元件节点动作流程的图。 FIG 17 is a view showing a flow of operation of the actuator nodes.

图18(a)、(b)是表示XBW车辆控制装置的构成例的方块图。 FIG. 18 (a), (b) is a block diagram showing a configuration example of a vehicle control apparatus XBW.

图19是表示本发明的车辆控制装置的实施例2的基本构成的方块图。 FIG 19 is a block diagram showing a basic configuration of Example 2 of the present invention, the vehicle control device.

图20是表示操作量生成节点功能的方块图。 FIG 20 is a block diagram showing the functional operation amount generating node.

图21是表示执行元件驱动节点的功能的方块图。 FIG 21 is a block diagram showing functional elements performing driving node.

图22是表示应用本发明的车辆控制装置的实施例3的车辆的概要图。 FIG 22 is a schematic diagram of a vehicle according to the third embodiment of the present invention is applied to a vehicle control apparatus.

图23是表示在TDM通信中的节点的故障检测方法的说明图。 FIG 23 is a diagram illustrating a method of fault detection in a TDM node communication.

图24是表不无故障反应的传感器节点的功能构成图。 FIG 24 is a table of the function of the sensor nodes is not trouble-free reactor configuration of FIG.

图25是表示无故障反应的传感器节点的硬件构成图。 FIG 25 is a block diagram showing a hardware fault-free sensor node response.

图26是表示应用本发明的车辆控制装置的实施例4的车辆的概要图。 FIG 26 is a schematic diagram of a vehicle of Example 4 of the present invention is applied to a vehicle control apparatus.

图27是表示应用本发明的车辆控制装置的实施例5的车辆的概要图。 FIG 27 is a schematic diagram of a vehicle according to the present invention is applied embodiment of the vehicle control device 5.

图28是表示应用本发明的车辆控制装置的实施例6的车辆的概要图。 FIG 28 is a schematic diagram of a vehicle according to the present invention is applied embodiment of the vehicle control apparatus 6.

图29是表示应用本发明的车辆控制装置的实施例7的车辆的概要图。 FIG 29 is a schematic diagram of a vehicle according to the present invention is applied embodiment of the vehicle control device 7.

图30是表示执行元件驱动节点构成的方块图。 30 is a block diagram showing the implementation of the drive member nodes.

图31是表示使操作量生成节点、修正量生成节点冗长化的实施例的方块图。 FIG 31 is a diagram showing the manipulation-amount generating node, a block diagram of an embodiment of the redundancy of the nodes generating correction amount.

图32是表示具有多个功能、比较功能的执行元件驱动节点的实施例的方块图。 FIG 32 is a diagram having a plurality of functions, perform a block diagram of an embodiment of elements of the driving node of the comparison function.

图33是表示在故障时作除变动作的执行元件驱动节点的实施例的方块图。 FIG 33 is a block diagram of an embodiment except for the changes made when a failure actuator driver node.

图34是表示故障时的除变动作的时间图。 FIG 34 is a time chart when a failure other changes made.

图35是表示各节点连接到同一通信路的实施例的方块图。 FIG 35 is a block diagram showing an embodiment of each node is connected to the same communication path.

图36是表示传送同一通信路的信息流程的图。 FIG 36 is a communication path conveying the same information flow of FIG.

图37是表示在Steer-by-Wire系统中应用本实施例的具体例的方块图。 FIG 37 is a block diagram showing a specific example of application of the present embodiment of the Steer-by-Wire System.

图38是表示在Brake-by-Wire中应用本实施例的具体例的方块图。 FIG 38 is a block diagram showing a specific example of the present application in Brake-by-Wire in embodiment.

图39是表示在综合Steerr-by-Wire和Brake-by-Wire的综合系统中应用本实施例的具体例的方块图。 FIG 39 is a block diagram showing a specific example of application of the integrated system in the integrated Steerr-by-Wire and Brake-by-Wire in embodiment.

图40是表示本发明的车辆控制装置的实施例8的基本构成的方块图。 FIG 40 is a block diagram showing a basic configuration of an embodiment of the present invention is the vehicle control device 8.

图41是表示本发明的车辆控制装置的实施例8的变形例的方块图。 FIG 41 is a block diagram showing a modification of the embodiment of the present invention is the vehicle control device 8.

图42是表示本发明的车辆控制装置的实施例8的另一个变形例的方块图。 FIG 42 is a block diagram of another modification of the embodiment of the present invention is the vehicle control device 8.

图43是表示操作量生成节点功能的方块图。 FIG 43 is a block diagram showing the functional operation amount generating node.

图44是表示执行元件驱动节点功能的方块图。 FIG 44 is a block diagram of the actuator driver function node.

图45是表示执行元件驱动节点动作的时间图。 FIG 45 is a timing chart showing the operation of the actuator driver node.

图46是表示控制程序选择处理的流程图。 FIG 46 is a flowchart showing a control program choice.

图47(a)、(b)是分别表示控制程序选择表的例子的说明图。 FIG 47 (a), (b) are diagrams respectively showing an example of a control program selects the table of FIG.

图48是表示制动控制的开始时期的操作量生成节点和执行元件驱动节点动作的时间图。 FIG 48 is a time chart of the operation amount of the brake control start timing generating node and the actuator driver node operation.

图49是表示在制动控制中的操作量生成节点和执行元件驱动节点的动作的时间图。 FIG 49 is a brake operation amount of the control node generates a timing chart showing the operation of the actuator and the drive node.

图50是表示选择执行制动控制的车轮的处理流程图。 FIG 50 is a flowchart showing the selection processing executed in the wheel brake control.

图51(a)、(b)是分别表示制动车轮选择表的例子的说明图。 FIG 51 (a), (b) are diagrams respectively showing an example of the brake wheel selected table. FIG.

图52是表示在制动控制开始时期、左后轮的执行元件驱动节点或执行元件发生故障时的操作量生成节点和执行元件驱动节点的动作的时间图。 FIG 52 is a diagram showing the brake control start time, when the operation amount of the left rear wheel drive actuator node or an actuator node fails to generate a time chart and an actuator driving operation node.

图53是表示在制动控制中左后轮的执行元件驱动节点或执行元件发生故障时的操作量生成节点和执行元件驱动节点的动作的时间图。 FIG 53 is a timing chart showing the operation amount of the rear left wheel actuator driver or node failure in the brake actuator to generate the control node and the actuator driver node operation.

图54是表示在制动控制中一时发生故障的左后轮的执行元件驱动节点或执行元件恢复时的操作量生成节点和执行元件驱动节点的动作的时间图。 FIG 54 is a timing chart showing the operation amount of the left rear wheel momentary fault occurs in the brake actuator driver control node or an actuator node generating and recovery operation of actuator driver node.

图55是表示在制动控制中操作量生成节点发生故障时的执行元件驱动节点的动作的时间图。 FIG 55 is a timing chart showing the operation of the actuator driver node when a node failure in the brake operation amount generated control.

图56是表示在制动控制中一时发生故障的操作量生成节点恢复时的操作量生成节点和执行元件驱动节点的动作的时间图。 FIG 56 is a diagram showing the amount of operation of one o'clock failure in the brake control operation amount when the generated node recovery time graph node and generating actuator driver node operation.

图57是表示在制动控制中操作量生成节点和左后轮的执行元件驱动节点或执行元件发生故障时的执行元件驱动节点的动作的时间图。 FIG 57 is a timing chart showing an operation amount of the actuator when the node is generated and the left rear wheel in the brake control actuator driver failure node or the actuator drive operation node.

图58是表示本发明的车辆控制装置的实施例8的其他变形例的方块图。 FIG 58 is a block diagram showing another modification of the embodiment 8 of the present invention, the vehicle control device.

图59是表示本发明的车辆控制装置的实施例9的方块图。 FIG 59 is a block diagram of an embodiment of the present invention, the vehicle control apparatus 9.

图60是表示数据接收表的具体例的图。 FIG 60 is a diagram showing a specific example of a data reception table.

图61是表示其它节点的故障诊断处理的流程图。 FIG 61 is a flowchart showing the failure diagnosis process of the other nodes.

图62是表示本发明的车辆控制装置的其它的实施例的方块图。 FIG 62 is a block diagram showing another embodiment of a vehicle control apparatus of the present invention.

图中:1-主计算机,1A-主功能,2-传感器从属计算机,2A-传感器处理功能,3-执行元件从属计算机,3A-执行元件控制功能,3B-简易主功能,4-传感器,5-执行元件,10-车辆运动综合控制装置,11-操舵量控制装置,12-制动力控制装置,13-驱动力控制装置,20-DBW系统综合控制ECU,21-内燃机控制ECU,22-变速器控制ECU,23-电动马达控制ECU,24-蓄电池控制ECU,25-HMI·ECU,30-车辆运动综合控制ECU,31-舵角指示装置,32-减速指示装置,33-加速指示装置,35-控制系统网关,36-车体系统网关,41、41A-转向传感器(操舵角传感器),42、42A-制动踏板位置传感器,43-加速踏板位置传感器,44-毫米波雷达/照相机,50-车辆,51-转向盘,52-制动踏板,53-加速踏板,54-VGR机构,60A、60B-传感器部件,61A、61B-A/D变换器,62-一致效验功能,63-滤波功能,64-通信控制器,65A、65B-通信驱动器,71- REFERENCE NUMERALS 1: host computer, the main function. 1A-2-dependent sensor computer, 2A-sensor processing, actuator 3- slave computer, 3A- actuator control function, the main function of 3B - simple, 4 sensor 5 - actuator, the integrated vehicle motion control device 10-, 11- steering amount control device 12- braking force control means, driving force control device 13-, 20-DBW system integrated control ECU, 21- engine control ECU, 22- transmission control ECU, 23- electric motor control ECU, 24- battery control ECU, 25-HMI · ECU, 30- integrated vehicle motion control ECU, 31- rudder angle indicating means, the deceleration instruction means 32-, 33- acceleration instruction means 35 - control system gateway, 36- body system gateway, 41,41A- steering sensor (steering angle sensor), 42,42A- brake pedal position sensor, 43 accelerator position sensor, 44- millimeter wave radar / camera 50 - the vehicle, the steering wheel 51, the brake pedal 52-, 53- accelerator pedal, 54-VGR mechanism, 60A, 60B- sensor member, 61A, 61B-A / D converter, 62- consistent efficacy function, filtering 63- function, 64- communication controller, 65A, 65B- communication driver, 71- 轮操舵机构,72R、72L-前轮,73-前轮制动机构,74-后轮操舵机构,75R、75L-后轮,76-后轮制动机构,77-前轮悬架机构,78-后轮悬架机构,81、81A-SBW·VGR驱动器ECU,811-简易控制逻辑部,82-SBW驱动器ECU,83A~83D-BBW驱动器ECU,831-简易控制逻辑部,84A~84D-EAS驱动器ECU,85-气囊ECU,100-操作量生成节点,101-车辆状态推定部,102-目标状态运算部,103-车体操作矢量操作力矩运算部,104-操作量运算部,105-车辆参数记忆部,110-SBW驱动器ECU,120-操作量指令值,201-车辆状态信号,210-故障检测功能,210A~210D-故障检测功能,220-控制程序选择功能,230-故障检测通知,300-执行元件驱动节点,320-控制器,400-执行元件,500、550-传感器,600-网络,610-操作量生成节点,611-耐故障功能,612、612a~c-操作量,614、624-时隙,615-转向柱,616-制动踏板,620-修正量生成节点,621-故障检 Wheel steering mechanism, 72R, 72L- front wheel, the front wheel brake mechanism 73-, 74- rear wheel steering mechanism, 75R, 75L- rear wheel, the rear wheel brake mechanism 76-, 77- front wheel suspension mechanism, 78 - a rear wheel suspension mechanism, 81,81A-SBW · VGR driver ECU, 811- simple control logic unit, 82-SBW driver ECU, 83A ~ 83D-BBW driver ECU, 831- simple control logic unit, 84A ~ 84D-EAS drive ECU, 85- airbag ECU, 100- generating node operation amount, a vehicle state estimation unit 101, a target state calculating unit 102-, 103- vector operation body operating torque calculation unit, the operation amount calculation unit 104-, 105- vehicle parameter memory section, 110-SBW driver ECU, 120- operation amount command values, 201- vehicle condition signals, 210- fault detection, 210A ~ 210D- fault detection function, the control program selection function 220, 230- failure detection notification, actuator driving node 300, controller 320-, 400- actuator, 500,550- sensor network 600, the operation amount generating node 610-, 611- fault-tolerant features, 612,612a ~ c- operation amount, 614, 624- slot, the steering column 615, a brake pedal 616-, 620- correction amount generating node, fault detection 621 测功能,622、622a、622b-修正量,623-故障检测结果,625-加速传感器·偏航率传感器,630、630-0~4-执行元件驱动节点,631-比较器,632-控制器,633-多数判定功能,634-切换器,635-控制器,636-增益可变器,637-斜坡发生器,640-执行元件,641、641-0-操舵装置,642-1~4-制动器,650、651、652-通信路,9100-数据接收表,3000-1-传感器控制器,3000-2-方向盘角度传感器,3001-1-传感器控制器,3001-2-制动踏板位置传感器,3002-1-执行元件控制器,3002-2-操舵控制马达,3003-1-执行元件控制器,3003-2-电动制动钳,3010-1-综合控制器A,3010-2-综合控制器B,A10、A100-控制器节点,A11-处理程序,A12-时间条件,A13-自监视器,A20-传感器节点,A21-处理程序,A22-时间条件,A23-自监视器,A30-执行元件节点,A31-处理程序,A32-时间条件,A33-自监视器,A200-制动踏板传感器节点,A210-雷达节点, Test function, 622,622a, 622b- correction amount, the failure detection result 623-, 625- · yaw rate sensor acceleration sensor, 630,630-0 ~ 4- actuator driver node, the comparator 631-, 632- controller , 633- majority decision function, switch 634-, 635- controller, variable gain device 636-, 637- ramp generator, 640- actuator, 641,641-0- steering apparatus 642-1 ~ 4- brake 650,651,652- communication channels, the data receiving sheet 9100-, 3000-1- sensor controller, 3000-2- steering wheel angle sensor, the sensor controller 3001-1-, brake pedal position sensor 3001-2- , 3002-1- actuator controller controls the steering motor 3002-2-, 3003-1- actuator controller, the electric caliper 3003-2-, 3010-1- integrated controller A, 3010-2- integrated controller B, A10, A100- controller node, A11- handler, A12- time condition, A13- from the monitor, A20- sensor nodes, A21- handler, A22- time condition, A23- from the monitor, A30 - actuator node A31-processing program, A32-time conditions, A33- from the monitor, A200- brake pedal sensor nodes, A210- radar node, A300-前轮制动器执行元件节点,A310-右前轮制动器执行元件节点,A320-左前轮制动器执行元件节点,A400-节点,A410-在正常状态的动作,A411-功能停止处理,A430-自监视功能,AA30-执行元件,AA300-左前轮制动器执行元件,AA301-左后轮制动器执行元件,AA310-右前轮制动器执行元件,AA320-左前轮制动器执行元件,B10-车辆运动总体控制节点,B101-通信驱动器,B102-车辆运动观测器,B103-驾驶员意图把握部,B20-制动踏板节点,B201-通信驱动器,B202-滤波修正处理部件,B203-A/D变换器,B204-数据标准化部,B30-制动器执行元件节点,B301-通信驱动器,B302-制动钳控制部,B303-A/D变换器,B304-预驱动器,B305-自律分散控制功能,D1、D2、D3B-数据流程,D11-操舵量目标值,D12-制动力目标值,D13-驱动力目标值,D31-舵角指示装置操作量,D32-减速指示装置操作量,D33-加速指示装置操 A300- front brake actuator node, A310- right front brake actuator node, A320- left front wheel brake actuator node, A400- node, A410- operation in a normal state, A411- function stop processing, A430- from monitoring, AA30- actuator, AA300- left front wheel brake actuator, AA301- left rear wheel brake actuator, AA310- right front wheel brake actuator, AA320- left front wheel brake actuator, B10- overall vehicle motion control node, B101- communication driver, B102- vehicle motion observer, B103- intention of the driver grip portion, B20- brake pedal node, B201- communication driver, B202- filtering the correction processing section, B203-A / D converter, B204 - data standardization unit, B30- brake actuator nodes, B301- communication driver, B302- caliper control unit, B303-A / D converter, B304- pre-driver, B305- autonomous distributed control function, D1, D2, D3B - data flow, D11- target steering amount, D12- braking force target value, D13- driving force target value, D31- steering angle operation amount indicating means, D32- means indicates the deceleration operation amount, D33- accelerator operation indicating means 量,D3000-方向盘角度信息,D3001-制动踏板踏入量信息,D3010-1-目标舵角,D3010-2-目标制动力,DA10-控制器数据,DA20-传感器数据,DA100-右前轮目标制动力,DA101-左前轮目标制动力,DA200-制动踏板状态量,DA210-车间距离,DF10、DF20、DF30-数据区,N1-网络,N11-通信总线,N1A-控制系统网络(主总线),N1B-控制系统备份网络(备份总线),N2-DBW系统副网络,N3-总网络,N3000-车内网络,M1、M1A、M1B、M2、M3A~M3D、M4A~M4D、M5、M6-电动马达,SA20-传感器,SA200-制动踏板,SA21-雷达。 Amount, D3000- steering wheel angle information, D3001- brake pedal depression amount information, D3010-1- target steering angle, D3010-2- target braking force, DA10- controller data, DA20- sensor data, DA100- right front wheel target braking force, DA101- left front wheel target braking force, DA200- state quantity of the brake pedal, DA210- inter-vehicle distance, DF10, DF20, DF30- data area, N1- network, N11- communication bus, N1A- control system network ( main bus), N1B- backup network control system (backup bus), N2-DBW system the secondary network, N3- total network, N3000- vehicle network, M1, M1A, M1B, M2, M3A ~ M3D, M4A ~ M4D, M5 , M6- electric motor, SA20- sensor, SA200- brake pedal, SA21- radar.

具体实施方式 Detailed ways

(实施例1)首先,对本发明的车辆控制装置的基本构成参照图1进行说明。 Referring to FIG basic configuration (Example 1) First, the vehicle control apparatus of the present invention will be described.

车辆控制装置,具有主计算机(指令控制器)1,和传感器从属计算机(传感器控制器)2,和执行元件从属计算机(执行元件控制器)3,这些部分,通过有线式、无线式、总线型、网格型、星型、环型等网络N1在双方向可以进行数据通信地连接。 Vehicle control means having a host computer (command controller) 1, the slave computer and a sensor (a sensor controller) 2, a slave computer and actuators (control actuator) 3, the portions, via a wired, wireless type, bus , mesh type, star type, ring type and the like in the data communication network N1 is connected to two parties can be performed.

主计算机1是运算控制目标值的指令控制器,具有主控制功能(主控制装置)1A。 The host computer 1 is a control target value computation command controller having a main control function (main control device) 1A.

在传感器装置从属计算机2上连接观测(计测)控制对象的状态用的传感器4。 Sensor status observation (measurement) of the controlled object connected to the sensor device on the slave computer 24. 传感器从属计算机2具有处理由传感器4给出的传感器信号的传感器处理功能(传感器处理装置)2A。 Sensor slave computer 2 having a sensor processing function (sensor processing means) 2A processes sensor signals given by the sensor 4.

在执行元件从属计算机3上连接作用于控制对象用的执行元件5。 In the slave computer connected actuators acting on the actuator 35 to a control object used. 执行元件从属计算机3是用于控制执行元件5的从属计算机,其具有基于由主计算机1给出的控制目标值控制执行元件5的执行元件控制功能(执行元件控制装置)3A,和对控制目标值进行运算的简易主功能(控制目标值生成装置)3B。 Actuator slave computer 3 for controlling the actuator slave computer 5 having the control target value based on the control by the host computer 1 performs given actuator element 5 of the control function (actuator control means). 3A, and a target control simple primary function calculates the value of (control target value generating means) 3B.

在网络N1上,存在控制目标值的数据流D1、和传感器计测值的数据流D2。 In the network N1, the presence of the control target value data streams D1, and the measured values ​​of the sensor data stream D2.

传感器计测值的数据流D2是传感器从属计算机2输出的传感器值的数据流,主计算机1的主控制功能1A和执行元件从属计算机3的简易主功能3B的双方接收传感器从属计算机2输出的传感器值。 Data stream D2 measured values ​​of the sensor data flow sensor value of the sensor slave computer output from the sensor output from the host computer main control function 1 1A and actuators slave computer Easy Master 3 functions both receiving sensor 3B slave computer value.

控制目标值的数据流D1是主计算机1输出的控制目标值的数据流,执行元件从属计算机3的执行元件控制功能3A接收主计算机1输出的控制目标值。 Control target value data stream D1 is a control target value output data stream from the host computer, the slave computer execute the actuator control function element 3 3A receives a control target value output from the main computer.

在通常动作时,执行元件从属计算机3,基于执行元件控制功能3A从由数据流D1接收的主计算机1给出的控制目标值来控制执行元件5。 In normal operation, the slave computer the actuator 3, the actuator based on the control target value given from the control function 3A received from the host computer data stream D1 1 5 to control the actuator.

但是,在数据流D1产生异常的时候,执行元件从属计算机3基于简易主功能3B运算的控制目标值来控制执行元件5。 However, data streams D1 when an abnormality occurs, the actuator 3 based on a simple master slave computer 3B functions to control operation of the control target value of the actuator 5. 即,简易主功能3B,基于由数据流D2得到的传感器计测值来运算控制目标值,执行元件控制功能3A,基于由执行元件从属计算机3内的数据流D3B得到的简易主功能3B的运算结果的控制目标值来控制执行元件5。 That is, the main function simple 3B, based on the sensor measurement value obtained by the data stream D2 is calculated control target value, the actuator control function. 3A, a simple master function based on the data stream by the execution element D3B slave computer 3 of the obtained arithmetic 3B the results of the control target value to control the actuator 5.

通过采取上述的构成,万一陷于不能使用主计算机1的主控制功能1A的状态,但基于简易主功能3B的运算结果,可进行执行元件控制,可以反映驾驶员的操作或车辆的状态变化,可实现可靠性高的车辆控制装置。 By adopting the above-described configuration, in case of using the main computer can not be caught in the state 1 of the main control function. 1A, but based on the calculation result of simple primary functions. 3B, the actuator can be controlled, or may reflect the change in the operating state of the driver of the vehicle, high reliability of the vehicle may be a control device.

另外,在图1中,将主计算机1作为一个计算机表示,但也可以分开主控制功能并装在多个计算机中。 Further, in FIG. 1, host computer 1 will be represented as a computer, but it may be separately installed in the master control function, and a plurality of computers.

对图1所示的车辆控制装置中的通信流的具体例参照图2(a)、(b)进行说明。 Specific examples of the vehicle shown in FIG. 1 the flow control means in communication with reference to FIG. 2 (a), (b) will be described.

作为主计算机,具有综合地控制车辆整体的运动的车辆运动综合装置10。 A main computer, motion of the vehicle overall vehicle motion integrated control means 10 having an integrated manner.

作为传感器从属计算机,具有,由驾驶员操作的舵角指示装置(操舵角传感系统)31、减速指示装置(制动踏板踏入量传感器系统)32、和加速指示装置(加速踏板踏入量传感器系统)33。 As the sensor slave computer having means indicating steering angle (steering angle sensing system) 31 operated by the driver, the deceleration instruction means (a brake pedal depression amount sensor system) 32, and a pointing device accelerator (accelerator pedal depression amount The sensor system) 33.

作为执行元件从属计算机,具有控制车辆的操舵角的操舵量控制装置11、控制车辆的制动力的制动力控制装置12、和控制车辆的驱动力的驱动力控制装置13。 12 driving force, and the driving force of the vehicle braking force control amount of the steering actuator as a slave computer, equipped with a steering angle control of the vehicle control device 11 controls the braking force control of the vehicle control apparatus 13.

舵角指示装置31、减速指示装置32、加速指示装置33、操舵量控制装置11、制动力控制装置12、驱动力控制装置13、和车辆运动综合控制装置10,通过通信总线N11相互连接。 Steering angle indicating means 31, the deceleration instruction means 32, acceleration instruction means 33, the amount of the steering control apparatus 11, braking force control device 12, the driving force control 13, and the integrated vehicle motion control device apparatus 10, interconnected by a communication bus N11.

图2(a)表示车辆运动综合控制装置10正常动作时的数据流。 FIG 2 (a) represents data flow when normal operation of apparatus 10 integrated vehicle motion control.

在该数据流中,符号D31是驾驶员的舵角指示装置31的操作量,通过舵角指示装置31变换成电信号,输出到通信总线N11中。 In this data stream D31 is a symbol indicating the steering angle of the driver's operation amount of the apparatus 31, the steering angle by the pointing device 31 into an electrical signal and outputs it to the communication bus N11.

符号D32是由驾驶员进行的减速指示装置32的操作量,通过减速指示装置32变换成电信号,并输出到通信总线N11中。 D32 is a symbol indicative of the deceleration operation amount by the driver device 32, pointing device 32 converted by reduction into an electrical signal, and outputs it to the communication bus N11.

符号D33是由驾驶员进行的加速指示装置33的操作量,通过由加速指示装置33变换成电信号,并输出到通信总线N11中。 D33 is a symbol indicating the operation amount of the accelerator device 33 by the driver, the acceleration indicated by the conversion means 33 into an electrical signal, and outputs it to the communication bus N11.

车辆运动综合控制装置10从通信总线N11接收舵角指示装置操作量D31、减速指示装置操作量D32、加速指示装置操作量D33,并进行综合地控制车辆的运动用的运算。 The integrated vehicle motion control apparatus 10 receives from the communication bus N11 steering angle indicating the amount of operation of the device D31, the deceleration operation amount indicating means D32, indicating the operation amount of the accelerator device D33, and calculates the integrated vehicle motion control used.

其后,车辆运动综合控制装置10,作为给予用于控制车辆的控制装置的目标值,将操舵量目标值D11、和制动力目标值D12、和驱动力目标值D13输出到通信总线N11中。 Thereafter, the integrated vehicle motion control device 10, given as a target value control means for controlling the vehicle, the target steering amount D11, and the braking force target value of D12, D13 and the target value of the driving force output to the communication bus N11.

操舵力控制装置11,从通信总线N11接收操舵量目标值D11,为实现操舵量目标值而控制操舵器等的操舵装置。 Steering force control device 11, a target value D11 from the communication bus N11 receives steering amount, for achieving the target steering amount to control the steering device steering the like.

制动力控制装置12,从通信总线N11接收制动力目标值D12,为实现制动力目标值而控制电动制动器等制动装置。 Braking force control device 12, receiving from the communication bus N11 braking force target value of D12, to achieve the target braking force and to control the electric brake device brakes.

驱动力控制装置13,从通信总线N11接收驱动力目标值D13,为实现驱动力目标值而控制内燃机、变速器、电动马达等驱动力源、动力传动系统。 Driving force control device 13, the driving force target value received from the communication bus N11 D13, to achieve the target value of the driving force of the driving power source to control an internal combustion engine, a transmission, an electric motor, a power transmission system.

图2(b)表示在车辆运动综合控制装置10中产生错误时的数据流。 FIG 2 (b) represents the data flow when an error occurs in the integrated vehicle motion control apparatus 10.

在车辆运动综合控制装置10发生故障时,操舵量目标值D11和制动力目标值D12和驱动力目标值D13不向通信总线N11输出。 In the event of failure of the vehicle motion integrated control means 10, the target steering amount and the braking force target value D11 D12 D13 target value and the driving force is not output to the communication bus N11. 但是,需要按驾驶员的意图控制车辆。 However, the need to control the vehicle by the driver's intention.

在这里,操舵力控制装置11判断在车辆运动综合控制装置10中产生了错误时,从通信总线N11接收舵角指示装置操作量D31,基于舵角指示装置操作量D31控制转向器等操舵装置。 In here, the steering force control means 11 determines an error occurs in the integrated vehicle motion control apparatus 10, received from the communication bus N11 steering angle operation amount D31 indicating means, indicating the operation amount based on the steering angle steering means controlling the like steering device D31.

制动力控制装置12,在判断出车辆运动综合控制装置10中产生了错误时,从通信总线N11接收减速指示装置操作量D32,基于减速指示装置操作量D32来控制电动制动器等制动装置。 Braking force control device 12, when an error occurs in the integrated vehicle motion is determined that the control apparatus 10, received from the communication bus N11 deceleration operation amount indicating means D32, D32 based on the deceleration operation amount indicating means for controlling the electric brake device brakes.

驱动力控制装置13,在判断出车辆运动综合控制装置10中产生了错误时,从通信总线N11接收加速指示装置操作量D33,基于加速指示装置操作量D33来控制内燃机、变速器、电动马达等驱动力源。 Driving force control device 13, when an error occurs in the determination that the vehicle motion integrated control apparatus 10, received from the communication bus N11 acceleration instruction operation quantity D33, controls the internal combustion engine, a transmission, an electric motor driving based on the operation amount of the apparatus D33 acceleration instruction power source.

对于在车辆运动综合控制装置10中产生错误,向通信总线N11的数据输出使用没有一定时间等事项,并在数据接收侧进行判断。 For an error in the integrated vehicle motion control apparatus 10, the data output to the communication bus N11 use does not matter a certain time, and determines the data receiving side. 另外,也可以在车辆运动综合控制装置10自身发生错误时,将其意思作为短信息输出。 Further, also in the integrated vehicle motion control apparatus 10 itself error occurs, which means short messages as an output.

接着,对应用本发明的车辆控制装置的车辆(汽车)的一个实施例参照图3进行说明。 Next, a vehicle (automobile) according to the present invention is applied to the vehicle control device according to an embodiment will be described with reference to FIG.

控制系统网络N1A相当于本发明的通信线,被用于涉及车辆运动控制的数据的通信。 The control system corresponds to a communication line network N1A present invention relates to a data communication is used for motion control of the vehicle. 控制系统备用网络N1B也相当于本发明的通信线,作为在因碰撞事故等带来的断线等的不可抗力而在控制系统网络N1A中发生障碍时的预备装置来使用。 The control system also corresponds to the backup network N1B communication line according to the invention, as a preliminary apparatus when the obstacle occurs in the control system network N1A collision accident caused by disconnection of force majeure used.

转向传感器41相当于舵角指示装置31。 Steering rudder angle sensor 41 corresponds to the pointing device 31. 转向传感器41计测驾驶员操作的转向盘51的操作量(操舵角),进行滤波等信号处理,将转向盘操作量作为电信号输出到控制系统网络N1A和控制系统备用网络N1B中。 Steering operation amount sensor 41 (steering angle) of the steering wheel operated by a driver measurement 51, signal processing such as filtering, the steering wheel operation amount as an electric signal to the control system network N1A and N1B the backup network control systems.

另外,转向盘51,即使机械的机构也与前轮操舵机构71连接,即使在因不可抗力而使控制系统网络N1A或转向传感器41或SBW·VGR驱动器ECU(Electronic Control Unit)81发生障碍的时候,也能够控制车辆50的前轮72R、72L的操舵角。 Further, the steering wheel 51, even when the mechanical means is also connected to the front wheel steering mechanism 71, even if the force majeure in the control system network N1A or steering sensor 41 or the SBW · VGR driver ECU (Electronic Control Unit) 81 when the failure occurs, It can be controlled front wheel 72R of the vehicle 50, the steering angle 72L.

制动踏板位置传感器42相当于减速指示装置22。 Brake pedal position sensor 42 corresponds to deceleration instruction means 22. 制动踏板位置传感器42计测驾驶员操作的制动踏板52的操作量,并进行滤波等信号处理,将制动踏板操作量作为电信号输出到控制系统网络N1A和控制系统备用网络N1B中。 Brake pedal position sensor 42 measuring an amount of operation of the driver's operation of the brake pedal 52, a signal processing and filtering, the operation amount of the brake pedal as an electrical signal to the control system network N1A and N1B the backup network control systems.

另外,制动踏板52,即使是油压系统也可与前轮制动器73连接,即使在由不可抗力而使控制系统网络N1A或制动踏板位置传感器52或BBW驱动器ECU83A、83B等发生障碍的时候,也能够控制车辆50的制动力。 Further, the brake pedal 52, even if the hydraulic system is also connected to the front wheel brake 73, even by the force majeure in the control system network N1A or brake pedal position sensor 52, or when failure occurs BBW driver ECU83A, 83B, etc., it is possible to control the braking force of the vehicle 50.

加速踏板位置传感器43相当于加速度指示装置33。 Accelerator pedal position sensor 43 corresponds to acceleration of the pointing device 33. 加速踏板位置传感器43计测驾驶员操作的加速踏板53的操作量,并进行滤波等信号处理,将加速踏板操作量作为电信号输出到控制系统网络N1A中。 Accelerator pedal position sensor 43 measuring an amount of operation of an accelerator pedal operated by a driver 53, a signal processing and filtering, the accelerator pedal operation amount is output to the control system network N1A as an electric signal.

另外,加速踏板位置传感器43,即使是另外的通信线也可与内燃机控制ECU21连接,即使在由不可抗力而使控制系统网络N1A或DBW系统综合控制ECU20发生障碍的时候,也能够控制车辆50的内燃机。 Further, an accelerator pedal position sensor 43, even if the communication line is further connected to the ECU21 can control the internal combustion engine, even when the control system network N1A or by a system of force majeure integrated DBW control disorders ECU20 occurs, it is possible to control the internal combustion engine 50 of the vehicle .

毫米波雷达/照相机44检测前方和后方的其它车的行驶状态、进行行驶中的车线的白线识别等,而被用于车辆50的外部状态的识别。 A millimeter wave radar / camera 44 detects the front and rear of the other vehicle traveling state, the white line recognition and the like of the traveling lane, the external condition is identified for a vehicle 50. 毫米波雷达/照相机44识别外部状态,例如通过信号处理进行与在前方行驶的车辆的相对角度、相对距离、相对速度等运算,并作为电信号输出到控制系统网络N1A中。 A millimeter wave radar / camera 44 recognize the external state, for example, with the vehicle traveling in front relative angle, relative distance, relative speed arithmetic processing by a signal, and output as electric signals to the control system network N1A.

转向传感器41、制动踏板位置传感器42、加速踏板位置传感器43、毫米波雷达/照相机44相当于传感器从属计算机。 Steering sensor 41, a brake pedal position sensor 42, an accelerator pedal position sensor 43, a millimeter wave radar / camera sensor 44 corresponds to the slave computer.

车辆运动综合控制ECU30是主计算机,相当于上述的车辆运动综合控制装置10。 Vehicle motion integrated control ECU30 is the host computer, corresponding to the above-described integrated vehicle motion control apparatus 10. 车辆运动综合控制ECU30,输入向控制系统网络N1A上输出的、由驾驶员进行的操作量或车辆的行驶状态、车辆综合控制ECU30具有的传感器计测值,综合地管理车辆50的运动,将驱动力控制装置、制动力控制装置、操舵量控制装置、悬架控制装置、安全装置控制装置等控制目标值输出到控制系统网络N1A中。 Vehicle motion integrated control ECU 30, the input to the output of the control system on the network N1A, the operation amount or the vehicle running state performed by the driver, the vehicle integrated control ECU 30 with a measured value sensor, integrated management of the movement of the vehicle 50, the driving force control means, the braking force control means, the control amount of the steering means, a suspension control target device, control devices and other safety devices to the control system network of N1A.

车辆运动综合控制ECU30也具有综合系统网络N3和控制系统网络N1A之间的网关(gate way)功能。 Vehicle motion integrated control ECU30 also has (gate way) network functions as a gateway between the network N3 N1A integrated system and a control system.

作为执行元件从属计算机,有SBW·VGR驱动器ECU81、BBW驱动器ECU83A~83D、EAS驱动器ECU84A~84D、气囊ECU85。 As the actuator slave computer, there SBW · VGR driver ECU81, BBW driver ECU83A ~ 83D, EAS drive ECU84A ~ 84D, the air bag ECU85.

SBW·VGR(Steer-By-Wire·Variable Gear Ratio)驱动器ECU81,相当于舵角控制装置,通过控制电动马达M1由前轮操舵机构71控制前轮72R、72L的舵角,通过控制电动马达M5控制已知的操舵装置可变传动比(VGR)机构54。 SBW · VGR (Steer-By-Wire · Variable Gear Ratio) drive ECU 81, corresponds to the steering angle control means, by controlling the electric motor M1 71 controlled by the front wheel steering mechanism 72R, 72L of the steering angle, by controlling the electric motor M5 known steering device control variable gear ratio (VGR) mechanism 54.

SBW驱动器ECU82也相当于舵角控制装置,通过控制电动马达M2由后轮操舵机构74控制后轮75R、75L的舵角。 SBW driver ECU82 also corresponds to the steering angle control device 74 controls the rear wheel 75R by the rear wheel steering mechanism controlled by an electric motor M2, 75L of the steering angle.

BBW(Brake By-Wire)驱动器ECU83A、83B、83C、83D分别相当于制动力控制装置。 BBW (Brake By-Wire) driver ECU83A, 83B, 83C, 83D respectively correspond to the braking force control device.

BBW驱动器ECU83A,通过控制电动马达M3A来控制泵P的油压,由前轮制动机构73控制发生在右前轮72R上的制动力。 BBW driver ECU83A, the hydraulic pump P is controlled by controlling the electric motors M3A, the braking force by the brake mechanism 73 controls the front wheel on the right front wheel 72R.

BBW驱动器ECU83B,通过控制电动马达M3B来控制泵P的油压,控制发生在左前轮上的制动力。 BBW driver ECU83B, the hydraulic pump P is controlled by controlling the electric motor M3B, controlling the braking force on the left front wheel.

BBW驱动器ECU83C,通过控制电动马达M3C来控制泵P的油压,由前轮制动机构73、后轮制动机构76控制发生在右后轮75R上的制动力。 BBW driver ECU83C, the hydraulic pump P is controlled by controlling the electric motor M3C, by the front wheel brake mechanism 73, rear wheel brake mechanism 76 controls the braking force on the right rear wheel 75R.

BBW驱动器ECU13D,通过控制电动马达M3D来控制泵P的油压,由后轮制动机构76控制发生在左后轮75L上的制动力。 BBW driver ECU13D, the hydraulic pump P is controlled by controlling the electric motor M3D, the braking force on the left rear wheel 75L by the rear brake control mechanism 76.

EAS(Electric Active Suspension)驱动器ECU84A、84B、84C、84D,分别相当于悬架控制装置,控制在车辆50上具有的悬架机构77、78。 EAS (Electric Active Suspension) Driver ECU84A, 84B, 84C, 84D, respectively, corresponding to the suspension control apparatus controls the suspension mechanism 50 having 77, 78 in the vehicle.

EAS驱动器ECU84A,通过控制电动马达M4A来控制在右前轮72R上具有的前轮悬架机构77的悬架长、弹簧常数、衰减常数等。 EAS drive ECU84A, by controlling the electric motors M4A to control the right front wheel 72R has a front wheel suspension mechanism of the suspension length, spring constant, attenuation constants 77.

EAS驱动器ECU84B,通过控制电动马达M4B来控制在左前轮72L上具有的前轮悬架机构77的悬架长、弹簧常数、衰减常数等。 EAS drive ECU 84 b, having a mechanism to control the front wheel suspension on the left front wheel 72L by controlling the electric motor 77 M4B suspension length, spring constant, attenuation constants.

EAS驱动器ECU84C,通过控制电动马达M4C来控制在右后轮75R上具有的后轮悬架机构78的悬架长、弹簧常数、衰减常数等。 EAS drive ECU84C, M4C by controlling the electric motor to control the right rear wheel 75R on the rear wheel suspension having a suspension mechanism 78 is long, the spring constant, attenuation constants.

EAS驱动器ECU84D,通过控制电动马达M4D来控制在左后轮75R上具有的前轮悬架机构78的悬架长、弹簧常数、衰减常数等。 EAS drive ECU84D, by controlling the electric motor to M4D controlling a rear wheel 75R in the left front wheel suspension length of the suspension means 78, the spring constant, attenuation constants.

这样,由车辆运动综合控制ECU30,通过控制EAS驱动器ECU84A~84D,可在减速时提高前轮悬架机构77的弹簧常数,防止车辆50向前方向倾斜,在旋转时提高外侧的悬架弹簧常数以防止横转,在上坡时缩短前轮悬架长以延长后轮悬架长,能够减少车体的倾斜。 Thus,, ECU84A ~ 84D, the motion can be improved by the integrated control of the vehicle by controlling the EAS ECU30 drives the front wheel suspension spring constant deceleration mechanism 77, the forward direction of the vehicle 50 is inclined to prevent the increase in the outside of the suspension spring constant rotation to prevent lateral rotation, shortening the length of the front wheel suspension to extend long uphill rear wheel suspension, the inclination of the vehicle body can be reduced.

气囊ECU85相当于安全装置控制装置,对气囊等的乘员保护装置进行控制。 ECU85 corresponds airbag safety device control means controls the occupant protection device an airbag or the like.

DBW(Drive-By-Wire)系统综合控制ECU20相当于驱动力控制装置。 Integrated DBW control ECU20 (Drive-By-Wire) system is equivalent to the driving force control apparatus. DBW系统综合控制ECU20,综合地控制涉及由DBW系统子网络N2连接的内燃机控制ECU21、变速器控制ECU22、电动马达控制ECU23、蓄电池控制ECU24等车辆50的驱动控制等装置。 The system integrated DBW control ECU20, the integrated DBW system controlled by the engine connected to the sub-network N2 ECU21, transmission control ECU22, the electric motor control ECU 23, the battery ECU24 controls the drive control of the vehicle 50 and the like relates to a control apparatus and the like.

通过取这样的构成,仅从车辆运动综合控制ECU30将最终的驱动力指示给DBW系统综合控制ECU20即可,能够不依赖于涉及实际的驱动控制的装置的构成而指示目标值,可以简单地构成控制装置。 By taking such a configuration, only the integrated vehicle motion control ECU30 final driving force indication to the integrated control ECU20 DBW system can be, without depending on the actual configuration of the device according to the drive control target value instructed, can be easily constructed the control device.

内燃机控制ECU21是用于控制未图示的内燃机的ECU,从DBW系统综合控制ECU20接收内燃机轴转矩或内燃机旋转数等目标值,为实现目标值而控制内燃机。 ECU21 for controlling the internal combustion engine is controlled by the ECU (not shown) of the engine, the engine shaft torque received from the integrated control ECU20 DBW system or target engine rotational number and the like, the internal combustion engine is controlled to achieve the target value.

变速器控制ECU22是用于控制未图示的变速器的ECU,从DBW系统综合控制ECU20接收变速档等目标值,为实现目标值而控制变速器。 ECU22 is a transmission control ECU for controlling a transmission (not shown) from the system integrated DBW control ECU20 received shift speed target values ​​and the like, to achieve the target value of the transmission control.

电动马达控制ECU23是用于控制未图示的驱动力发生用电动马达的ECU,从DBW系统综合控制ECU20接收输出转矩或旋转数等目标值,为实现目标值而控制内燃机。 ECU23 controls an electric motor (not shown) for controlling a driving force generating ECU for the electric motor, the integrated control ECU20 DBW system receives an output torque or the target number of rotations and the like, the internal combustion engine is controlled to achieve the target value. 另外,也作为由电动马达再生带来的负方向的驱动力发生源而动作。 Further, the source also operates as a driving force to bring the negative direction regenerated by the electric motor occurs.

蓄电池控制ECU24是用于控制未图示的蓄电池的ECU,控制蓄电池的充电状态等。 Battery control ECU24 for controlling a battery ECU (not shown), controls the charging state of the battery and the like.

信息系统网关35是用于连接未图示的移动电话等无线通信装置、GPS、汽车卫星定位仪等的信息系统网络(本领域技术人员公知的MOST等)、和综合网络N3的网关。 Information system gateway 35 (not shown) for connecting a wireless communication device such as mobile phones, GPS, satellite positioning system such as car information system network (known to those skilled in the MOST and the like), N3, and integrated network gateway.

以信息系统网络和控制系统网络N1A通过网关功能的连接,可将控制系统网络N1A从信息系统网络逻辑地分离,能够比较简单地构成容易满足对实时性等控制系统网络N1A特有的要求的构成。 The information system network and the control system network N1A by connecting gateway function, can control system network N1A information system network logically separate from, can be relatively easily configured easily satisfied constitutes the unique requirements of real-time control system such as a network of N1A.

车体系统网关36是用于连接未图示的门锁、动力窗等的车体系统网络和综合网络N3的网关。 Body system gateway 36 is a vehicle body and integrated network system network N3 gateway for connecting the door lock (not shown), the power windows and the like. 以车体系统网络和控制系统网络N1A通过网关功能的连接,可将控制系统网络N1A从车体系统网络逻辑地分离,能够比较简单地构成容易满足对实时性等控制系统网络N1A特有的要求的构成。 In the body system network and the control system network N1A is connected via a gateway function, a network control system may be N1A body system network logically separate from, can be relatively easily configured to meet the specific requirements of easy real-time performance of the control system network N1A constitution.

下面,对车辆运动综合控制ECU30进行的处理使用图4进行说明。 Next, the process of FIG vehicle motion integrated control performed ECU30 4 will be described. 图4表示车辆运动综合控制ECU30正常动作时的数据流。 Figure 4 shows the integrated vehicle motion control data flow when ECU30 normal operation.

车辆运动综合控制ECU30,具有车辆状态推定部101、目标状态运算部102、车体操作矢量操作力矩运算部103、操作量运算部104、车辆参数记忆部105,并且输入转向传感器41、制动踏板位置传感器42、加速踏板位置传感器43、毫米波雷达/照相机44、在图3未图示的车轮速传感器、车体加速度传感器、角加速度传感器等的传感器S的各传感器信号。 Vehicle motion integrated control ECU 30, a vehicle state estimation unit 101, a target state calculating unit 102, the operation torque of the vehicle body operation vector calculating unit 103, the operation amount calculation unit 104, a vehicle parameter memory section 105, and inputs a steering sensor 41, a brake pedal the position sensor 42, an accelerator pedal position sensor 43, a millimeter wave radar / camera 44, the wheel speed sensor, not shown in FIG. 3, the vehicle body acceleration sensor S sensor signals a sensor, angular acceleration sensor and the like.

车辆状态推定部101,使用传感器信号推定车辆的现在的状态。 Vehicle state estimation unit 101, the sensor signals using the estimated state of the vehicle now.

目标状态运算部102,计算由车辆状态推定部101推定、使用车辆的行驶状态和传感器信号由控制应该实现的车辆的目标状态、即车辆应该取得的目标运动状态。 Target status computing unit 102 calculates a vehicle state estimation unit 101 estimates, using the target motion state of the vehicle running state and the target state of the control signal generated by the sensor of the vehicle to be implemented, i.e., the vehicle should be achieved.

车体操作矢量操作力矩运算部103,基于由车辆状态推定部101推定、车辆的现在状态和由目标状态运算部102计算的目标状态的差异,计算通过控制在车体发生的并进方向的力矢量和旋转方向的力矩矢量。 Vector operation body operating torque computing unit 103, based on the vehicle state estimation unit 101 estimates, the difference of the vehicle and the current state of the target state of the target is calculated by the state calculation unit 102 calculates the translation direction of the vehicle body occurs by controlling the force vector and rotational direction of the torque vector.

操作量运算部104,基于由车体操作矢量操作力矩运算部103计算的力矢量和力矩矢量,计算由BBW驱动器ECU83A~83D、DBW系统综合控制ECU20、SBW·VGR驱动器ECU81、SBW驱动器ECU82、EAS驱动器ECU84A~84D、气囊ECU85等控制用执行元件应该实现的目标操作量。 Operation amount calculation unit 104, based on force vector and moment vector calculated by the vehicle operation of the vector operation torque calculation unit 103 calculates the BBW driver ECU83A ~ 83D, the integrated control ECU20 DBW system, SBW · VGR driver ECU 81, the SBW driver ECU82, EAS drive ECU84A ~ 84D, the amount of air bag ECU85 control operation and the target element to be achieved by execution.

在车辆参数记忆部105中,储存有车体的动力学常数(例如质量、旋转惯性、重心位置等)、控制执行元件的规格参数(例如各执行元件的时间常数、制动器的最大制动力、转向器的最大舵角等)等车辆参数,这些车辆参数,以由车辆状态推定部101、目标状态运算部102、车体操作矢量操作力矩运算部103、操作量运算部104的运算处理来参照。 In the vehicle parameter memory unit 105, the storage of the kinetic constants with a vehicle body (e.g., mass, rotary inertia, center of gravity position, etc.), the control specifications of the actuator (e.g., the execution time of each element is constant, the maximum braking force of the brake, the steering the maximum steering angle of the vehicle's parameter, etc.), etc. these vehicle parameters to a vehicle state estimation unit 101, 102, 103, the operation amount calculation unit 104 of the arithmetic processing operation body operating torque calculating unit vector arithmetic unit by referring to a target state.

另外,在图4中,从操作运算部104向各驱动器ECU的输出,用一根线作了记述,但这不是仅表示一个值的线,而是表示一组的控制量的线。 Further, in FIG. 4, the operation from the operation unit 104 drives each output of the ECU, were described by a line, but this line is not only that a value, but rather a control amount of the line set. 例如,对于BBW驱动器ECU83A~83D,也可以指示按各车轮的独立的制动力。 For example, for the BBW driver ECU83A ~ 83D, may be indicative of the braking force for each wheel independently.

车辆运动综合控制ECU30,通过由车辆状态推定部101、目标状态运算部102、车体操作矢量操作力矩运算部103、操作运算部104构成,具有能够综合地管理控制车辆的运动的效果。 Integrated vehicle motion control ECU 30, a vehicle state by estimating portion 101, a target state calculating unit 102, the operation torque of the vehicle body operation vector calculating unit 103, arithmetic operation unit 104, and has the ability to manage the motion control of the vehicle comprehensively effect.

另外,通过将车辆状态推定部101分离,具有下述效果,例如,在具有同一平板式的车辆中,即使在仅使动力传动系从内燃机变更成混合型的时候等,在变更车辆的控制执行元件的构成的时候,可以再利用运算车辆的力学特性的部分,提高控制装置的开发效率。 Further, by separating the vehicle state estimation portion 101, the following effects, for example, in a vehicle having the same plate-type, even when only the internal combustion engine is changed from the powertrain when a mixed type, etc., is performed to change the control of the vehicle when constituting the element can be reused part of the mechanical characteristics of the operation of the vehicle, to improve development efficiency control device.

另外,通过将目标状态运算部102分离,具有下述效果,即使在反映驾驶员的个性、根据在周边行驶的车辆或道路状态变更目标值的极限的时候,但只变更目标状态运算部102即可,可提高控制装置的开发效率。 Further, by separating the target state calculating section 102, the following effects, even in the driver's personality to reflect changes in the peripheral limits of the target value in accordance with a vehicle traveling or when the road condition, but only changing the target state calculating section 102 i.e. It can be developed to improve the efficiency of the control device.

另外,通过将车体操作矢量操作力矩运算部103和操作运算部104设为独立的构成,可进行与车辆具有的控制装置的构成独立的、对车体的操作量的计算。 Further, the vehicle body by the operation of the vector arithmetic operating unit 103 and torque calculation unit 104 to separate the operating configuration, the control device can be configured with a vehicle having an independent, calculated operation amount of the vehicle body.

例如,即使从混合型汽车向轮毂电动马达型汽车改变结构,但只要在车体操作矢量操作力矩运算部103运算同样发生的力、力矩矢量即可,只要变更操作量运算部104即可。 For example, even if the electric motor vehicles hub structure changes from the wheel to the hybrid car, but also occurs as long as the vehicle body force vector operation unit 103 operating torque calculation operation, moment vector can, by changing the operation amount calculation unit 104 can. 因此,可提高车辆控制装置的开发效率。 Therefore, the development efficiency can be improved vehicle control device.

下面,对由车辆状态推定部101计算的车辆的现在状态和由目标状态运算部102计算的车辆的目标状态、参照图5进行说明。 Next, the target state estimation portion 101 is calculated by the vehicle state and the current state of the vehicle calculated by the target vehicle state calculating section 102 will be described with reference to FIG.

作为车辆的现在状态和目标状态,表示在将车辆50的车体部分假定为刚体时的刚体运动的状态量1X。 As current and target states of the vehicle, showing the body portion of the vehicle in an amount of 50 is assumed to be a rigid body motion during the rigid state 1X. 作为状态量1X,例如是指被固定在车辆50的车体重心的3维(XYZ)局部坐标系1G中的位移(x、y、z)、旋转角(θx、θy、θz)、速度(dx/dt、dy/dt、dz/dt)、角速度(dθx/dt、dθy/dt、dθz/dt)。 As the state quantity 1X, for example, refers to three-dimensional fixed (the XYZ) coordinate system 1G local center of gravity of the vehicle body 50 in the displacement (x, y, z), the rotational angle (θx, θy, θz), velocity ( dx / dt, dy / dt, dz / dt), the angular velocity (dθx / dt, dθy / dt, dθz / dt).

由于在刚体力学中状态量1X的各成分相互连成,所以具有通过确定状态量1X能够进行更加精密的控制、能够进行乘员舒适性和稳定性高的控制的效果。 Since the rigid body mechanics state amount of each component is interconnected to 1X, by determining it with 1X state quantity can be more precisely controlled, the effect can be performed occupant comfort and control of high stability.

对由车辆状态推定部101进行的车辆状态推定处理流程,参照图6进行说明。 Estimation unit 101 of the vehicle by the vehicle state state estimation processing flow will be described with reference to FIG.

首先,在步骤S1011中,推定固定在车辆上的局部坐标系1G中的运动状态。 First, in step S1011, the estimated motion state of the vehicle is fixed to the local coordinate system. 1G.

接着,在步骤S1012中,推定固定在例如日本桥等特定的地点的固定坐标系中的运动状态。 Next, in step S1012, the estimated fixed coordinate system fixed to e.g. Japanese bridge specific location in the state of motion.

接着,在步骤S1013中,推定车辆行驶的周边的状况。 Next, in step S1013, the estimated running condition of the vehicle periphery.

接着,在步骤S1014中,基于传感器S的计测值、BBW驱动器ECU83A~83D、DBW系统综合控制ECU20、SBW·VGR驱动器ECU81、SBW驱动器ECU82、EAS驱动器ECU84A~84D、气囊ECU85等的控制用执行元件的自我故障诊断结果,推定更新车辆的故障状态。 Next, in step S1014, the based on the measured value of the sensor S, the control BBW driver ECU83A ~ 83D, DBW system integrated control ECU20, SBW · VGR driver ECU 81, the SBW driver ECU82, EAS drive ECU84A ~ 84D, the air bag ECU85 or the like by performing self fault diagnosis device, the vehicle is estimated updated fault condition.

对由目标状态运算部102的目标状态运算处理流程,参照图7进行说明。 State 102 to the target operation state calculation processing flow of the target unit will be described with reference to FIG.

首先,在步骤S1021中,基于转向传感器41、制动踏板位置传感器42、加速踏板位置传感器43的操作量、和现在的车辆状态,推定驾驶员意图的车辆状态。 First, in step S1021, based on the steering sensor 41, a brake pedal position sensor 42, the operation amount of the accelerator pedal position sensor 43, and the current vehicle state, the vehicle state estimating the driver's intention.

接着,在步骤S1022中,基于车辆的周边的状况、车辆控制装置的性能、机器的故障的状态、法规制度等,运算车辆的极限。 , The limit operation state of the vehicle Next, in step S1022, the vehicle surrounding conditions, a failure of the vehicle control apparatus performance of the machine, rules and regulations and the like. 例如在制动装置一部分发生故障的时候,在以正常动作的制动装置的能力能够安全制动的范围限制最高速度。 For example, when part of the brake device failure, the ability of normal operation of the braking device capable of safe braking limit the scope of the maximum speed.

并且,在步骤S1023中,在不超过车辆状态的极限的范围,按驾驶员意图决定车辆50的目标状态量。 Then, in step S1023, the vehicle does not exceed the range limit state, according to the driver's intention to determine the target state quantity of the vehicle 50.

图8表示由车体操作矢量操作力矩运算部103运算的操作力、力矩矢量。 8 shows the operation by the vehicle operation torque vector arithmetic unit 103 calculating the operating force, moment vector.

如图8所示,操作力矢量F(Fx、Fy、Fz)和操作力矩矢量τ(τx、τy、τz),在固定于车体上的局部坐标系上进行运算。 As shown, the operation calculates the force vector F (Fx, Fy, Fz) and the operation torque vector τ (τx, τy, τz), fixed to the vehicle body in the local coordinate system 8. 因此,具有能够容易变换到在被固定在车辆上的控制装置的操作量的效果。 Therefore, the effect can be easily converted to the operation amount of the control device is fixed to the vehicle.

对操作运算部104的操作量运算处理流程参照图9进行说明。 Operation amount of the operation flow of the arithmetic processing unit 104 will be described with reference to FIG.

操作运算部104,输入由车体操作矢量操作力矩运算部103运算的车体操作力矢量F、力矩矢量τ,并运算实际的控制装置以怎样的控制量为目标值。 Arithmetic operation unit 104, an input operation by the vehicle operator torque vector arithmetic unit 103 calculating the vehicle operating force vector F., The torque [tau] vector, and calculates the actual control means in what control amount to a target value.

首先,在步骤S1041中,将车体操作力矢量F、力矩矢量τ向各发生在安装于车辆50上的轮胎上的轮胎力进行分配。 First, in step S1041, the operation of the vehicle body force vector F., Each moment vector τ force occurs in the tire mounted on the tire on the vehicle 50 are allocated. 其后,运算对轮胎矢量的、在实际的控制装置中的控制量目标值。 Thereafter, the tire vector calculation, an actual control amount of the control target device.

通过将制动力、驱动力、旋转力(由操舵发生的轮胎横力)作为车辆控制中的目标值使用,可以综合地控制车辆整体的运动。 Used as the control target value of the vehicle braking force by the driving force, the rotational force (the tire lateral force generated by the steering) can comprehensively control the overall movement of the vehicle.

在图10中,表示在步骤S1041运算的轮胎矢量。 In FIG. 10, step S1041 represents the tire vector computing.

FFR是通过控制而发生在前轮的轮胎矢量。 FFR is occurring in the tire of the front wheel by controlling the vector. FFL是通过控制而发生在左前轮的轮胎矢量。 FFL is occurring in the tire of the left front wheel by the control vector. FRR是通过控制而发生在右后轮的轮胎矢量。 FRR is occurring at the right rear wheel tires by the control vector. FRL是通过控制而发生在左后轮的轮胎矢量。 FRL occurs is controlled by the left rear wheel tire vector. 轮胎矢量分别作为固定在车体50上的局部坐标系1G中的成分来确定。 Vectors are determined as the tire component is fixed to the body 50 of the local coordinate system 1G.

通过将轮胎矢量作为局部坐标形状的成分来确定,有容易向固定在车体50上的轮胎驱动轴及转向装置的操作量的变换的效果。 Component is determined by the local coordinate vector as a tire shape, and has a drive shaft effects easily transform operation amount of a steering apparatus to the vehicle body 50 fixed to the tire.

在步骤S1042中,进行操作量的分配处理。 In step S1042, the operation amount of the allocation process. 操作量的分配处理实际上对应于控制车辆的执行元件的构成来进行。 Operation amount allocation processing actually performed corresponding to the control element configured to perform a vehicle.

图11(a)、(b)表示操作量分配处理的详细情况。 FIG 11 (a), (b) showing in detail the process operation quantity distribution.

图11(a)表示车辆50具有内燃机驱动、混合型内燃机驱动的动力驱动系时的操作量分配处理(步骤S1042a)。 FIG 11 (a) denotes an internal combustion engine driving the vehicle 50, when the operation amount of the hybrid drive train of an internal combustion engine driven power allocation processing (step S1042a). 该操作量分配处理,输入轮胎矢量,并输出作为在SBW·VGR驱动器ECU81、SBW驱动器ECU82的目标值的操舵量,作为在BBW驱动器ECU83A~83D中的目标值的制动器制动转矩、作为在DBW系统综合控制ECU20中的目标值的动力驱动转矩。 The operation quantity distribution process, the tire vector input, and outputs as a steering amount SBW · VGR driver ECU 81, the SBW ECU82 drives a target value, as in the BBW driver ECU83A ~ 83D in the torque target value of the brake, as target power integrated control ECU20 DBW system drive torque.

图11(b)表示车辆50具有公知的轮毂电动马达型的动力驱动系时的操作量分配处理(步骤S1042b)。 FIG. 11 (b) represents the operation amount of the electric motor 50 powered hub has a known type vehicle drive train assignment process (step S1042b). 操作量分配处理,输出作为在SBW·VGR驱动器ECU81、SBW驱动器ECU82中的目标值的操舵量、作为在未图示的由轮毂电动马达产生再生和制动块控制ECU的目标值的制动器制动转矩、作为在未图示的轮毂电动马达控制ECU中的目标值的电动马达驱动转矩。 Operation quantity distribution, and outputs as a SBW · VGR driver ECU 81, the SBW driver in steering ECU82 amount target value as a target value generated by a regenerative electric motor wheel hub and the brake control ECU (not shown) blocks the brake torque, as a target value of an electric motor (not shown) wheel control ECU of the electric motor driving torque.

通过实际上对应于控制车辆的执行元件的构成来进行操作量的分配处理,即使改变执行元件构成,也可通过交换操作量分配处理的执行装置来对应,具有提高车辆控制装置的开发效率的效果。 Performs allocation processing operation amount actually constituted by the actuator corresponding to the control of the vehicle, even if the actuator configuration change, the exchange may also be performed by means of the allocation processing corresponding to the operation amount, with improved development efficiency of the vehicle control apparatus effects .

对DBW系统综合控制ECU20的构成参照图12进行说明。 Referring to FIG constituting the DBW ECU20 integrated control system 12 will be described.

右前轮驱动转矩接受部201,接受在右前轮72R应该发生的驱动转矩。 Right wheel drive torque receiving portion 201 receiving the driving torque of the right front wheel 72R should occur. 左前轮驱动转矩接受部202接受在左前轮72L应该发生的驱动转矩。 The left front wheel drive torque receiving portion 202 receives the driving torque of the left front wheel 72L should occur. 右后轮驱动转矩接受部203接受在右后轮75R应该发生的驱动转矩。 Right rear wheel drive torque receiving portion 203 receives the driving torque of the right rear wheel 75R should occur. 左后轮驱动转矩接受部204接受在左后轮75L应该发生的驱动转矩。 The left rear wheel drive torque receiving portion 204 receiving the driving torque of the left rear wheel 75L should occur.

动力驱动系操作量计算部205,计算作为在控制实际的执行元件的ECU中的目标值的值,指示内燃机控制ECU21、变速器控制ECU22、电动马达控制ECU23、蓄电池控制ECU24的操作量。 Drive train operation amount calculating unit 205 calculates the target value of the ECU as the control element performs the actual indicating engine control ECU 21, the ECU 22 controls the transmission, the electric motor control ECU 23, controls the operation amount of the battery ECU24.

在公知的转矩基础的车辆控制装置中,以在驱动装置的驱动轴应该发生的转矩为目标值进行控制。 On the basis of the torque known vehicle control device, the torque of the drive shaft in the drive means should occur is controlled to a target value. 因此,就有作为能够控制按各车轮的驱动力的轮毂电动马达型用的DBW系统综合控制ECU20没有互换性的课题。 Therefore, it can be controlled by a driving force of each wheel hub wheel type electric motor with integrated control system ECU20 DBW no compatibility problems.

在这里,例如,在具有内燃机及混合型系统那样的集中地发生驱动力的驱动装置的驱动系统中,也将每个车轮的驱动力作为控制目标值接受,并在DBW系统综合控制ECU20的内部再分配到驱动用的执行元件上。 Here, for example, the drive system of an internal combustion engine drive system and a hybrid driving force generating as the concentration, but also the driving force of each wheel as a control target value accepted, and the interior of the integrated control system ECU20 DBW and assigned to the actuator drive. 其结果,能够使混合型系统用的DBW系统综合控制ECU和轮毂电动马达型系统用的DBW系统综合控制ECU的指令值接受方式(接口)共通化。 As a result of the integrated control ECU, a hybrid system is possible to use the system integrated DBW control ECU and hub systems use an electric motor command value acceptance embodiment DBW system (interface) be common.

(实施例2)对面向应用本发明的车辆控制装置的下一代车辆综合车辆控制装置、自律分散控制平台参照图13进行说明。 (Example 2) for the next-generation vehicles to the vehicle integrated vehicle control apparatus of the present invention is applied to a control means, autonomous distributed control platform 13 will be described with reference to FIG.

自律分散控制平台的目的,是以低成本实现车辆控制中的高可靠性、实时处理、扩展性。 The purpose autonomous decentralized control platform is based on low cost and high reliability of vehicle control, real-time processing, scalability.

作为「自律分散」,是在控制领域中的高可靠分散系统模型的一个。 As a "self-dispersed", is a highly reliable decentralized control system model in the field. 被称为对应于生物中的细胞的节点的计算主体,是通过放置称为数据区的共有数据的地方、疏散地结合的系统。 Corresponding to the organism it is referred to as the body cell of a node is calculated, is referred to as consensus place by placing the data in the data area, combined evacuation system.

另外,有关「自律分散」的详细的内容,请参照森欣司、宫本二、井原广一的“自律分散概念的提案”,电气学会论文杂志C V01.104No.12pp.303-310(1984)、及K.Mori:Autonomous Decentralized Systems:Concept,Data field Architecture and Future Trends:IEEE InterationalSymposium on Autonous Decentralized Systems(ISADS)pp.28-34(1993-Mar)。 In addition, detailed content about "self-dispersed", please refer Senxin Division, Miyamoto Second, a wide Ihara's "proposal autonomous decentralized concept", Journal of the Institute of Electrical papers C V01.104No.12pp.303-310 (1984) and K.Mori: Autonomous Decentralized Systems: Concept, Data field Architecture and Future Trends: IEEE InterationalSymposium on Autonous Decentralized Systems (ISADS) pp.28-34 (1993-Mar).

在自律分散系统中,以将各节点设为与其它独立且可以自律地动作的程序,而实现一部分障碍不影响系统整体的构成,能够实现可靠性及扩展性好的分散系统。 In the autonomous decentralized system, to each node to the other may be independently and autonomously operation program, and implemented as part of disorder without affecting the overall system configuration, it is possible to achieve good dispersion of reliability and scalability of the system. 但是,很难应用于根据生物学的模型的概念的实际系统,不能达到确立具有一般性的应用方法。 However, it is difficult to apply the concept of the actual system model of biology, we can not achieve the established have general application method. 因此,需要对每个应用系统探讨体系机构。 Therefore, the need to explore institutional system for each application.

自律分散控制平台由下述部分构成:1)用于共有数据的数据区DF10,2)自律的动作,3)自律的管理,4)可进行自律的备份的节点(传感器节点A20、执行元件节点A30、控制器节点A10)。 Autonomous distributed control platform consists of the following parts: 1) a data area for data shared DF10,2) autonomous operation, 3) self-management, 4) can be self-regulation backup node (the A20 sensor nodes, actuator nodes A30, controller node A10). 另外,各节点具有自监控器(自监视功能)A13、A23、A33。 In addition, each node has a self-monitoring device (self-monitoring) A13, A23, A33.

控制器节点A10,根据时间条件A12(例如10「ms」周期),起动处理程序A11。 Controller node AlO, A12 according to a time condition (e.g. 10 "ms" period), the starting process routine A11. 控制器节点A10,从数据区DF10取得传感器数据DA20,运算执行元件节点A30的控制目标值,使其作为控制器数据DA10向数据区DF10进行无线电传送。 AlO controller node, the sensor data acquired from the data area DF10 DA20, the target value calculation element performs the control of the node A30 so as controller data to the data DA10 of radio transmission area DF10.

数据区DF10是假定地设置在控制网络上的共有存储空间,在正常状态,存在传感器节点A20输出的传感器数据DA20、和控制器节点10输出的控制器数据(控制目标值)DA10。 DF10 is assumed that the data area provided in the shared memory space on the control of the network, in a normal state, the controller 10 outputs the data of the sensor data output by the presence of the DA20 A20 sensor node, and a node controller (control target value) DA10.

所谓自律的动作,是不接收从其它节点给出的处理要求,根据时间条件、节点的状态自发地进行处理的功能。 The so-called self-action, it is not required to give the reception process from another node, depending on the time conditions, the state of the node processing function autonomously.

所谓自律的管理功能,是对在其它节点隐蔽的自节点的动作和状态的监视,由自身执行的功能。 The so-called self-management function is to monitor the operation and status hidden from the other node, the functions performed by itself.

所谓自律的备份,是通过内装简易控制,而在对自节点的处理需要的数据有异常的时候,通过简易控制来运算自己需要的数据,实现所需要的最低限度的处理的功能。 The so-called self-regulation backed up by built-in simple control, and in the data processing needs of its own node is abnormal when to operational data they need through a simple control, functional handle the minimum required.

以下,根据数据区DF10,表示对提高适用于车辆控制装置的扩展性,通过自律的动作而适用于实时分散控制的时间驱动动作,通过自律的管理功能和自律的备用功能来实现用于可靠性确保的状态监视和系统耐故障性。 Hereinafter, the data area DF10, applied to improve the representation of scalable vehicle control device, apply by operation of the autonomous distributed control in real time the driving operation is achieved by a reliability for backup management function and the function of self-discipline of and system status monitoring to ensure fault tolerance.

使用图14(a)、(b),叙述自律分散控制平台中的数据区。 FIG 14 (a), (b), described in the control data zone autonomous distributed platform.

数据区的目标是提高车辆控制装置的扩展性。 Target data area is to improve the scalability of the vehicle control device. 通过数据区的导入,在使节点间的接口标准化的基础上,还能够实现容易进行部件的更换、追加的目的。 By introducing the data area, in that the standardization of the interface between the base nodes can also be achieved easily replaced member, additional purposes.

在自律分散控制平台上,节点间的数据交换,通过作为被定义在网络上的假想的共有存储器的数据区DF20来进行。 On the autonomous distributed control platform, data exchange between nodes, is defined as performed by the virtual network on the shared memory data area DF20. 即,不意识在网络上连接怎样的机器,对数据本身作为对象进行识别。 That is, what is not conscious of the network connection apparatus, the data identifying itself as an object.

因此,被定义在数据区DF20上的数据,是在传感器·执行元件水准可标准化的抽象度高的数据。 Therefore, the data on the data area defined DF20 of data in high abstraction level sensor-actuator can be of standardized. 例如在传感器计测中,进行不是由电压值那样的基本要素的数据、而是由多重计测实行的滤波处理或浮点化的物理值,被定义在数据区上。 For example, in the measurement sensor, the data voltage value is not as essential elements, but the measurement carried out by a filtering process or the multiple of the physical floating point value is defined in the data area. 在执行元件控制中,也是将制动的目标制动力那样的标准化的数据定义在数据区上。 Control of the actuator, is standardized as the target braking force on the data definitions in the data area.

在图14(a)的例中,通过制动踏板位置传感器节点A200来计测制动踏板SA200的踏入量,并在变换成物理量的基础上,作为制动踏板状态量(制动踏入量)DA200无线电传送到数据区DF20上。 In the embodiment of FIG. 14 (a), the brake pedal position sensor nodes by A200 measures a depression amount of the brake pedal the SA200, and converted into a physical quantity based on the state quantity as a brake pedal (brake depression amount) DA200 radio transmission onto the data area DF20.

控制器节点A100,参照制动踏板状态量DA200,运算各轮的目标制动力(仅图示右前轮目标制动力DA100、左前轮目标制动力DA101)并无线电传送到数据区DF20上。 Controller node A100, with reference to the amount of the brake pedal state DA200, calculating the target braking force of each wheel (shown only the right front wheel target braking force DA100, DA101 left front wheel target braking force) to the radio transmission and the data area DF20.

前轮制动器执行元件节点A300,在参照右前轮目标制动力DA100、左前轮目标制动力DA101的基础上,为实现目标制动力,控制左前轮制动器执行元件AA300、左后轮制动器执行元件AA301。 The front wheel brake actuator node A300, on the basis of reference to the right front wheel target braking force DA100, DA101 the left front wheel on the target braking force, to achieve the target braking force, the left front wheel brake actuator control AA300, left rear wheel brake actuators AA301.

图14(b)的例,是对于图14(a)的控制构造,在追加车间距离控制功能的基础上,变更制动控制器的构成。 Example FIG. 14 (b), the control is configured to FIG. 14 (a), based on inter-vehicle distance control function is added on, changing the configuration of the brake controller.

追加计测与前行车的车间距离的雷达SA210和控制雷达的雷达节点A210,将计测的车间距离DA210无线电传送到数据区DF20中。 SA210 radar and radar controlled radar node A210 additionally measured inter-vehicle distance and the preceding vehicle, the measured data is transferred to the workshop area DF20 DA210 distance radio.

控制器节点A100,参照制动踏板状态量DA200和车间距离DA210,运算车轮的目标制动力(仅图示右前轮目标制动力DA100、左前轮目标制动力DA101)并无线电传送到数据区DF20上。 Controller node A100, with reference to the brake pedal and the inter-vehicle distance state quantity DA200 DA210, calculating the target braking force of the wheels (shown only the right front wheel target braking force DA100, DA101 left front wheel target braking force) to the data area and radio DF20 on.

右前轮的制动器执行元件节点A310参照右前轮目标制动力DA100并控制右前轮的制动器执行元件AA310。 The right front brake actuator node A310 reference to the right front wheel target braking force control DA100 and right front wheel brake actuator AA310.

左前轮的制动器执行元件节点A320,参照左前轮目标制动力DA101并控制左前轮的制动器执行元件AA320。 The left front wheel brake actuator node A320, with reference to the left front wheel target braking force control DA101 and the left front wheel brake actuator AA320.

以上,如图14(a)、(b)所示,对其它的传感器·执行元件不给予影响,以仅在数据区DF20上追加「车间距离」的数据,就能够作为车间距离计测节点进行雷达节点A210的追加。 Above, FIG. 14 (a), (b), the other does not give influence on the actuator-sensor, additional data only "inter-vehicular distance" in the data area DF20, can be performed as an inter-vehicle distance measuring node additional radar node A210's.

另外,虽然制动器执行元件节点也从前轮控制型变更成各轮独立型,但对其它的节点和数据区DF20不施以影响。 Further, although the brake actuator is also changed from the node to each front wheel is independently controlled type, but other nodes DF20 and the data area does not exert influence. 即,通过使用数据区DF20可以疏散地结合各节点,能够容易地实现扩张性好的分散系统。 That is, by using the data area of ​​each node can be combined evacuation DF20, expansion can be easily achieved good dispersion system.

使用图15(和图13)对在分散控制平台特征中的、自律动作进行叙述。 In the decentralized control of the platform features, autonomous operation will be described using FIG. 15 (and FIG. 13).

自律的动作的目的,是为了对应分散实时处理,可实现使处理时间的预测根据容易进行的时间驱动而动作。 The object of the autonomous operation, for real-time processing corresponding to the dispersion, the processing can be realized so that the predicted time according to the time of driving operation performed easily.

所谓在自律分散控制平台中的自律的动作,是通过时间条件或节点的状态而使节点自发地开始处理的动作。 In operation of the so-called autonomous distributed control platform of self-regulation, the node is spontaneously begin processing operation by the time the condition or status of the nodes. 即,作为节点的动作条件,不仅短信息的接收,而且通过时间条件(时刻和周期)和自节点的状态变化(插入)而进行启动处理。 That is, as the operation condition of a node, only receive SMS messages, but also by the time conditions (time and cycles) from the node status change (insertion) and startup processing is performed.

在实时系统中,捕捉控制对象的系统的状态,在一定时间内反映到控制是必须不可缺少的。 In real-time systems, the system captures the state of the control object, reflected in a certain time control is necessary indispensable. 为此在控制设计时,必须能够设计在End-to-End中的处理执行时间。 For this purpose in the control design must be able to design End-to-End processing in execution time. 进而,另一方面,也要求不受其它节点的异常的影响而继续自节点的处理的功能。 Further, on the other hand, it is not required functions severely affecting other nodes continue to own node. 为了实现这样的高可靠分散实时系统,需要将节点的动作设为自律。 In order to achieve such a high dispersion reliable real-time systems, action nodes need to be set to self-discipline.

传感器节点A20,通过时间条件A22(例如10[ms]周期),启动处理程序A21。 Sensor nodes the A20, the A22 through time conditions (e.g. 10 [ms] cycle), the processing start program A21.

传感器节点A20,读取传感器SA20的计测值,在进行滤波处理、浮点化等前处理而变换成物理量后,将传感器数据DA20无线电传送到数据区DF10。 The A20 sensor node, reading the measured value of the sensor SA20, during the filtering process, and the floating point pre-treatment of the physical quantity converted into the radio transmitting sensor data into the data area DA20 DF10.

执行元件节点A30也根据个别的时间条件32(20[ms]周期)启动处理程序A31。 A30 is also performed according to the individual node element of a time condition 32 (20 [ms] cycle) start-up processing program A31.

执行元件节点A30,从数据区DF10取得传感器数据DA20,在运算自节点A30的控制目标后,为了实现目标值进行执行元件AA30的控制。 A30 actuator node, the sensor data acquired from the data area DA20 DF10, since the node A30 is a control target, in order to achieve a target value for controlling the actuator in operation AA30.

另外,作为启动条件的时间条件A22、A32,例如像内燃机旋转插入那样,也可以为自节点的状态变化。 Further, as the start time condition conditions A22, A32, such as for example that the engine rotational insertion, may be changed to a state of its own node. 这样,通过自发地启动处理、同时自己取得必要的数据进行运算,可以进行节点的自律的动作。 Thus, by processing start spontaneously, while achieving the necessary data for their operation, may be made of the operation of the autonomous nodes.

通过自律的动作,使节点的动作为时间驱动型或由自节点的状态变化带来的驱动型。 By autonomous operation, so that the operation time of the node is driven or caused by a change from the driven state of a node. 即,不需要其它节点的偶发驱动,使最坏执行时间的设计变得非常容易。 That is, no other nodes occasional driving the worst-case execution time of design becomes very easy. 另外,由于不受其它的节点异常的影响而可以继续处理,所以能够实现高可靠的系统。 Further, since the abnormality is not affect other nodes can continue processing, it is possible to realize a highly reliable system.

下面,对在自律分散控制平台的特征中、自律的管理进行叙述。 Next, the autonomous distributed control platform features, self-management will be described. 自律的管理的目的,是确保车辆控制所需的高可靠性。 The purpose of self-management is to ensure that the vehicle control required for high reliability. 具体地说,是以构成分散系统的各节点单位来实现自节点的动作监视或异常时的处理(故障运行/故障无反应)。 Specifically, based on the processing (operation fault / no fault response) at each node units constituting the dispersion system to implement its own node or abnormal behavior monitoring. 另外,为了同时达到高可靠性和低成本化,作为异常时处理,根据对象节点而分配使用故障运行(故障时操作的可能性)和故障无反应(故障时非失控性)。 Further, in order to simultaneously achieve high reliability and low cost, as the exception is processed, according to the target node using the allocated fault operation (operation when the possibility of failure) and a fault-free response (non-runaway failure).

在以往构成中,通过每个子系统的ECU来进行传感器计测、车辆控制量运算、执行元件控制。 In the conventional configuration, is measured by a sensor to each subsystem ECU, the vehicle control amount calculation, the actuator control. 因此,如果要达到系统的高可靠性化,则需要较多的ECU的故障运行性,则导致高成本化。 So, if you want to achieve high reliability of the system, it needs more trouble-free operation of the ECU, the cost of the lead. 另外,在使用由ECU互相带来的相互监视功能的时候,就有ECU间的结合变紧密、涉及到扩展性及开发效率的恶化的问题。 In addition, when used by the ECU to bring mutual monitoring of each other, there is a close bond between the ECU change, issues related to the deterioration of the scalability and efficiency of development.

在图16中表示了自律的监视的概要。 It shows a schematic of the self-monitoring in FIG. 16.

在本构成中,在节点A400中设置自己监视功能A430,监视在正常状态的动作A410。 In this configuration, provided their A430 monitoring, the monitoring operation in a normal state in A400 A410 node. 并且,在发生异常时进行功能停止处理A411(故障无反应)。 Further, the function stop processing A411 (fault no response) when an exception occurs.

另外,对于制动踏板、转向盘等的备份困难的节点,具有故障运行性,进行功能继续。 Further, the backup node for a brake pedal hard, a steering wheel or the like, having a run failure, continue to function. 另外,通过在自律监视功能自身的故障时也进行节点的功能停止,可防止节点的失控。 Further, by also function node in the own autonomous fault monitor function stops to prevent runaway node.

通过该自律的监视,可疏散地保持节点的结合,同时,以低成本的故障无反应节点的集合可以构筑高可靠性的系统。 By monitoring the self-regulation, the evacuation can remain bound node, while low-cost set of node failure unresponsive high reliability system can be constructed. 进而,通过与下面叙述的自律的备份的组合,能够实现在系统水平的故障运行性。 Further, by combining the self backup described below, can be realized in the operation of the system level fault.

下面,对在自律分散控制平台的特征中、自律的备份进行叙述。 Next, the autonomous distributed control platform features, the self backup will be described. 自律的备份的目的是确保对车辆控制所需的高可靠性。 The purpose of backup is to ensure self-discipline required for vehicle control and high reliability. 具体地说,是用于补偿构成分散车辆控制装置的节点的故障的简易的控制功能。 Specifically, to compensate for the simple configuration of the control node malfunction dispersing vehicle control device.

所谓自律的备份,是通常在取主从构成的控制节点的逻辑构成中,在完成主功能的节点发生故障时,通过辅助节点间的数据共有而实现需要的最低限的控制的功能。 The so-called self backup, is typically configured from a logical configuration of the control node, upon completion of the primary functions of the node fails, the minimum required to achieve total control of the function of the data between the main secondary nodes take.

图17表示执行元件节点的动作流。 17 shows an operation flow performed element nodes.

通常,使用传感器节点A20的计测值使控制器节点A10运算控制目标值,基于该控制目标值,执行元件节点A30进行执行元件AA30的控制(步骤S311肯定→步骤S312→步骤S313)。 Typically, the sensor measurement value A20 node controller node A10 so that the arithmetic control target value, the control AA30 (affirmative step S311 → step S312 → step S313) based on the control target value of the actuator, the actuator node A30.

另一方面,执行元件节点A30,内装有主节点(控制器节点A10)的控制功能的简易版(简易控制功能)A34(参照图13),与控制目标值同时也参照传感器计测值,并基于传感器计测值来运算简易控制目标值。 On the other hand, the actuator node A30, that has the control function of the master node (node ​​controller A10) of the simple version (Simple Control Function) A34 (see FIG. 13), the control target value while the reference sensor measured values, and based on the sensor measured values ​​to the control target value calculation simple. 万一,在主节点发生异常的时候,通过上述的自己监视功能而实行功能停止,所以例如,根据不更新数据区DF10上的数据的事项,执行元件节点A30在步骤S311中判定主节点的故障。 In case the master node when abnormality occurs, by the above-described monitoring function to implement their function is stopped, for example, according to the data items are not updated on a data area DF10, A30 perform fault determination element node is the master node in step S311 . 在执行元件节点A30判定主节点的故障后,执行步骤S311否定→步骤S314→步骤S313,并通过内装的简易控制功能A34,为了实现自节点的功能而由自己备份必要的处理。 After determining the actuator A30 failure of the primary node of the node, a negative step S311 → step S314 → step S313, the A34 and, in order to realize the function by its own self-node and the backup necessary processing by a simple control functions built.

通过该自律备份功能和上述的自律的监视功能,以低成本的故障无反应节点的集合,可以实现高可靠性的故障运行系统。 By this self-regulation of the autonomic and said backup monitoring function, a low-cost set of fault-free reaction nodes, high-reliability of the system operation fault.

接着,以制动控制功能为例说明自律分散控制体系结构的动作例。 Next, the brake control operation of an example embodiment autonomous distributed control architecture. 特别是,出示通过本提案以可靠的节点的组合能够构筑故障运行系统。 In particular, the present proposal presented by a combination of nodes can be constructed reliable operation of the system fault.

在图18(a)、(b)中表示XBW车辆控制装置的构成例。 In FIG 18 (a), (b) shows an example of the vehicle control apparatus XBW. 在图18(a)、(b)中,主要着眼于车辆综合控制ECU、制动踏板位置传感器、制动器执行元件(BBW(Brake-By-Wire)驱动器ECU)和数据区。 In FIG 18 (a), (b), the main focus on vehicle integrated control ECU, a brake pedal position sensor, a brake actuator (BBW (Brake-By-Wire) driver ECU) and a data area. 另外数据区例如设置在由FlexRay安装的车辆控制用网络上。 Further provided by the data area, for example, a vehicle mounted control FlexRay network.

首先,使用图18(a),说明通常时的自律分散控制平台中的制动控制功能的动作。 First, FIG. 18 (a), described the normal operation of the autonomous distributed control function of the brake control in the platform.

自律分散控制平台中的制动控制功能,由制动踏板节点B20、车辆运动综合控制节点(车辆运动综合控制ECU)B10、制动器执行元件节点B30构成。 Autonomous distributed control function of the brake control platform, the brake pedal by the node B20, the integrated vehicle motion control node (integrated vehicle motion control ECU) B10, B30 brake actuator node configuration.

制动踏板节点B20,周期地自律启动,使用A/D变换器B203计测制动踏板位置传感器SB20的状态。 Brake pedal node B20, self-start period, an A / D converter B203 state measuring the brake pedal position sensor SB20.

制动踏板节点B20,对于计测的值由滤波修正处理部件B202进行滤波及修正处理等,进而由数据标准化部B204进行数据的标准化。 Brake pedal node B20, the value measured for the filter processing by the filter and the correction the correction processing section B202, and further the data normalized by the data normalization unit B204. 其后,使用通信驱动器B201在自律分散数据区DF30上公开数据「制动踏板状态」。 Thereafter, using the communication driver B201 DF30 disclosed data on the "state of the brake pedal" autonomous distributed data area.

车辆运动综合控制节点B10周期地启动。 Vehicle motion integrated control node starts periodically B10. 车辆运动综合控制节点B10启动后、使用通信驱动器B101参照自律分散数据区DF30上的制动踏板状态和其它的数据(偏航速率、方向盘舵角等),由车辆运动观测器B102推定车辆的运动状态,由驾驶员意图把握部B103推定驾驶员的操作意图。 After the vehicle motion integrated control node B10 promoter, using a brake pedal state on the communication driver B101 DF30 reference autonomous decentralized data area and other data (yaw rate, steering wheel angle), a vehicle motion estimating observer motion of the vehicle B102 state, the driver's intention to grasp the operating unit B103 estimates the driver's intention. 并且,基于推定结果,由执行元件目标值生成部件B104,运算制动力、驱动轴转矩、转向角等的执行元件控制目标值。 And, based on the estimated result, the target value generating means B104 actuator, calculating braking force, a drive shaft torque, a steering angle control target value of the actuator. 其后,使用通信驱动器B101在自律分散数据区DF30上公开控制目标值。 Thereafter, using the communication driver B101 on the control target value disclosed in the autonomous distributed data area DF30.

在这里,以左后轮为例说明制动器执行元件节点B30的动作。 Here, an example to illustrate the operation of the left rear wheel brake actuators of the node B30. 与其它的节点相同,制动器执行元件节点B30也周期地启动。 With other nodes of the same, the brake actuator also starts periodically node B30. 在制动器执行元件节点B30启动后,使用通信驱动器B301参照自律分散数据区NF30上的控制目标值、即目标制动力。 After starting the brake actuator node B30, the control target value using the reference communication driver B301 NF30 autonomous decentralized data area, i.e., the target braking force. 并且,基于目标制动力进行制动器执行元件AB30的控制。 Further, the brake actuator is controlled based on the target braking force AB30. 使用A/D变换器B303观测制动的状态,由制动钳控制部B302,基于制动器产生的制动力和目标的差分来运算制动控制量,使用预驱动器B304控制制动器执行元件AB30。 Using the A / D converter B303 observation braked state by the brake caliper control unit B302, based on the differential brake braking force and the target generated by the brake control amount calculation using a pre-driver for controlling the brake actuator B304 AB30.

另外,数据区参照的周期和执行元件控制的周期也不一定是同一周期,也可以更高速地取执行元件控制周期。 Further, the actuator control cycle period and a data area are not necessarily referring to the same cycle, may take a higher speed actuator control cycle. 由此,能够与控制对象执行元件的控制时常数一致地进行适当的控制。 Thus, the time constant consistently appropriate control elements and a control object can be executed.

接着,使用图18(b),说明车辆运动综合控制节点B10的故障时的制动控制功能的动作。 Next, using FIG. 18 (b), the operation of the brake control function when a failure of the integrated vehicle motion control node of B10.

制动踏板节点B20与通常时相同,自律地启动进行处理。 Normal brake pedal when the same node B20, autonomously start processing. 不受车辆运动综合控制节点B10的故障影响。 Failure affected by vehicle motion integrated control node of B10. 车辆运动综合控制节点B10,在通过自律管理功能来检测自身的故障时,进行故障无反应处理。 BlO vehicle motion integrated control node, upon detecting a fault by their self-management, fault-free reaction treatment. 即,在从外部看时,为停止一切的处理的状态。 That is, when viewed from the outside, everything is stopped treatment. 因此,不更新自律分散数据区DF30上的执行元件目标值。 Thus, the target value of the actuator is not updated on the self-dispersion data area DF30.

在这里,以左后轮为例说明制动器执行元件节点B30的动作。 Here, an example to illustrate the operation of the left rear wheel brake actuators of the node B30. 制动器执行元件节点B30周期地启动。 Brake actuator node starts periodically B30. 在制动器执行元件节点B30启动后,参照自律分散数据区DF30上的控制目标值、即目标制动力。 After starting the brake actuator node B30, the control target value on self-reference data region DF30 dispersion, i.e., the target braking force. 但是,由于不更新目标制动力的数据,所以检测车辆运动综合控制节点B10的故障。 However, since the data is not updated target braking force, so failure to detect vehicle motion integrated control node of B10. 由此,启动制动踏板节点B20的自律分散控制功能305。 Thus, the start of the brake pedal node B20 autonomous distributed control function 305. 自律分散控制功能305,参照自律分散数据区DF30上的制动踏板状态来运算简易目标值。 Autonomous distributed control function 305, with reference to the self-dispersion state of the brake pedal data area is calculated DF30 easy target.

制动钳控制部B302,取代车辆运动综合控制节点B10运算的控制目标值,基于自律分散控制功能305运算的简易目标值来进行制动器执行元件AB30的控制。 Caliper control unit B302, a substituted vehicle motion integrated control node B10 operation control target value, to control the brake actuator based on the simple target AB30 autonomous distributed control function 305 operation.

这里,该简易目标值,是仅使用制动踏板状态而计算的值,不是控制车辆运动综合控制节点B10运算的控制车辆的举动的值。 Value B10 of controlling a vehicle behavior calculation here, the simple target value is calculated using only the brake pedal state value, instead of controlling the vehicle motion integrated control node.

以上,对使用自律分散控制平台的制动控制功能的动作进行了叙述。 Above, the use of autonomous distributed control function of the brake control operation of the platform is described. 根据作为自律分散平台的特征的数据区、自律的动作、自律的管理、自律的备份,可表示例如即使在运算目标值的控制器节点发生故障的时候、也能够作为车辆控制装置动作。 The platform characteristics as autonomous decentralized data area, self-operation, self-management, self backup, may represent, for example, even when the target node operation controller fails, it is possible as a vehicle behavior control apparatus.

根据这一效果,通过故障无反应节点的组合,可以实现故障运行的车辆控制装置,可认为对高可靠系统的低成本化有效。 According to this effect, no response by a combination of node failure, the failure may be implemented for controlling operation of the vehicle apparatus, it may be considered cost effective for high-reliability system.

参照图19说明本发明的车辆控制装置的基本构成。 Referring to FIG 19 illustrates a basic configuration of the vehicle control apparatus of the present invention.

车辆控制装置,由检测驾驶员的要求的传感器500、检测车辆状态的传感器550、执行元件400、操作量生成节点100、和执行元件驱动节点300构成。 Vehicle control device, the driver's request is detected by the sensor 500, the vehicle state detecting sensor 550, actuators 400, 100 to generate the operation amount, and the actuator driver 300 is configured node.

其中,检测驾驶员的要求的传感器500、操作量生成节点100、和执行元件驱动节点300,分别具有故障检测功能210A、210B、210C。 Wherein detecting the request of the driver sensor 500, the operation amount generated 100, and the actuator driver node 300 nodes, each having a fault detection function 210A, 210B, 210C. 执行元件驱动节点300的故障检测功能210C,不仅有自我诊断功能,还具有检测执行元件400的故障的功能。 Actuator driver 300 of the fault detection node 210C, not only the self-diagnostic function, also has a function of detecting defective elements 400 executed.

操作量生成节点100,基于驾驶员的要求信号200和车辆状态信号201来运算操作量指令值。 Operation amount generating node 100, based on the driver's request signal 200 and a vehicle status signal 201 to the operation amount command value calculation.

执行元件驱动节点300接收该操作量指令值120,控制执行元件400,由此执行车辆的驱动、操舵、、制动等。 Actuator driver node 300 receives the operation amount command value 120, the control actuator 400, thereby performing the driving of the vehicle, steering ,, braking.

故障检测功能210A、210B、210C,当检测出节点内或执行元件400的故障时,向节点的外部输出通知自己为故障状态用的故障检测通知230。 Fault detection function 210A, 210B, 210C, when a failure is detected within a node or the actuator 400, the external output node notifies the fault state with its own failure detection notification 230. 当具有故障检测功能的节点全部为故障状态的时候,除去输出该故障检测通知230以外,停止向外部的输出,即,构成故障无反应。 When a node has a fault detection capability for the entire fault condition, the output of the failure detection notification 230 is removed except for stops outputting to the outside, i.e., no response constitutes failure.

图20是操作量生成节点100的功能图。 FIG 20 is an operation amount of the generating function node 100 of FIG. 操作量生成节点100,内装有车辆控制用的多个控制逻辑,在从其它的节点接收故障检测通知230时,根据故障处及故障的程度,切换控制逻辑(控制A、控制B、控制C)。 Operation amount generating node 100, a control logic that has the plurality of vehicle control, notification 230, depending on the degree of fault and the fault of the switching control logic (control A, control B, the control C) is received from the other node detects the failure .

图21是执行元件驱动节点300的功能图。 FIG 21 is a functional diagram of an actuator drive node 300. 执行元件驱动节点300,内装有基于操作量生成节点100生成的操作量指令值120来运算执行元件400的动作目标值用的多个控制逻辑(控制X、控制Y、控制Z)。 Actuator driving node 300, is generated based on the operation amount that has the operation amount instruction value of the node 100 generated 120 calculates a plurality of control logic element 400 performs the operation target value (control X, controlling Y, control Z). 控制器320,驱动执行元件400以达到该目标值。 Controller 320, drives the actuator 400 to reach the target value.

执行元件驱动节点300,在从其它节点接收故障检测通知230时,根据故障处及故障的程度,切换控制逻辑。 Actuator driver node 300, when receiving the failure detection notification from another node 230, depending on the degree of the fault and the fault of the switching control logic. 执行元件驱动节点300,在能够接收操作量指令值120时,基于该指令值执行控制X或控制Y,但因操作量生成节点100或通信经路的故障而在不能够接收操作量指令值120时,取入驾驶员的要求信号200,为了由自己运算操作量指令值,切换到控制Z。 Actuator driver node 300, capable of receiving operation amount command value 120, control is performed based on the instruction value X control or Y, but the operation amount generated by the failed node 100 or the communication channel can not be received in the operation amount command value 120 when taken driver request signal 200, to the value of its own arithmetic operation amount command, control is switched to Z.

(实施例3)对本发明的车辆控制装置的实施例3,参照图22进行说明。 (Example 3) Example of the present invention apparatus for controlling a vehicle 3, 22 will be described with reference to FIG. 图22抽出有关车辆控制装置的、特别是制动控制和转向控制的部分来表示。 For 22 out of the vehicle control device, in particular a steering and braking control portion controls to FIG.

该车辆控制装置,作为检测驾驶员的要求的传感器,具有测定转向盘51的旋转角度的操舵角传感器41、测定制动踏板52的踏入量的制动踏板位置传感器42,作为操作量生成节点,具有从检测驾驶员的要求的传感器的信号解释驾驶员的意图并与从检测未图示的车辆状态的传感器、例如加速传感器·偏航率传感器、车轮速传感器的信号一起,综合地控制车辆运动的车辆运动综合控制ECU30。 The vehicle control apparatus as a request of the driver of the detecting sensor, the rotation angle of the steering wheel 51 measured with the steering angle sensor 41, measuring the amount of depression of the brake pedal 52, a brake pedal position sensor 42, as the operation amount of the node is generated , having a driver's intention to explain signal detection request of the driver from sensors and from the vehicle state detection sensor (not shown), for example, a yaw rate sensor · an acceleration sensor, a wheel speed sensor with a signal, the integrated control of the vehicle movement of the vehicle motion integrated control ECU30.

该车辆控制装置,进而,作为执行元件驱动节点,具有:控制产生前轮的操舵力的电动马达M1和作用于被安装在转向柱轴上的可变传动比(VGR)机构的电动马达M5的SBW·VGR驱动器ECU81、控制产生后轮的操舵力的转动电动马达M2的SBW驱动器ECU82、控制产成四轮的制动力的制动电动马达M3A~M3D的BBW驱动器ECU83A~83D。 The vehicle control apparatus, further, as an actuator driving node, comprising: an electric motor M1 and the action of the control steering force generated in the front wheels are mounted on the electric variable transmission ratio steering shaft (VGR) mechanism of the motor M5 SBW driver ECU82 SBW · VGR driver ECU 81, controls the generation of the steering wheel rotational force of the electric motor M2, the capacity to control the braking force to the brake four electric motors M3A ~ M3D the BBW driver ECU83A ~ 83D.

在这里,作为计测驱动器的制动踏板操作量的传感器,也可以使用测定由踏入制动踏板52而发生的油压压力的油压传感器。 Here, a brake pedal operation amount sensor measuring drive, may be determined using the hydraulic pressure generated by the depression of the brake pedal 52 and the pressure sensor occurs.

上述的节点全部构成为故障无反应。 All above-mentioned node configured as a fault-free response. 通信网络由总线N1A和备份线N1B构成,相对于在总线N1A上连接上述全部的节点,在备份线N1B上连接有关车辆的安全的行驶的所需要最低限的节点,即,车辆运动综合控制ECU30、后轮的SBW驱动器ECU82以外的全部节点。 A bus communication network consists of N1A and N1B backup line, with respect to the minimum required to connect all nodes running on the bus nodes N1A above, the vehicle safety related connection on the backup line N1B, i.e., the vehicle motion integrated control ECU30 , all nodes other than the SBW ECU82 drives the rear wheels. 虽然未图示,但对连接到备份线N1B的全部节点,至少双重地供给电源。 Although not shown, all the nodes N1B is connected to the backup line, the power supply to at least double.

前轮的SBW·VGR驱动器ECU81和四轮的BBW驱动器ECU83A~83D,内装有简易控制逻辑部811、831。 SBW · VGR front wheel drive and four-wheel ECU81 the BBW driver ECU83A ~ 83D, built with a simple control logic 811,831. 在这里,所谓简易控制,意味着例如使电动马达转矩指令值与传感器信号值单纯地成比例地处理负荷比较少的控制。 Here, the simple control, for example, means that the electric motor torque command value and the sensor signal value simply proportionally less processing load of the control.

在正常时,前轮的SBW·VGR驱动器ECU81、后轮的SBW驱动器ECU82、和四轮的BBW驱动器ECU83A~83D,经由通信网络接收从车辆运动综合控制ECU30给出的舵角指令、制动力指令,基于该指令值来控制电动马达。 In normal, the front wheel SBW · VGR driver ECU 81, the ECU 82 drives the rear wheel SBW, and the four BBW driver ECU83A ~ 83D, the steering angle command received from a given vehicle motion integrated control ECU30 via a communication network, the braking force command , based on the instruction value to control the electric motor.

在本实施例中,转向盘51,与前轮操舵机构71机械地结合,制动踏板52,即使是油压系统也与前轮制动器73连接,在电子控制停止时,使用这些备份机构,驾驶员直接能够操舵、制动车辆。 In the present embodiment, the steering wheel 51, 71 mechanically coupled with the front wheel steering mechanism, a brake pedal 52, even if the hydraulic system is also connected to the front wheel brake 73, when the electronic control to stop using these backup mechanisms, driving members can direct steering, braking of the vehicle.

以下,以图22所示的车辆控制装置为例详细叙述,即使在于本车辆控制装置的某处发生了故障的时候,也不丧失制动和转向的功能,使车辆稳定地行驶。 Hereinafter, the vehicle control apparatus shown in FIG. 22 described in detail as an example, the present vehicle even if somewhere in that the control device when a failure occurs, no loss of braking and steering functions of the vehicle to stably travel.

另外,在这里,以下例为前提进行说明,假设同时不发生两个以上的故障,在发生故障时,对驾驶员警告其主要情况,通过在比较短的时间内修理故障部位,能够预先防止第2个故障。 Further, here, the following Examples will be described premise, it is supposed that more than two no failure, when a failure occurs, a warning to the driver main case, the troubleshooting site in a relatively short period of time, can be prevented in advance of 2 fault.

(1)车辆运动综合控制ECU30发生了故障的情形这时,车辆运动综合控制ECU30向总线N1A输出故障检测通知。 (1) The vehicle motion integrated control case ECU30 case a failure occurs, the vehicle motion integrated control ECU30 outputs the detected failure to the bus N1A. 使通信网络为分时多路访问(TDMA),如果在预先确定各节点的时隙中进行向网络的输出,则以没有输出也能够进行故障检测通知。 That the communication network is a time division multiple access (TDMA), if the output to the network in a predetermined time slot of each node, it is possible places no output fault detection notification.

这例如在图23中所示,将通信周期分割成数据发送周期和诊断周期,在诊断周期中,全部节点能够按顺序输出某个数据来实现。 In this example, as shown in FIG. 23, the communication cycle is divided into a data transmission cycle and diagnostic period, diagnostic period, all of the nodes capable of outputting a data sequence to achieve. 在图23的例中,由于在诊断周期的节点F的时隙没有向网络的输出,所以可知其它节点在节点F发生故障。 In the embodiment of FIG. 23, because there is no fault, it is seen that the output of the network node F in a time slot of the diagnostic period in the other node has the node F.

前轮的SBW·VGR驱动器ECU81、后轮的SBW驱动器ECU82,当接收到从车辆运动综合控制ECU30给出的故障检测通知时,从网络取入操舵角传感器41的值,执行简易控制。 Front wheel SBW · VGR driver ECU 81, the ECU 82 drives the rear wheel SBW, when receiving the failure detection notification to the integrated control ECU30 given from the vehicle motion, takes the value of the steering angle sensor 41 from the network, performs the simple control.

另外,四轮的BBW驱动器ECU83A~83D,取入制动踏板位置传感器42的值,由简易控制逻辑部813执行简易控制。 Further, the four BBW driver ECU83A ~ 83D, the value taken into the brake pedal position sensor 42 performs the simple control logic unit 813 by the simple control.

(2)在通信网络中,在主线N1A中发生故障的情形这时,使用备份线N1B,前轮的SBW·VGR驱动器ECU81、和四轮的BBW驱动器ECU83A~83D与车辆运动综合控制ECU30发生故障的时候同样进行简易控制。 (2) in a communication network, in case of failure of the main case N1A, use a backup line N1B, BBW driver ECU83A ~ 83D with the movement of the front wheels of the vehicle SBW · VGR driver ECU 81, and four integrated control ECU30 fails same time be easy to control.

(3)前轮的BBW驱动器ECU83A、83B的其中之一、或者前轮的制动电动马达M3A、M3B的其中之一发生了故障的情形这时,通过停止对故障侧的前轮制动电动马达的供电,该车轮为不能制动的状态,车辆运动综合控制ECU30用剩下三个轮子稳定地停止车辆地进行控制。 (3) drives the front wheels BBW ECU83A, one 83B of the front wheel brake or an electric motor M3A, M3B one case where a failure occurs at this time, by stopping the front wheel side braking power failure power of the motor, the wheels can not be braked state, the vehicle motion integrated control ECU30 remaining three wheels of the vehicle is stopped stably perform control. 或者,驾驶员使用备份机构,也能够直接停止车辆。 Alternatively, a driver using a backup mechanism, can directly stop the vehicle.

在这里在电动马达的故障中,虽未图示,但包含对电动马达控制需要的电动马达旋转位置传感器及电流传感器等的故障。 Here the failure of the electric motor, although not shown, the electric motor comprises a fault sensor and a rotational position sensor of the electric motor the control current needed. 后轮的BBW驱动器ECU83C、83D其中之一,或者后轮的制动电动马达M3C、M3D其中之一发生故障的情形也同样。 BBW rear wheel drive ECU83C, one of which 83D, the electric motor or the rear wheel brake M3C, M3D circumstances which also failed.

(4)前轮的SBW·VGR驱动器ECU81或者前轮的转向电动马达M1(包含对电动马达控制所需要的传感器)的其中之一发生故障的情形这时,停止作用于前轮转向电动马达M1和VGR机构54的电动马达M5的供电,驾驶员使用备份机构,直接操舵车辆。 One case (4) steering a front wheel electric motor M1 SBW · VGR ECU81 drive or front wheel (the electric motor includes a sensor control required) fails this time, the steering wheel stops acting on the electric motor M1 and the electric motor M5 is VGR supply mechanism 54, the driver uses the backup mechanism, the steering of the vehicle directly.

(5)操舵角传感器41或制动踏板位置传感器42发生了故障的情形在这种情况下,停止向作用于转向电动马达M1、M2和VGR机构的电动马达M5或制动电动马达M3A~M3D的供电,驾驶员使用备份机构直接操舵、或制动车辆。 (5) During the steering angle sensor 41 or the brake pedal position sensor 42 has a failure in such a case, the steering stops acting on the electric motor M1, M2, and an electric motor M5 VGR mechanism or braking electric motors M3A ~ M3D power driver means directly use the backup steering, or braking of the vehicle.

另外,在本实施例中,不会发生以单一故障操舵和制动、同时使用备份机构的状况。 Further, in the present embodiment, failure does not occur in a single steering and braking condition while using the backup mechanism.

如以上所述,根据本实施例的构成,由于能够在系统整体中对错误实行备份,所以不使各个节点的冗长度提高到需要以上,在有备份机构的车辆控制装置中,仅通过使所有的节点为故障无反应运行的构成,就能够实现非常高可靠性的车辆控制装置。 As described above, according to the configuration of the present embodiment, it is possible to implement backup errors in the entire system, so as not to increase the redundancy of the respective nodes more than necessary, there is a backup mechanism in the vehicle control apparatus, only by making all node fault-free operation of the reactor configuration, it is possible to realize a very high reliability of the vehicle control apparatus.

故障无反应节点,与即使发生故障也继续正常动作的故障运行比较,由于硬件构成简单,所以根据本发明,与公知例比较能够提供低成本的高可靠性车辆控制装置。 Unresponsive node failure, compared to continue normal operation even when the operation of the malfunctioning, since the hardware configuration is simple, so that according to the present invention, high reliability of the vehicle and Comparative Example known control apparatus can be provided at low cost.

进而,对备份线N1B,通过仅连接涉及车辆的安全的行驶所需要的最低限的节点,能够减少使通信接口冗长化必要的节点数,所以能够降低成本。 Further, N1B backup lines, through nodes with the minimum security-related vehicle only connections required, it is possible to reduce the redundancy of the communication interfaces of nodes required, the cost can be reduced.

对故障无反应的操舵角传感器41或制动踏板位置传感器42的功能构成例参照图24进行说明。 Configuration example of the malfunction of steering angle sensor unresponsive brake pedal position sensor 41 or 42 will be described with reference to FIG. 24.

操舵角传感器41/制动踏板位置传感器42由下述部分构成:两个传感器部件60A、60B、将各个传感器元件60A、60B的模拟输出变换成数字值的A/D变换器61A、61B、故障检测功能210、滤波功能63、通信控制器64、向主线N1A输出信号用的通信驱动器65A和向备份线N1B输出信号用的通信驱动器65B。 Steering angle sensor 41 / brake pedal position sensor 42 is composed of the following parts: two sensor members 60A, 60B, the respective sensor elements 60A, 60B is converted into an analog output digital value of the A / D converters 61A, 61B, failure detection function 210, filtering function 63, a communication controller 64, 65B to the communication driver 65A of the main line signals output N1A and N1B with backup line driver output signal to the communication.

故障检测功能210具有判定在预先确定由A/D变换器61A、61B形成的两个A/D变换值的误差范围内是否相同的一致检验功能62,在不一致的时候,使通信驱动器65A和65B不活跃化,为故障无反应。 Having a fault detection function 210 determines predetermined by the A / D converter 61A, within an error range A 61B formed in two A / D conversion value is the same as the same test function 62, when inconsistencies the communication driver 65A and 65B inactive based, fault-free response.

故障检测功能210,为了同时执行两个传感器部件60A、60B的A/D变换,对A/D变换器61A、61B输出触发信号。 Fault detection function 210, in order to simultaneously perform two sensor members 60A, 60B of the A / D conversion, the A / D converters 61A, 61B outputs a trigger signal.

根据本构成例,通过传感器具有滤波功能63,即使在以短的周期采样传感器信号、实施过采样等的滤波处理的时候,由于不需要适应该采样周期对通信网络输出数据,所以能够减少网络的通信量。 According to the present configuration example, the sensor 63 having a filtering function, even when the sensor signals sampled in a short period, through the implementation of the filtering process such as sampling, there is no need to adapt the sampling period of the output data to a communication network, the network can be reduced traffic.

对故障无反应的操舵角传感器41或制动踏板位置传感器42的硬件构成例参照图25进行说明。 Hardware failure unresponsive steering angle sensor 41 or the brake pedal position sensor 42 constituting the embodiment 25 will be described with reference to FIG.

操舵角传感器41/制动踏板位置传感器42由下述部分构成:主要的传感器部件60A、参考的传感器部件60B、失效保护LSI600、两个通信驱动器65A、65B。 Steering angle sensor 41 / brake pedal position sensor 42 is composed of the following parts: the main part of the sensor 60A, the reference sensor member 60B, fail-safe LSI600, two communication driver 65A, 65B.

失效保护LSI600由下述部分构成:冗长化的A/D变换器61A、61B,CPU66A、66B,通信控制器64A、64B,比较器62A、62B,和一个ROM、RAM67。 Failure protection is constituted by a LSI600: redundancy of A / D converters 61A, 61B, CPU66A, 66B, a communication controller 64A, 64B, comparators 62A, 62B, and a ROM, RAM67.

在失效保护LSI600中,在对从各个传感器部件60A、60B给出的信号进行A/D变换后,对A/D变换值在CPU66A、66B间相互交换而一致化。 In the fail-safe LSI600, after the signals from the respective sensor member 60A, 60B is given to A / D conversion, the A / D conversion value in CPU66A, 66B of the same mutual exchange. CPU66A、66B分别使用该一致化后的A/D变换值而进行滤波运算。 CPU66A, 66B, respectively, and the filtering operation after use of the same A / D conversion value.

运算结果的一致检验,通过将通信控制器64A、64B的输出输入到比较器62A、62B来进行。 Consistent operation test result,, 62B is performed by the communication controller 64A, 64B is output to the comparator input 62A.

在本实施例中,由于有两个通信总线,所以通信控制器64是两通道,用比较器62A、62B互相比较各个通道的输出。 In the present embodiment, since there are two communication bus, the communication controller 64 is a two channel comparator 62A, 62B each output channels compared with each other.

在本实施例中,通过使失效保护功能单片化(1chip),以低成本能够构成故障无反应的传感器节点。 In the present embodiment, the fail-safe function by singulation (1chip), can be configured at low cost sensor failure unresponsive nodes.

(实施例4)对本发明的车辆控制装置的实施例4参照图26进行说明。 Referring to Example 4 (Example 4) of the vehicle control apparatus of the present invention 26 will be described. 另外,在图26中,对与图22相对应于的部分赋予与在图22中给的符号相同的符号并省略其说明。 Further, in FIG. 26, given to the same symbols in FIG. 22 and FIG. 22 for the symbol corresponding to the portions, and a description thereof is omitted.

在于图22所示的实施例3中,对网络直接连接传感器,但在实施例4中为,对HMI·ECU25输入传感器信号,在HMI·ECU25执行了传感器值的比较及滤波处理后,对网络输出传感器数据。 After 22 wherein the embodiment shown in FIG. 3, the network directly connected to the sensor, but is in the fourth embodiment, the input of the sensor signal HMI · ECU25, the HMI · ECU25 performs a filtering process and the comparison value of the sensor, the network the output sensor data.

这时,操舵角41A和制动踏板位置传感器42A仅由两个传感器部件构成。 In this case, the steering angle sensor 41A and the brake pedal position sensor 42A consists of only two parts.

另外,在单一故障中,为了不发生操舵和制动同时使用备份机构的状况,需要使HMI·ECU25构成为故障运行。 Further, a single fault in, for steering and braking situation occurs while using the backup mechanism, it is necessary to HMI · ECU25 configured Fault.

(实施例5)对本发明的车辆控制装置的实施例5参照图27进行说明。 Example 5 Referring to FIG. (Example 5) of the vehicle control apparatus of the present invention 27 will be described. 另外,在图27中,对与图22相对应于的部分赋予与在图22中给的符号相同的符号并省略其说明。 Further, in FIG. 27, given to the same symbols in FIG. 22 and FIG. 22 for the symbol corresponding to the portions, and a description thereof is omitted.

实施例5,是有关节点构成和网络构成,与实施例3相同,但在转向柱(转向盘51)和操舵力发生机构、和制动踏板52和制动力发生机构之间,是没有机械的结合的车辆控制装置。 Example 5 is about the node configuration and a network configuration, the same as in Example 3, but the steering column (steering wheel 51) and the steering force generating means, and the brake pedal 52 and the braking force between the mechanism occurs, there is no mechanical bound vehicle control apparatus. 从而,不能够期待使用在实施例3中叙述的机械的备份机构的车辆的操舵、制动。 Thus, it can not be expected to be used in the steering mechanism of the vehicle backup mechanical embodiment described in Example 3, the brake.

在这里,在本实施例的车辆控制装置中,使操舵角传感器41B、制动踏板位置传感器42B、和前轮72R、72L的SBW驱动器ECU81A,为即使发生故障也继续正常动作的故障运行节点。 Here, in the present embodiment, the vehicle control device of the steering angle sensor 41B, trouble-free operation of the brake pedal position sensor node 42B, and the front wheel 72R, SBW ECU81A 72L of the drive, even if a failure occurs to continue normal operation.

并且,进一步,使前轮72R、72L的转向电动马达二重化(M1A、M1B)。 And, further, the front wheels 72R, 72L of the electric steering motor duplexed (M1A, M1B).

前轮的SBW驱动器ECU81A虽未图示,由两个故障无反应节点构成,各个故障无反应节点独立地控制二重化了的转向电动马达M1A、M1B。 Although not shown ECU81A SBW drive the front wheels, the two failure unresponsive nodes, and each node failure unresponsive duplicated independently controlling the electric steering motor M1A, M1B. SBW驱动器ECU81A包含简易控制逻辑部811。 ECU81A SBW driver unit 811 comprises a simple control logic.

作为转向电动马达M1A、M1B虽能够生成的转矩,但如果使用与在机械地结合转动和操舵力发生机构的系统中使用的转动电动马达的转矩相比较小(这里,为了生成与机械地结合的系统相等的转矩为1/2以上的)的电动马达,则能够减少使电动马达二重化带来的成本的增加。 An electric motor as the steering MlA, although M1B torque can be generated, but if used in combination with the rotational torque of the electric motor system used in the rotation mechanism and steering forces occurring is small compared mechanically (here, in order to generate mechanical equal binding system torque is 1/2 or more) of the electric motor, it is possible to reduce the electric double brings increased cost of the motor.

前轮的SBW驱动器ECU81A,进而,控制作用于在转向柱模拟地生成从路面给出的反力的机构上的电动马达M6。 The front-wheel SBW driver ECU81A, in turn, controls the electric motor M6 acting on the steering mechanism a reaction force given from the generated simulated road surface.

操舵角传感器41B和制动踏板位置传感器42B,为使图25中所示的故障无反应的传感器二重化的构成。 41B steering angle sensor and a brake pedal position sensor 42B, to make the failure shown in Figure 25 non-reactive sensors duplicated configuration. 对图25中所示的故障无反应的传感器,使传感器部件三重化,通过具有三个传感器信号的多数判定功能,也可以进一步单一使用高可靠性化的故障无反应的传感器。 Fault sensor 25 shown in FIG non-reactive, the sensor member of a triplet, by a majority determination function having three sensor signals, may be further used a single high reliability of the sensor failure unresponsive.

在前轮的SBW驱动器ECU81A的一方的故障无反应节点或转向电动马达M1A、M1B的一方(包含对电动马达控制所需要的传感器)发生故障的时候,该节点停止对发生故障侧的转向电动马达的供电,输出故障检测通知。 When Malfunction one SBW driver ECU81A front wheels unresponsive nodes or steering electric motor MlA, one M1B (including sensor electric motor control required) occurs, the node stops the steering motor fails side motor the power output of the failure detection notification.

车辆运动综合控制ECU30接收该故障检测通知后,由剩下的转向电动马达稳定地操舵车辆地进行切换控制。 After the vehicle motion integrated control ECU30 receives the failure detection notification, the remaining switching control by the steering of the electric motor to the vehicle steering stability.

在于这以外的地方发生故障的时候,不失去制动和转向功能,对于使车辆稳定地行驶的方法,是如在实施例3中说明的那样。 Except that this time the place of failure, without losing the braking and steering functions for the vehicle to stably travel way is that as described in the Example 3.

根据实施例5,由于在系统整体中能够对错误实行备份,所以在没有转向和制动的备份机构的车辆控制装置中,也仅以导入需要最低限的故障运行节点,就可以低成本实现非常高可靠性的车辆控制装置。 According to the embodiment 5, since an error in the implementation of the overall backup system, the backup mechanism so that the vehicle is not steering and braking control apparatus, it is only required minimum import operation failure node can be very low cost the vehicle control apparatus with high reliability.

(实施例6)对本发明的车辆控制装置的实施例6参照图28进行说明。 Referring to FIG Example 6 (Example 6) according to the present invention, the vehicle control device 28 will be described. 另外,在图28中,对应于图3、图22的部分赋予与在图22中给予的符号相同的符号并省略其说明。 Further, in FIG. 28, corresponding to Figure 3, a portion of FIG. 22 the same reference numerals and symbols given in FIG. 22 and the description thereof is omitted.

实施例6是在实施例3的车辆控制装置中,追加驱动系统及安全系统等节点,表示有关车辆的行驶的控制系统的整体像的实施例。 Example 6 Example 3 is an embodiment of a vehicle control device, the node is added a drive system and safety system, the whole image shows an embodiment of a control system of the relevant vehicle is traveling. 本实施例具有转向和制动的备份机构,即使不具备其的车辆控制装置也能够为同样的构成。 This embodiment has a steering and brake backup mechanisms, even though it does not have the vehicle control device can be configured to be similar.

在主线N1A中,除去有关在实施例3叙述的转向控制和制动控制的节点以外,还连接有:综合地控制车辆的驱动系统的DBW系统综合控制ECU20、控制调整阻尼力的悬架电动马达M4A~M4D的EAS驱动器ECU84A~84D、测定加速踏板53的踏入量的加速踏板位置传感器43、检测车辆的外界的状态的毫米波雷达/照相机44、和控制气囊的展开的气囊ECU85。 N1A main line, the node is removed outside the relevant steering and braking control described in Example 3, is also connected to: a comprehensive integrated control ECU20 DBW system controls the vehicle drive system, the control of the damping force of the suspension of the electric motor M4A ~ M4D an EAS drive ECU84A ~ 84D, the airbag deployed ECU85 millimeter-wave radar detects a state outside the vehicle / camera 44, and the airbag control amount measured accelerator pedal 53 depressed accelerator pedal position sensor 43,.

前轮的SBW·VGR驱动器ECU81和四轮的BBW驱动器ECU83A~83D内装有简易控制逻辑部811、831。 SBW · VGR front wheel drive and four-wheel ECU81 the BBW driver ECU83A ~ 83D built with a simple control logic 811,831.

在DBW系统综合控制ECU20中,通过网络N2连接内燃机控制ECU21、变速器控制ECU22、电动马达控制ECU23、蓄电池控制ECU24。 In the integrated control ECU20 DBW system, the network N2 is connected via the engine control ECU 21, the ECU 22 controls the transmission, the electric motor control ECU 23, a battery control ECU24.

车辆运动综合控制ECU30,通过网络N3与下述部分连接:作为向控制车辆卫星定位仪等信息系统的机器的网络的入口的信息系统网关35、门锁、门侧镜、作为控制各种仪表等车体系统的机器的网络的入口的车体系统网关36;并进行这些节点和数据的存取。 Vehicle motion integrated control ECU 30, via a network connected to the portion below N3: as a gateway to a Network Control Information System satellite positioning system like the vehicle information system of the machine entrance 35, the door lock, the door side mirror, various instruments, such as a control inlet body system gateway machine network system 36 of the vehicle body; and the access nodes and data.

虽未图示,但气囊ECU85,也是在另外一端与综合对气囊展开控制需要的各种传感器·执行元件的安全系统的网络连接的构造。 Although not shown, the air bag ECU85, at the other end is deployed configuration network security system and executing various sensors required for the control element connected to the integrated balloon.

在本实施例中,车辆运动综合控制ECU30,从操舵角传感器41、制动踏板位置传感器42、加速踏板位置传感器43解释驱动的意图,与从检测未图示的车辆状态的传感器,例如加速度传感器、偏航速率传感器、车轮速传感器给出的信号一起,运算实现最佳的车辆运动用的舵角、制动力、驱动力等,向前轮的SBW·VGR驱动器ECU81和后轮的SBW驱动器ECU82发送舵角指令,向四轮的BBW驱动器ECU83A~83D发送制动力指令,向DBW系统综合控制ECU20发送驱动力指令。 In the present embodiment, the integrated vehicle motion control ECU 30, the steering angle sensor 41, a brake pedal position sensor 42, accelerator pedal position sensor 43 explained driving intention, and the vehicle state detection sensor (not shown), for example, an acceleration sensor , a yaw rate sensor, wheel speed sensor signals given together, to achieve the operational steering angle, braking force, the driving force of the vehicle motion with the best or the like, to the SBW SBW · VGR driver drives the front wheels and the rear wheel ECU81 ECU82 transmitting steering angle command, and sends the braking force command four BBW driver ECU83A ~ 83D, the integrated DBW control system transmits the driving force command ECU20.

DBW系统综合控制ECU20接收驱动力指令,考虑能量效率等,运算内燃机、电动马达等各个驱动力发生源应该发生的驱动力,使运算的驱动力指令通过网络N2发送到内燃机控制ECU21、电动马达控制ECU23等中。 Each of the driving force integrated control ECU20 receives a driving force DBW system instructions, considering energy efficiency, calculation engine, an electric motor occurs driving force source should occur, the driving force command operation is transmitted to the engine control ECU21 via the network N2, the electric motor control ECU23 like.

车辆运动综合控制ECU30,不仅通过检测驾驶员的要求的传感器的信息,而且通过使用检测车辆的外界的状态的毫米波雷达/照相机44的信息,进行对前行车的跟踪行驶、车线保持行驶、危险躲避驾驶等的控制。 Vehicle motion integrated control ECU 30, not only the information detected by the sensor of the driver's request, and the status information by using the detected vehicle outside of a millimeter wave radar / camera 44, and tracking of the preceding vehicle is traveling, vehicle traveling line remains, avoid driving and other dangerous control of.

关于可靠性,与通信网络的主线N1A连接的节点全部构成为故障无反应。 On main nodes N1A reliability, and a communication network connecting all the configured fault no response. 另外,在备份线N1B中,如在实施例3中所说明的,通过仅连接关于车辆的安全的行驶的所需要最低限的节点,可减少需要使通信接口冗长化的节点的数量,降低成本。 Further, the backup line N1B, as in the embodiment described in Example 3, the minimum required by the connection nodes on the safety of the vehicle only traveling, it is necessary to reduce the number of redundant communication interface of the node, reduce costs .

加速踏板位置传感器43在主线N1A、DBW系统综合控制ECU20、网络N2的其中之一发生故障的时候也能够驱动车辆,也与内燃机控制ECU21直接连接。 Accelerator pedal position sensor 43 in the main line N1A, DBW integrated control system the ECU 20, when one of the faulty network N2 is possible to drive the vehicle, and also directly connected to the engine control ECU21.

对于在本实施例中的对错误实行备份的方法、由此带来的效果,如在实施例3中所述的那样。 For the method in the practice of the backed up error present embodiment, the resulting effect, as described above in Example 3.

(实施例7)对本发明的车辆控制装置的实施例7参照图29、图30进行说明。 Embodiment 7 with reference to FIG. (Example 7) of the vehicle control apparatus of the present invention 29, FIG. 30 will be described.

操作量生成节点610生成操作量612,将操作量612送到执行元件驱动节点630中。 Generating 610 generates an operation amount of the operation amount of the node 612, the operation amount of the actuator driver 612 to the node 630.

修正量生成节点620生成修正量622,将修正量622送到执行元件驱动节点630中。 Generating correction amount correction amount generating node 620 622, the correction amount to the actuator driver 622 of the node 630.

执行元件驱动节点630如图30所示,具有控制器632、切换器634,在修正量生成节点620正常的时候,对从操作量生成节点610给出的操作量612施加从修正量生成节点620给出的修正量622、作为控制目标值635来控制执行元件640。 Actuator driver node 630 shown in Figure 30, with a controller 632, a switch 634, the correction amount generating node 620 in normal time, is applied from the correction amount generating node 620 node 610 generates the operation amount from the operation amount given 612 correction amount is given 622, 635 as the control target value to control the actuator 640. 对此,在修正量生成节点620异常的时候,使从操作量生成节点610给出的操作量612作为控制目标值635来控制执行元件640。 In this regard, the correction amount generating node 620 when the exception that the amount of operation of node 610 generated from a given amount of operation 612 as a control target value to control the actuator 635 640.

在此实施例中,在修正量生成节点620正常的时候,通过修正量,可以进行更细的控制,另外,在修正量生成节点620发生故障的时候,在使功能减退的同时不用修正量也能够继续进行控制。 Meanwhile in this embodiment, the correction amount generating node 620 the normal time, by the correction amount, can be more finely controlled, Further, when the correction amount generating node 620 fails, when the dysfunction without correction amount We can continue to be controlled.

由于需要知道是否修正量生成节点620为正常,所以修正量生成节点620具有故障检测功能621是理想的。 Since the need to know whether the correction amount generating node 620 is normal, the correction amount generating node 620 having a failure detection function 621 is desirable. 基于故障检测功能621进行的故障检测结果623,执行元件驱动节点630的切换器634进行切换动作。 Failure detection result 623 based fault detection function 621, driven element 634 performs switching node 630 performs a switching operation.

对于为了修正量生成而需要高度的信息处理,操作量生成以比较简单的信息处理即可完成。 In order to generate the correction amount required for the degree of information processing, a relatively simple operation amount information generating processing to complete. 因此,修正量生成节点620,要求与操作量生成节点610相比有较高的处理性能的结果、部件个数增加、动作频率(处理器的时钟频率)变高,要求电的、热的富裕量少的动作。 Thus, the correction amount generating node 620, the operation amount required in comparison with a result of node 610 generates a higher processing performance, increased number of parts, the operating frequency (clock frequency of the processor) becomes high, the required electrical, thermal rich less action. 从而,修正量生成节点620与操作量生成节点610相比较,故障率(部件的故障率(fit数)的总和)变高。 Accordingly, the correction amount generating node 620 and the node 610 generates the operation amount compared to the failure rate (failure rate of the sum of components (Fit number)) becomes high.

即,修正量生成节点620为比操作量生成节点610处理能力高的节点。 That is, the correction amount generating node 620 to node 610 high node generates a processing capability than the operation amount. 例如,修正量生成节点620由比操作量生成节点610动作频率高的计算机(节点)构成。 For example, the correction amount generating node 620 high frequencies computer (node) constituting the node 610 generated by the operation ratio of the operation amount.

从而,对于控制的继续所需要最低限的操作量生成节点610,能够期待比修正量生成节点620低的故障率。 Thus, for the continued control of the minimum required amount of operation of node 610 generates, node 620 can be expected to generate a low failure rate ratio correction amount. 即,操作量生成节点610为比修正量生成节点620故障率低的节点。 That is, the operation amount generating node 610 node 620 node generates the failure rate than the correction amount.

进一步,由于即使在修正量生成节点620发生故障的时候也需要操作量生成节点610为正常,所以操作量生成节点610具有耐故障功能611是理想的。 Further, since the node 620 when a failure occurs even if the correction amount generated operation amount required to generate a normal node 610, the node 610 generates the operation amount having fault tolerance function 611 is desirable.

作为修正量生成节点620具有的故障检测功能621,已有种种考虑,但如图31所示,通过使修正量生成节点620二重化,也可对其输出进行比较。 As a correction amount generated fault detection function 620 with node 621, has various considerations, but shown in Figure 31, the correction amount generated by duplicated node 620, its output may be compared.

这时具有下述方法:预先在修正量生成节点620侧比较二重化了的修正量生成节点620输出的修正量622a和622b,向执行元件驱动节点630传送修正量622a和622b的单方和故障检测结果的方法;如图32所示,将多重化的修正量生成节点620输出的修正量622a和622b分别传送到执行元件驱动节点630,在执行元件驱动节点630,通过比较功能631来比较修正量622a和622b而得到故障检测结果623的方法。 Now having the following method: preliminarily 620 side correction amount generating node Comparative duplicated the correction amount generating correction amount node 620 outputs 622a and 622b, transmission correction amount unilateral and failure detection result 622a and 622b of the actuator drive node 630 method; FIG. 32, the correction amount generating multiplexed node 620 outputs the correction amount 622a and 622b are respectively transmitted to the actuator driving node 630, node 630 in the actuator driver, by comparing function 631 to compare the amount of correction 622a 623 and 622b obtained results of the method of fault detection.

另外,也考虑了各种操作量生成节点610具有的耐故障功能611,但如图31所示,也能够通过使操作量生成节点610三重化而取其输出的多数逻辑判定来实现。 Further, it is considering various operation amount generated fault resistance 610 having a function node 611, but as shown, it is possible to whichever majority logic 31 outputs the determination to implement the operation amount generated by node 610 and triplicated.

这时具有下述方法:对冗长化的操作量生成节点610生成的操作量612a、612b、612c预先在操作量生成节点610侧采取多数逻辑判定,向执行元件驱动节点630传送的方法;如图32所示,将操作量生成节点610生成的操作量612a、612b、612c分别传送到执行元件驱动节点630,由执行元件驱动节点630具有的多数判定功能633采取多数逻辑判定的方法。 Now having the following method: the amount of operation of the redundant node 610 generates the operation amount generated 612a, 612b, 612c approach taken in advance majority logic 610 determines the operation amount generating node side, is transmitted to the actuator driving node 630; FIG. operation amount, the operation amount generated by node 610 generates a 32-612a, 612b, 612c are respectively transmitted to the actuator driving node 630, by the actuator driver having 630 nodes 633 function to take a majority decision method majority logic decision.

另外,如图33所示为,在执行元件驱动节点630上,设置增益可变器636和控制增益可变器636的增益的斜坡发生器637,将故障检测结果623输入到斜坡发生器637中,将对由操作量生成节点610给出的修正量622用增益可变器636乘上可变增益的值、施加到从操作量生成节点610给出的操作量612上、作为控制目标值635来控制传感器装置640也可以。 Further, as shown in FIG. 33, in the actuator driving node 630, to set the gain of the variable gain devices 636 and 636 control gains of the variable ramp generator 637, 623 the failure detection result is input to the ramp generator 637 , 622 of the variable gain of the variable gain values ​​multiplied by the correction amount 636 of node 610 will be generated by a given operation amount, operation amount 612 is applied to the node 610 generated from a given amount of operation, as a control target 635 controlling the sensor apparatus 640 may be used. 这时,在修正量生成节点620的异常时,控制目标值635不急剧地变化而是慢慢地变化。 In this case, node 620 generates an abnormal correction amount, the control target value of 635 does not change abruptly, but gradually changes.

将本实施例的动作表示在图34中。 The operation of this embodiment is shown in FIG. 34. 在修正量生成节点620为正常时,作为斜坡发生器637的输出的斜坡输出637为高位的值,从修正量生成节点620给出的修正量622,乘上由增益可变器636预先设定的高位的增益,与从操作量生成节点610给出的操作量612相加,作为控制目标值635来控制执行元件640。 When the correction amount generating node 620 is normal, the output of the ramp as the ramp generator 637 output 637 is at a high value, the correction amount generating node 620 from 622 gives correction amount multiplied by the variable gain device 636 is set in advance the high gain 612 generates the operation amount from the operation amount of the given node 610 is added, as a control target value to control the actuator 635 640.

对此,在修正量生成节点620为异常时,从故障检测结果623由从“正常”变为“异常”的时刻起,斜坡输出637从高位的值到低位的值随时间缓缓地变化。 In this regard, the correction amount generating node 620 is abnormal, the failure detection result 623 from "normal" to "abnormal," the starting time, the ramp output 637 from the value of the upper to the lower value is gradually changed with time.

其结果,由增益可变器636乘上从修正量生成节点620给出的修正量622的可变增益、也从高位的增益值到低位的增益值随时间缓缓地变化。 As a result, the correction amount generating node 620 given from the variable gain correction amount 622 is multiplied by the variable gain device 636, and the gain value gradually changes from a high to a low gain value over time. 其结果,从在控制目标值635的计算时被加上的修正量生成节点620给出的修正量622,随时间缓缓减小。 As a result, the correction amount generated 622 from the given node 620 when the control correction amount calculating a target value of 635 is added, slowly decreases with time.

在图34所示的实施例中,以低位的增益为0,也可以根据修正量生成节点620的故障的轻重决定低位的增益的大小。 In the embodiment illustrated in FIG. 34, the low gain is to 0, the size of the failed node 620 determines the severity of low gain may be generated based on the correction amount. 另外,在该实施例中,斜坡输出637从高位的值到低位的值作线性地变化,但也可以不限于线性而以包含曲线的任意的方式变化。 Further changes, in this embodiment, the ramp 637 output value linearly changes from low to high values, but not limited to linear and may comprise any curve in the way. 另外,变化的方式为单调地递减是理想的。 Further, to change monotonously decreasing manner is desirable.

根据以上叙述的实施例,由于在修正量生成节点620的异常时控制目标值635不是急速而是缓缓地变化,所以对操作者不会感到有不适感。 According to the embodiment described above, when node 620 is generated due to the abnormality in the control target value of the correction amount 635 is not changed rapidly but slowly, so the operator does not feel discomfort. 另外,由于也不发生伴随切换的控制目标值635的高低差异,所以也能够避开起因于相对于高低差异操作者的反应迟缓的控制性恶化。 Further, since the difference in the level of the control target value of the associated switch 635 does not occur, it is possible to avoid the deterioration of the controllability of the slow response level due to difference of the operator with respect to.

另外,如图35所示,从操作量生成节点610给出的操作量612和从修正量生成节点620给出的修正量622,也能够为经过单一的通信路(通信总线)650传送到执行元件驱动节点630的网络构成。 Further, as shown in FIG. 35, the amount of operation of node 610 and 612 given from the correction amount generating node 620 given the correction amount from the operation amount 622, it is possible to transmit through a single communication path (communication bus) 650 to perform element 630 driving node network configuration.

根据该实施例,由于在node·to·node不个别地具有通信路即可完成,所以与节省配线相关联,就此部分,在降低系统的成本的基础上,还能够达到轻量化。 According to this embodiment, since the individual does not have a communication path node · to · node to complete, so the savings associated with the wiring, this portion, on the basis of reducing the system cost, but also to achieve reduction in weight.

经过本实施例中的通信路650而传送的信息,如图36所示,按每个发送的节点时间划分为多个时隙,操作量612在被操作量生成节点610分配的时隙614中传送,修正量622在被修正量生成节点620分配的时隙624中传送。 After information in the present embodiment a communication path 650 and transmitted as shown in FIG. 36, each node is divided into a plurality of transmission time slots, the operation amount is generated 612 in a slot 610 assigned node operation amount 614 transmission, the correction amount in the time slot 624 is transmitted 622 to generate a distribution node 620 of the correction amount.

在这里,将前面叙述的修正量生成节点620输出的修正量622a和622b分别传送到执行元件驱动节点630的方法中,冗长化了的修正量生成节点620分别分配个别的时隙,在各个时隙中传送修正量622a和622b。 Here, the correction amount previously described correction amount generating node 620 outputs 622a and 622b are respectively transmitted to the driving method of the actuator 630 in the node, the redundancy of the correction amount generating node 620 are allocated individual time slots in each time slot 622a and transmission correction amount 622b.

另外,在将操作量生成节点610生成的操作量612a、612b、612c分别传送到执行元件驱动节点630的方法中,在冗长化的操作量生成节点610上分别分配各个时隙,在各个时隙中传送操作量612a、612b、612c。 Further, when the operation amount of the operation amount generating node 610 generated 612a, 612b, 612c are respectively transmitted to the driving method of the actuator 630 nodes are assigned respective time slots on the node 610 generates the operation amount of redundancy in each slot operation amount transmitted 612a, 612b, 612c.

图37表示在Steer-by-Wire系统中应用本实施例的具体例。 37 shows a specific example application of the present embodiment in Steer-by-Wire System.

在操作量生成节点610中连接转动柱(转动盘)615,生成根据转动柱615的操作角度的操舵角度的操作量612,该操作量612通过通信路650传送到执行元件驱动节点630上。 Column connection rotation (rotating disk) 615 in the operation amount generating node 610, 612 generates the operation amount transmitted through a communication path 612 to the actuator 650 driving node 630 according to the operation amount of the operation angle of the steering angle of the rotating post 615.

在修正量生成节点620上,连接加速传感器·偏航率传感器625,生成从加速传感器·偏航率传感器625给出的信号和从操作量612的信息给出的修正量622,该修正量622通过通信路650传送到执行元件驱动节点630。 In the correction amount generating node 620, connected to an acceleration sensor · yaw rate sensor 625 generates a signal given from the acceleration sensor 625 and yaw rate sensor · correction amount information given operation amount 612 from 622, the correction amount 622 transferred to actuator driver 630 via the communication path 650 nodes.

在执行元件驱动节点630上,在修正量生成节点620为正常时,将对操作量612加上修正量622的值作为控制目标值来控制操舵装置641。 Actuator driver on the node 630, the correction amount generating node 620 is normal, the operation of adding an amount of 612 622 values ​​of the correction amount as a control target value for controlling the steering device 641.

根据以上所述的本实施例,在驾驶员过分转动转向柱615的时候,在没有修正量622的时候,前轮失去锁紧而车辆的稳定性下降,由加速传感器·偏航速率传感器625检测车辆的横滑及自转,由于由修正量生成节点620为抑制横滑及自转而生成修正量622,所以可提高车辆的操纵稳定性。 According to the present embodiment described above, a driver excessively rotates the steering column 615, when, in the absence of the correction amount 622, a front wheel locking loss and decreased stability of the vehicle, a yaw-rate sensor by the acceleration detection sensor 625 slipping and rotation of the vehicle due to lateral slip and to suppress the rotation correction amount 622 generated by the correction amount generating node 620, it is possible to improve the steering stability of the vehicle.

图38表示在Brake-by-Wire系统中应用本实施例的具体例。 38 shows a specific example of applying the present embodiment in Brake-by-Wire System.

在操作量生成节点610中连接制动踏板616,生成根据制动踏板616的操作的制动踏力的操作量612,其通过通信路650传送到执行元件驱动节点630-1~630-4。 In operation amount generating node 610 connected to the brake pedal 616 is generated 612, which transmits an operation force of the operation amount of the brake pedal of a brake pedal 616 through a communication path 650 to the actuator driver node 630-1 ~ 630-4.

在修正量生成节点620中连接加速传感器·偏航速率传感器625,从由加速传感器·偏航速率传感器625给出的信号或从操作量612的信息生成各踏板的修正量622-1~622-4,其通过通信路650传送到执行元件驱动节点30。 · An acceleration sensor connected to a yaw rate sensor 625 in the correction amount generating node 620, generating a correction amount of each pedal 622-1 ~ 622- signal given by the acceleration sensor 625 · a yaw rate sensor 612 or information from the operation amount 4, which is transmitted through a communication path 650 to the actuator driver 30 nodes.

在执行元件驱动节点630-i(i=1~4),在修正量生成节点620为正常的时候,将对操作量612加上修正量622-i(i=1~4)的值作为控制目标值来控制各车轮的制动器642-i(i=1~4)。 In the actuator driving node 630-i (i = 1 ~ 4), the correction amount generating node 620 is normal, the correction amount plus 622-i (i = 1 ~ 4) the value of 612 will operate as a control amount target value controls each of the wheel brakes 642-i (i = 1 ~ 4).

根据以上所述的本实施例,在驾驶员过分踏入制动踏板616的时候,如果没有修正量622-i(i=1~4),则各车轮失去锁紧而车辆的稳定性下降,但由加速传感器·偏航速率传感器625检测车辆的横滑及自转,则由于由修正量生成节点620为抑制横滑及自转而生成修正量622-i(i=1~4),所以可提高车辆的操纵稳定性。 According to the present embodiment, when the above-described embodiments, excessive depression of the brake pedal 616 by the driver, and if there is no correction amount 622-i (i = 1 ~ 4), while the loss of stability of the wheels of the vehicle decreases locking, However, the slipping rotation acceleration sensor and a yaw-rate sensor 625 detects the vehicle, since the node 620 generated by the correction amount to inhibit rotation and lateral slip correction amount generated 622-i (i = 1 ~ 4), it is possible to improve the steering stability of the vehicle.

图39表示在综合Steer-by-Wire和Brake-by-Wire的系统中应用本实施例的具体例。 39 shows a specific example of applying the present embodiment of the integrated Steer-by-Wire and Brake-by-Wire systems.

在操作量生成节点610中连接转向柱615和制动踏板616,生成根据转向柱615的操作角度的操舵角度的操作量612-0和根据制动踏板616的操作的制动踏力的操作量612-2,其通过通信路650传送到执行元件驱动节点630-0~630-4。 Connecting a steering column 615 and the operation amount of the brake pedal 616 at node 610 generated in the steering angle is generated according to the operation amount of the operation angle of the steering column 615 and 612-0 in accordance with the operation amount of the brake pedal operating force of the brake pedal 616 612 -2, which is transmitted to the actuator driver node 630-0 ~ 630-4 via communication path 650.

在执行元件驱动节点630-0中,在修正量生成节点620正常的时候,将对操作量612-0加上修正量622-0的值作为控制目标值来控制操舵装置641。 In the actuator driving node 630-0, the generation of the normal time, the operation of adding the correction amount to the value 612-0 622-0 of the node 620 in the amount of the correction amount as a control target value for controlling the steering device 641.

在执行元件驱动节点630-i(i=1~4)中,在修正量生成节点620为正常的时候,将对操作量612-i加上修正量622-i(i=1~4)的值作为目标值来控制各车轮的制动器642-i(i=1~4)。 In the actuator driving node 630-i (i = 1 ~ 4), the correction amount generating node 620 is normal, the operation will amount correction amount plus 612-i 622-i (i = 1 ~ 4) of value as a target value to control the respective wheel brakes 642-i (i = 1 ~ 4).

根据以上所述的本实施例,在驾驶员过分转动转向柱615、过分踏入制动踏板616的时候,在没有修正量622-i(i=1~4)的时候,前轮失去锁紧而车辆的稳定性下降,但由加速传感器·偏航速率传感器625检测车辆的横滑及自转,则由于由修正量生成节点620为抑制横滑及自转而生成修正量622-i(i=1~4),所以可提高车辆的操纵稳定性。 According to the present embodiment described above, a driver excessively rotates the steering column 615, excessive depression of the brake pedal 616, when the correction amount when no 622-i (i = 1 ~ 4), the loss of the locking wheel and decreased stability of the vehicle, but the lateral slip acceleration sensor and the rotation-rate sensor 625 detects the yaw of the vehicle, since the node 620 generated by the correction amount to inhibit rotation and lateral slip correction amount generated 622-i (i = 1 1-4), it is possible to improve the steering stability of the vehicle.

(实施例8)对本发明的车辆控制装置的实施例8参照图40进行说明。 Example 8 Referring to FIG. (Example 8) of the vehicle control apparatus of the present invention 40 will be described.

本实施例的车辆控制装置,具有下述构成:检测表示对车辆运动的驾驶员的要求的加速踏板、制动踏板、方向盘等的操作量的传感器500;检测表示车辆运动的状态的车辆速度、加速度、偏航速率、进而通过电波或图像取得的车外的信息等的传感器550;对应实现驱动、制动、操舵的动力源、制动、转向的每一个的多个执行元件400;生成控制这些执行元件400用的目标操作量的操作量生成节点100;基于操作量生成节点100生成的目标操作量控制执行元件400的多个执行元件驱动节点300。 Vehicle control apparatus of the present embodiment has the following configuration: detecting a operation amount of the accelerator pedal to the driver requires the vehicle motion, a brake pedal, a steering wheel sensor 500 and the like; detecting a vehicle speed state of vehicle motion, acceleration, yaw rate, and thus the sensor information or the like outside the vehicle acquired by radio or image 550; corresponding to achieve a drive, brake, steering power source, brake, each of a plurality of steering actuators 400; generating a control the operation amount of the operation amount of the actuator 400 with the goal of generating node 100; 100 is operated to generate the target amount of the generated control node performing a plurality of nodes 300 actuator driver element 400 based on the operation amount.

操作量生成节点100,在图中没有详细显示,其具有:执行程序的中央处理器(CPU),和储存程序和数据的非挥发性的记忆装置(ROM)和非挥发性的记忆装置(RAM),和连接传感器500、传感器550、执行元件驱动节点300用的输出输入装置(I/O),这些也可以是由双方向的总线连接的一般的微机构成的构造。 Operation amount generating node 100, not shown in detail in the drawings, having: a central processing unit executing a program (CPU), and nonvolatile memory means (ROM) storing programs and data and non-volatile memory means (RAM ), and connected to sensor 500, sensor 550, performing input output device (I / O) node 300 with the driving element, which may be configured by a general computer connected both to the bus configuration.

操作量生成节点100,进一步具有模拟/数字变换装置(ADC),也可以将传感器500、传感器550连接到ADC上,具有串行通信装置(SCI),也可以将传感器500、传感器550、执行元件驱动节点300连接到SCI上。 Operation amount generating node 100, further having an analog / digital conversion means (the ADC), the sensor 500 may be, the sensor 550 is connected to the ADC, having a serial communication means (the SCI), sensor 500 may be, sensors 550, actuators node 300 is connected to the driving SCI. 进而,这些装置也可以是由1个至多个半导体集成电路来实现的装置。 Further, these devices may be a device of a plurality of semiconductor integrated circuits to achieve.

操作量生成节点100,基于传感器500输出的驾驶员要求信号200和传感器500输出的车辆状态信号201来运算各执行元件400的目标操作量,并将其作为操作量指令值120通过网络发送到执行元件驱动节点300中。 Operation amount generating node 100, 200 and 500 outputs sensor signals based on output from the sensor 500 requires a driver vehicle status signal 201 computes a target operation amount for each execution element 400, and as an operation amount command value 120 sent by the network to perform node 300 in the drive member. 操作量指令值120,根据各个执行元件400决定执行元件400如果是动力源则为目标驱动力,如果是制动则为各四轮的目标制动力,如果是转向则为目标舵角。 Operation amount command values ​​120, 400 perform the respective actuator element 400 determines if the power source is compared with the target driving force, the brake if it is compared with each of the four target braking force, if it is compared with the target steering rudder angle.

执行元件驱动节点300在图中没有详细显示,其具有:执行程序的中央处理器(CPU),和储存程序和数据的非挥发性的记忆装置(ROM)和非挥发性的记忆装置(RAM),和连接传感器500与操作量生成节点100用的输出输入装置(I/O),这些也可以是由双方向的总线连接、进而具有驱动执行元件的驱动电路、并连接到I/O的一般的微机的构成。 Actuator driver node 300 is not shown in detail in the drawings, having: a central processing unit (CPU), and non-volatile memory means for storing programs and data to execute a program (ROM) and non-volatile memory means (RAM) , and connects the sensor 500 outputs an input device (I / O) operation amount generating node 100 used with these may be by both bus connection to, and further having a drive circuit for driving the actuator, and is connected to the I / O generally microcomputer configuration.

执行元件驱动节点300,进一步具有模拟/数字变换装置(ADC),也可以将传感器500连接到ADC上,具有串行通信装置(SCI),也可以将传感器500至操作量生成节点100连接到SCI上。 Actuator driver node 300, and further having an analog / digital conversion means (the ADC), the sensor 500 may be connected to the ADC, having a serial communication means (SCI), but also to the operation amount sensor 500 may be connected to the node 100 generated SCI on. 进而,这些装置也可以是由1个至多个半导体集成电路来实现的装置。 Further, these devices may be a device of a plurality of semiconductor integrated circuits to achieve.

执行元件驱动节点300未图示,但具有检测执行元件400的驱动力、制动力、舵角的其中之一、或者为了推定这些而必须的信息的传感器,执行元件400的驱动力、制动力、舵角与从操作量生成节点100接收的操作量指令值120一致地执行对执行元件400的驱动控制。 Actuator driver node 300 is not shown, but having a driving force detecting element 400 is performed, the braking force, one of the steering angle, and the sensor or to estimate the necessary information, element 400 performs driving force, braking force, steering angle and the receiving node 100 generated from the operation amount of the operation amount command value 120 in unison to perform the drive control element 400.

另外,执行元件驱动节点300,将由传感器检测的执行元件的驱动力、制动力、舵角发送到操作量生成节点100中。 Further, the driving force of execution node element 300, detected by the sensor element is driven, the braking force to the operation amount of the steering angle generating node 100. 由此,操作量生成节点100参照执行元件400的驱动力、制动力、舵角,能够运算各执行元件400的目标操作量。 Thus, the operation amount of the driving force generating actuator 400 with reference to node 100, the braking force, the steering angle, the target can be calculated operation amount of each actuator 400.

传感器500、操作量生成节点100、执行元件驱动节点300分别具有检测自己的故障的故障检测功能210A、210B、210C。 Sensor 500, the operation amount generating node 100, node 300 performs the driving element each having its own fault detecting fault detection function 210A, 210B, 210C.

由故障检测功能210A的传感器的故障检测,能够通过判定传感器500所检测的值偏离规定的范围来实现,另外,通过使用多个传感器对这些检测结果比较、校对或多数逻辑判定也能够实现。 , Failure detection can be implemented by the fault detection sensor 210A by determining the deviation from a predetermined value detected by the sensor 500, Further, by using a plurality of sensors for comparing the detection results, or the proofreading majority logic determination can be realized.

故障检测功能210B的操作量生成节点100的故障检测,由监视计时器形成的CPU的暂停、由冗长符号形成的ROM、RAM和双方向总线的短时间错误检测、由I/O的比较核对能够实现,另外,也能够通过使用多个操作量生成节点100对这些输出进行比较核对或多数逻辑判定来实现。 Fault detection operation amount generated 210B failure detection node 100, the CPU formed by the watchdog timer pause, ROM formed by long symbols, RAM, and error detection to the short sides of the bus, the I / O capable of comparing and checking achieved, Further, it is possible to compare the output of the majority logic checking or determination is achieved by using a plurality of node 100 generates the operation amount.

故障检测功能210C的执行元件驱动节点300的故障检测,通过监视计时器形成的CPU的暂停、由冗长符号形成的ROM、RAM和双方向总线的短时间错误检测、由I/O的比较核对能够实现,另外,也能够通过使用多个操作量生成节点对这些输出取比较核对或多数逻辑判定来实现。 210C fault detection function of detecting node failure actuator driver 300, the suspension formed by the CPU watchdog timer, ROM formed by long symbols, RAM, and error detection to the short sides of the bus, the I / O capable of comparing and checking achieved, Further, it is possible to take the matching or majority logic comparison determination is achieved by using a plurality of these output node generating operation amount.

进而,故障检测功能210C也具有从执行元件400的驱动力、制动力、舵角的变化量或操作量指令值120的差来检测执行元件400的故障的功能。 Furthermore, fault detection 210C also has a driving force from the actuator 400, the braking force, the amount of change in the steering angle or an operation amount command value difference 120 to the fault detection element 400 performs functions.

故障检测功能210A、210B、210C,在检测自己或执行元件400的故障的时候,对操作量生成节点100和其它的执行元件驱动节点300,输出通知自己为故障状态用的故障检测通知230。 Fault detection function 210A, 210B, 210C, in own or detect a failure of the actuator 400 when generating node 100 and other nodes of the actuator driver operation amount 300, outputs a notification own fault detection notification with the fault state 230.

传感器500、操作量生成节点100、执行元件驱动节点300,分别为在故障状态的时候仅以输出故障检测通知230而使其它的输出停止是理想的,进而,在不能正常地输出故障检测通知230的时候,该故障检测通知230也停止是理想的。 Sensor 500, the operation amount generating node 100, node 300 performs drive member, respectively, the output of the failure detection notification 230 only when the other output is stopped fault condition is desirable, and further, the fault detection can not be normally output notification 230 when the failure detection notification 230 also stops desirable.

另外,各执行元件驱动节点300,具有基于自己、其它的各执行元件驱动节点300、操作量生成节点100的各个故障检测结果等来选择控制程序(执行元件控制方法)用的控制程序选择功能(控制方法选择装置)200。 Further, each of the actuator driver node 300, has on its own, 300, each of the fault detection result and other respective actuator driver node operation amount generating node 100 selects a control program (actuator control method) selecting a control program functions ( The control method selection means) 200.

控制程序选择功能200,通常基于从操作量生成节点100给出的操作量指令值120来选择控制执行元件400的控制程序,但在操作量生成节点100发生故障的时候,基于从传感器500给出的驾驶员要求信号200来选择控制执行元件400的控制程序,在自己或其它的特定处的执行元件驱动节点300发生故障的时候,选择安全地停止执行元件400的控制的控制程序。 Control program selection function 200, is typically selected based on the control program execution element 400 generates an operation amount command value 120 given in the node 100 from the operation amount, but when the node 100 generates a fault occurs in the operation amount is given based on the sensor 500 the driver requires selection control signal 200 for executing the control program element 400, 300 when the actuator driver failure node itself or at another specific choose to safely stop the execution control program 400 of the element.

由此,即使在操作量生成节点100及执行元件驱动节点300发生故障的时候,通过处于正常状态的执行元件驱动节点300能够继续进行车辆控制。 Accordingly, even when the failure node 300 and actuator driver 100 generates node operation amount, the vehicle can be continued by the actuator driver control node 300 in a normal state.

此实施例的车辆控制装置,如图41中所示,也可以由CAN等的网络600将操作量生成节点100和执行元件驱动节点300及传感器500可以通信地进行连接。 Vehicle control apparatus of this embodiment, as shown in FIG. 41, node 100 and node 300 and the actuator driver sensor 500 may be communicatively connected 600 can also generate a CAN network such as the operation amount. 操作量生成节点100和执行元件驱动节点300及传感器500,分别将操作量指令值120、故障检测通知230、驾驶员要求信号200及其它的短信息、经由网络600送到所希望的节点中。 Generating node 100 and the operation amount of the actuator driver 300 and the sensor node 500, respectively, the operation amount command value 120, the failure detection notification 230, the driver request signals and other short message 200, to the desired node 600 via a network. 进而,多个节点也能够接收各个传感器发送的短信息。 Further, the plurality of nodes can receive short messages sent each sensor.

另外,如图42所示,此实施例的车辆控制装置,也能够为传感器550也作为一个节点连接到网络600的构成。 Further, as shown in FIG. 42, this embodiment of the vehicle control apparatus can be also connected to the network 600 is configured as a sensor node 550. 由此,传感器550能够将车辆状态信号201经过网络600发送到所希望的节点中。 Accordingly, the vehicle state sensor 550 can send a signal 201 to the desired node through the network 600. 进而,多个节点也能够接收传感器550发送的短信息。 Further, the plurality of nodes can receive a short message transmission sensor 550.

另外,在图41、图42所示的车辆控制装置中,通过具有多个网络600并具有冗长性,能够提高网络的可靠性。 Further, in FIG. 41, the vehicle control apparatus shown in FIG. 42 by having a plurality of network 600 and having a redundancy can improve the reliability of the network.

图43是操作量生成节点100的功能方块图。 FIG 43 is a functional block diagram of the operation amount generating node 100. 操作量生成节点100,将车辆控制用的多个控制程序装入到ROM和RAM中,在通过故障检测功能210B检测自己的故障的时候,或在从传感器500、传感器550、执行元件驱动节点400接收到故障检测通知230的时候,根据故障的地方及故障的程度,切换控制程序。 Operation amount generating node 100, a plurality of control programs for controlling the vehicle loaded into ROM and RAM, the fault is detected by its failure detection time 210B, or from 500, sensor 550 sensor, actuator drive node 400 receiving the failure detection notification 230 when, according to the degree of fault and the fault of the local switching control program.

图44是执行元件驱动节点300的功能方块图。 FIG 44 is a functional block actuator driver node 300 of FIG. 执行元件驱动节点300,将用于基于从操作量生成节点100接收的操作量指令值120来运算执行元件400的动作目标值的多个控制程序装入到ROM和RAM中。 Actuator driver node 300, for generating a command based on the operation amount of the node 100 receives the operation amount from the value 120 to execute a plurality of operation control programs element 400 to the operation target value is loaded in ROM and RAM. 执行元件驱动节点300,具有:基于操作量生成节点100输出的操作量指令值120来控制执行元件400的程序X,和基于传感器500输出的驾驶员要求信号200来控制执行元件400的控制程序Y,和与操作量指令值120及驾驶员要求信号200无关、将执行元件维持在规定的状态的控制程序Z,通过控制程序选择功能220,根据自己的故障或其它的节点的故障状况,能够切换控制程序。 An actuator driving node 300 has: an output based on the operation amount of the operation amount instruction 100 the value of the node 120 to generate the control element 400 executes the program X, and a driver 500 based on the signal output from the sensor 200 requires a control program to control the execution element 400 Y , and an operation amount command value of the driver request signals 120 and 200 independent of the program execution control element is maintained in a predetermined state of Z, the control program selection function 220, according to their failure or other fault condition node, capable of switching control program.

以下,以图40~图44为例,对在于本车辆控制装置内发生故障时继续车辆运动用的基本的处理进行说明。 Hereinafter, FIGS. 40 to 44 as an example, that the basic processing when a fault occurs within the device to continue with the vehicle motion control of the present vehicle will be described.

对操作量生成节点100发生故障时的基本的处理进行说明。 Of the basic processing time of the fault operation amount generating node 100 will be described. 操作量生成节点100,当由故障检测功能检测出自己的故障时,停止操作量指令值120的发送,同时,发送故障检测通知230。 Operation amount generating node 100, when a fault is detected by the own fault detection function, stopping the operation amount command value of the transmission 120, while transmitting failure detection notification 230. 在不能够正常地发送故障检测通知230的时候,操作量生成节点100也停止故障检测通知230的发送。 When sending a failure can not be properly detected notification 230, the operation amount generating node 100 also stops failure detection notification 230.

由此,连接到网络600的各执行元件驱动节点300,通过接收从操作量生成节点100给出的故障检测通知230,能够检测操作量生成节点100发生了故障,另外,通过在预先确定的时间内不接收操作量指令值120,能够检测在操作量生成节点100发生了某种异常。 Thus, each actuator driver connected to the node 300 of network 600, the operation amount generated by receiving the failure detection node 100 gives notification 230 can detect the operation amount generating node 100 has a failure, the other, by a predetermined time without receiving operation amount command value 120, generating node 100 is capable of detecting an abnormality has occurred in the operation amount.

另外,如果使网络600为分时多路存取(TDMA),构成为各节点在予定的时隙执行短信息的发送,则通过操作量生成节点100确认在发送操作量指令值120的时隙的有无接收,而能够检测在操作量生成节点100发生了某种异常。 Further, when the network 600 is a time division multiple access (TDMA), each node is configured to send a short message is performed in a predetermined time slot, the time slot in the transmission node 100 to confirm the operation amount command value 120 is generated by the operation amount the presence or absence of reception node 100 can be detected to generate an abnormality has occurred in the operation amount.

各执行元件驱动节点300,当检测到从操作量生成节点100给出的故障检测通知230或者检测出没有接收操作量指令值120的发送时,将控制程序从(X)切换到(Y),以从网络600取入传感器500的驾驶员要求信号200来执行驱动力、制动力、舵角等的车辆运动控制。 Each actuator driving node 300, when the failure detection node 100 generated from a given amount of operation of said detection of the 230 or 120 detects that there is no transmission reception operation amount command value, the control program is switched from (X) to (Y), taken from the network 600 to the sensor 500 of the driver request signal 200 performs motion control of the vehicle driving force, braking, steering angle and the like.

由此,操作量生成节点100即使发生故障也继续进行车辆运动控制。 Accordingly, even when the operation amount generated malfunction node 100 is continued vehicle motion control.

接着,对执行元件驱动节点300和执行元件400发生故障时的基本的处理进行说明。 Next, a basic processing time of the fault node 300 and the actuator driver actuator 400 will be described. 另外,在执行元件400的故障中,包含对于未图示的执行元件控制所需要的旋转位置传感器及电流传感器等的故障。 Further, the failure of the actuator 400, and the rotational position sensor comprising a fault current sensor for controlling an actuator (not shown) required.

在设置在四轮的制动器的每个上的执行元件驱动节点300或执行元件400发生故障时,执行元件驱动节点300,当通过故障检测功能检测出自己的故障时,在发送故障检测通知230的同时,将控制程序从(X)切换到(Z),以解放该车轮的制动控制。 When each actuator is provided on the four brake actuator driving node 300 or 400 fails, the actuator driving node 300, when a fault is detected by its own fault detection function, the transmission of the failure detection notification 230 Meanwhile, the control program is switched from (X) to (the Z), the liberation of the wheel brake control.

操作量生成节点100,在接收到故障检测通知230时,由剩下的二轮至三轮来控制制动力。 Operation amount generating node 100, upon receiving the failure detection notification 230, the remaining two to three controls the braking force. 或者,驾驶员使用油压机构等的机械的备份机构来直接制动车辆。 Alternatively, a driver using a hydraulic mechanism or the like mechanical backup mechanism direct braking of the vehicle.

由此,即使设置在四轮的制动器的每个上的执行元件驱动节点300或执行元件400发生故障,也能够继续进行车辆运动控制。 Accordingly, even when the actuator driver is provided for each node on a four-wheel brake actuator 300 or 400 fails, it is possible to continue the vehicle motion control.

在设置于转向器上的执行元件驱动节点300或执行元件400发生故障的时候,在执行元件驱动节点300通过故障检测功能210C检测自己的故障时,在发出故障检测通知230的同时,将控制程序从(X)切换到(Z)使舵角控制停止。 400 occurs when provided on the steering actuator driving node 300 or actuator failure, when the actuator driver node 300 detects its own fault by fault detection function 210C, a fault detection notification 230 at the same time, the control program switching from (X) to (Z) so that the steering angle control is stopped.

并且,驾驶员使用转向柱等的机械的备份机构直接控制车辆操舵。 And, a driver using the steering column of the mechanical backup mechanism to directly control vehicle steering. 在没有机械的备份机构的时候,设置多个转向用的执行元件驱动节点300和执行元件400,由至少一个执行元件驱动节点300和执行元件400控制舵角。 In the absence of a mechanical backup mechanism is provided with a plurality of nodes driving the actuator 300 and the steering actuators 400, 400 controls the steering angle of the at least one drive element 300 and the node performs the actuator.

由此,即使设置于转向器的执行元件驱动节点300或执行元件400发生故障也能够继续进行车辆运动控制。 Accordingly, even if the actuator driver on the steering actuator 400 or node 300 failure can be continued vehicle motion control.

在设置为驱动力用的执行元件驱动节点300或执行元件400发生故障的时候,在执行元件驱动节点300通过故障检测功能检测自己的故障时,在发出故障检测通知230的同时,将控制程序从(X)切换到(Z)使驱动控制停止。 When set to the driving force of the actuator driver node when 300 or the actuator 400 fails, when the actuator driving nodes 300 detect its own fault by the fault detection function, a fault detection notification 230 at the same time, the control program from (X) is switched to (Z) so that the drive control is stopped.

由此,即使设置为驱动力用的执行元件驱动节点300或执行元件400发生故障也能够使车辆安全停止。 Accordingly, even if the driving force of the actuator driver with the node 300 or the actuator 400 fails it is possible to safely stop the vehicle.

在制动踏板用的传感器500发生故障的时候,解放全车轮的制动器的制动,驾驶员使用油压机构等的机械的备份机构直接制动车辆。 When used in a brake pedal sensor 500 fails, the liberation of all of the wheel brake of the brake, a driver using a hydraulic mechanism or the like mechanism of direct mechanical backup brake the vehicle. 在没有机械的备份机构的时候,设置多个制动踏板用的传感器500,用至少一个传感器500能够检测驾驶员的要求。 In the absence of a mechanical backup mechanism, a brake pedal is provided with a plurality of sensors 500, 500 with at least one sensor capable of detecting the driver's request.

由此,即使制动踏板用的传感器500发生故障,也能够继续进行车辆运动控制。 Thus, even with the brake pedal sensor 500 failure occurs, the vehicle motion control can be continued.

在方向盘用的传感器500发生故障的时候,使转向器控制停止,驾驶员使用转向柱等的机械的备份机构直接操舵车辆。 When the steering wheel sensor 500 fails, so that steering control is stopped, a driver using the steering column backup mechanical steering mechanism of the vehicle directly. 在没有机械的备份机构的时候,设置多个制动踏板用的传感器500,用至少一个传感器500能够检测驾驶员的要求。 In the absence of a mechanical backup mechanism, a brake pedal is provided with a plurality of sensors 500, 500 with at least one sensor capable of detecting the driver's request.

由此,即使方向盘用的传感器500发生故障也能够继续进行车辆运动控制。 Accordingly, even if the steering wheel sensor 500 failure can be continued vehicle motion control.

在加速踏板用的传感器500发生故障的时候,使驱动力控制停止,使车辆安全地停止。 When the accelerator pedal by the sensor 500 fails, the driving force control is stopped, stop the vehicle safely. 或者设置多个制动踏板用的传感器500,用至少一个传感器500能够检测驾驶员的要求。 Or a brake pedal is provided with a plurality of sensors 500, 500 with at least one sensor capable of detecting the driver's request.

由此,能够继续进行车辆运动控制。 This makes it possible to continue the vehicle motion control.

在传感器500发生故障的时候,操作量生成节点100基于正常取得的车辆状态信息201、和从传感器500取得的驾驶员要求信号200来继续车辆运动。 When the sensor 500 fails, the operation amount information 201 generated based on the vehicle 100 acquired in the normal state of the node, and a driver acquired from the vehicle motion sensor 500 to signal 200 continues to requirements.

如以上说明,根据本实施例,由于操作量生成节点100和执行元件驱动节点300相互备份,所以没有必要附加冗长的备份装置。 As described above, according to the present embodiment, since the operation amount of the actuator generating the drive node 100 and the node 300 back each other, there is no need to add a redundant backup unit.

然而,在操作量生成节点100发生故障的时候,元件驱动节点300分别独立地执行控制。 However, when a failure occurs in the operation amount generating node 100, node 300 driving element control is performed independently.

因此,需要执行元件驱动节点300同等地检测操作量生成节点100的故障,另外,即使在车辆运动综合控制ECU30的基础上一部分执行元件驱动节点300发生故障的时候,也可通过剩下的执行元件驱动节点300安全地控制车辆。 Therefore, node 300 equally actuator driver operation amount detecting generation of the fault node 100, In addition, even a portion of the vehicle motion integrated control node 300 performs the driving element when a fault occurs on the basis of ECU30, it may also be performed by the rest of the element drive control node 300 vehicles safely. 特别是制动器在左右的制动力产生差的时候,为单侧效应的状态,车辆在制动中自转。 In particular when a brake generates a braking force difference in the left and right, one side effect of the state, rotation of the vehicle during braking.

对为了避开这样的危险状态的操作量生成节点100和执行元件驱动节点300的动作例使用图45~图57进行详细说明。 In order to avoid such a dangerous state operation amount of the actuator generating the drive node 100 and the node 300 of the operation example in FIG. 57 to FIG. 45 to be described in detail. 在这里,以制动器为例说明各个动作。 Here, each operation of the brake and an example.

操作量生成节点100,以一定的控制周期(A)反复执行制动控制的处理。 Operation amount generating node 100 at a constant control period (A) performs brake control process is repeated. 该控制周期由车辆制动控制的必要精度来决定。 The control period is determined by the required accuracy of the vehicle braking control. 另外,各执行元件驱动节点300如后所述,与操作量生成节点100的控制周期(A)比较,以更短的控制周期(B)反复执行执行元件400的制动力控制。 Further, each of the actuator driver node 300 as described later, the operation control quantity generation period (A) of node 100 compared to a shorter control period (B) is repeatedly performed braking force control actuator 400. 这是由于对执行元件400的电流反馈控制要求较高精度的缘故。 This is due to the current feedback control element 400 because of the high accuracy requirements.

从而,在操作量生成节点100于控制周期(A)执行一系列的处理期间,各执行元件驱动节点300,基于最新的操作量指令值120、以控制周期(B)反复执行制动力控制,在与操作量生成节点100的通信处理等中不中断制动力控制。 Whereby, during operation amount generating node 100 performs a series of processing in the control period (A), each actuator driver node 300, 120 based on the latest value of the operation amount instruction control period (B) the braking force control is repeatedly executed, in a communication processing with the operation amount generating node 100 does not interrupt the braking force control.

图45是表示执行元件驱动节点300的动作的时间图。 FIG 45 is a timing chart showing an operation executed node 300 of the drive member. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right. 各执行元件驱动节点300以控制周期(B)反复执行以下的处理。 Each node 300 to actuator driver control period (B) is repeatedly executes the following process.

首先,执行元件驱动节点300确认是否从操作量生成节点100接收到了操作量指令值120和故障检测通知230、从传感器500接收到了驾驶员要求信号200(指令值、故障检测通知接收确认B1)。 First, the actuator driving node 300 confirms whether generated from the operation amount of the node 100 receives the operation amount command values ​​120 and fault detection notification 230 received from the sensor 500 to the driver request signal 200 (command value, the failure detection notification reception confirmation B1). 这些由于以控制周期(A)的间隔发送,所以使用计测控制周期(A)的时间的计时器能够确认操作量指令值120、驾驶员要求信号200的接收。 Since the transmission interval at the control period (A), the usage control period measured by the timer (A) can be confirmed time operation amount command value 120, the driver 200 receives the request signal. 或者,通过对这些使用分时多路存取(TDMA)型的网络以预先确定的时隙发送接收也能够确认接收。 Alternatively, the access (TDMA) type network using these time division multiplex slot in a predetermined transmission and reception is possible to confirm the reception.

接着,执行元件驱动节点300,将在前次的控制周期的最后检测的执行元件400的制动力和由故障检测功能210C给出的诊断结果、发送到操作量生成节点100或其它的执行元件驱动节点300(应答短信息发送B2)。 Next, the actuator 300, the actuator driver detected last node in the previous control cycle, the braking force by the 400 and 210C diagnosis fault detection analysis, is sent to the operation amount generating node 100 or other actuator driver node 300 (short message transmission response B2). 这时,在由(指令值、故障检测通知接收确认B1)不接收操作量指令值120的时候,在对操作量指令值未接收、接收故障检测通知230的时候,也一起通知故障检测通知接收。 In this case, the time (reception command value, the failure detection notification acknowledgment B1) is not received by the operation amount command value 120, the value of the operation amount command is not received, the receiving failure detection notification 230 when the notification is also fault detection notification with the receiver . 这些是作为一个的应答短信息而一起发送。 The response as a short message and transmitted together.

接着,执行元件驱动节点300,基于有无操作量指令值120的接收、有无故障检测通知230的接收、有无执行元件400和自己的故障、和有无从其它执行元件驱动节点300给出的应答短信息及其内容选择控制程序(控制程序选择B3)。 Next, the actuator driving node 300, 120 receives the operation amount instruction value based on the presence or absence, presence or absence of the failure detection notification receiver 230, the actuator 400 and the presence or absence of their failure, and there is no way other actuator driver 300 is given node short response content selection information and control program (control program select B3). 控制程序,具有基于操作量指令值120来执行制动力控制的控制程序(X),和基于驾驶员要求信号200来执行制动力控制的控制程序(Y),和也与操作量指令值120和驾驶员要求信号200够无关解放制动的控制程序(Z),并从其中选择一个。 A control program, based on the operation amount command values ​​having 120 to execute the control program of the braking force control (X-), based on driver demand signal 200 and executes the control program to control the braking force (Y), and also the operation amount command values ​​120 and driver request signal 200 be independent of the control program liberation (Z) of the brake, and wherein selecting from a.

对该控制程序的选择程序(B3),参照图46的流程进行说明。 A control program for the selection process (B3), with reference to the flow of FIG. 46 will be described.

首先,对自己的执行元件驱动节点300或执行元件400的异常发生,由以下的条件进行判定(步骤S1610)。 First, their actuators or abnormal node 300 performs drive element 400, determines (step S1610) by the following conditions.

条件1:自己和执行元件的诊断的结果、检测故障。 Condition 1: The result of the diagnosis and their actuators, detect a failure.

条件2:在从操作量生成节点100接收故障检测通知230时,其它的两个以上的执行元件驱动节点300应答没有接收到故障检测通知230。 Condition 2: When a node 100 receives the failure detection notification 230 is generated from the operation amount, the other two or more actuator driver node 300 does not receive a response to the failure detection notification 230.

条件3:没有在从操作量生成节点100接收故障检测通知230时,其它的两个以上的执行元件驱动节点300应答接收到故障检测通知230。 Condition 3: When there is no failure detection node 100 receives the notification 230 is generated from the operation amount, the other two or more actuator driver node 300 acknowledges receipt of the fault detection notification 230.

条件4:在从操作量生成节点100接收操作量指令值120时,其它的两个以上的执行元件驱动节点300应答没有接收操作量指令值120。 Condition 4: When the value generator 120 receives an operation amount command 100 from node operation amount, the other two or more actuator driver node 300 does not receive a response operation amount command value 120.

条件5:在从操作量生成节点100没有接收到操作量指令值120时,其它的两个以上的执行元件驱动节点300应答接收到操作量指令值120。 Condition 5: when the node 100 does not receive the operation amount of the operation amount instruction value is generated from 120, the other two or more actuator driver response node 300 receives an operation amount command value 120.

在从以上的条件1到条件5中,在至少一个成立时,判断为自己异常,选择控制程序(Z)解放制动(步骤S1680)。 In the above conditions from condition 1 to 5, at least one established, determine an abnormality, the control program for his choice (Z) Liberation braking (step S1680).

接着,对操作量生成节点100的异常发生由以下的条件进行判定(步骤S1620)。 Next, abnormality determination node 100 (step S1620) by the following conditions of operation amount generated.

条件6:从操作量生成节点100接收故障检测通知230,并且,其它的两个以上的操作量生成节点100也应答接收到了故障检测通知230。 Condition 6: generating a failure detection node 100 receives the notification from the operation amount 230, and the operation amount of the two or more other nodes 100 also generates a response to the failure detection notification received 230.

条件7:从操作量生成节点100没有接收操作量指令值120,并且,其它的两个以上的操作量生成节点100也应答没有接收到操作量指令值120。 Condition 7: operation amount generated from node 100 receives an operation amount command value is not 120, and the operation amount of the two or more other nodes 100 also generates a response is not received operation amount command value 120.

在条件6、7的条件都不成立的时候,操作量生成节点100判定正常,选择控制程序(X)(步骤S1660),基于操作量指令值120执行制动力控制。 When the conditions are not established 6,7 condition, node 100 generates the operation amount determination normal, select a control program (X) (step S1660), performs the value 120 based on the operation amount of the braking force control instruction.

另外,在条件6、7之中在至少一个成立的时候,操作量生成节点100判定异常,对其它的执行元件驱动节点300或执行元件400的异常发生由以下的条件进行判定(步骤S1630)。 Further, in the condition when at least one 6,7 satisfied, the operation amount generating node 100 determines that an abnormality, an abnormality occurs for the other actuators driving node 300 or the actuator 400 is determined (step S1630) by the following conditions.

条件8:其它的执行元件驱动节点300通知故障。 Condition 8: other actuator driver 300 notifies the node failure.

条件9:其它的一个执行元件驱动节点300不发送应答短信息。 Condition 9: a further actuator driver node 300 does not send a reply the short message.

条件10:在从操作量生成节点100接收到故障检测通知230时,仅其它的一个执行元件驱动节点300应答没有接收到故障检测通知230。 Condition 10: operation amount generated from node 100 receives the failure detection notification 230, only one other actuator driver node 300 does not receive a response to the failure detection notification 230.

条件11:在从操作量生成节点100没有接收到故障检测通知230时,仅其它的一个执行元件驱动节点300应答接收到了故障检测通知230。 Condition 11: 230 when the notification operation amount generating node 100 is not received from the failure detection, only one other actuator drive node 300 acknowledges receipt of the fault detection notification 230.

条件12:在从操作量生成节点100接收到操作量指令值120时,仅其它的一个执行元件驱动节点300应答没有接收到操作量指令值120。 Condition 12: operation amount generated from node 100 receives an operation amount command value 120, only one other actuator driver node 300 does not receive a response to the operation amount command value 120.

条件13:在从操作量生成节点100没有接收到操作量指令值120时,仅其它的一个执行元件驱动节点300应答接收到了操作量指令值120。 Condition 13: when a node 100 does not receive the operation amount of the operation amount instruction value is generated from 120, only one other actuator drive node 300 receives a response to the operation amount command value 120.

在从上述的条件8到条件13的条件都不成立的时候,其它的执行元件驱动节点300和执行元件400判断为正常,选择控制程序(Y)(步骤S1670),基于驾驶员要求信号200执行制动力控制。 When the above conditions are not established condition from 8 to 13 condition, the other actuator driver actuator 400 and the node 300 is determined to be normal, the program selection control (Y) (step S1670), 200 performs braking based on the driver request signal power control.

另外,在从条件8到13之中,在至少一个成立的时候,其它的执行元件驱动节点300或执行元件400判定为异常,为了避开制动的单侧效应,参照后述的控制程序选择表(步骤S1640),选择控制程序(Y)或(Z)其中之一(步骤S1650)。 Further, the conditions from among 8 to 13, at least a set up time, the other actuator driving node 300 or the actuator 400 is determined to be abnormal, in order to avoid one-sided braking effect, the control program described later selection one table (step S1640), the selection control procedure (Y) or (Z) (step S1650).

如以上说明,执行元件驱动节点300,基于从条件1到条件13,判定自己的执行元件驱动节点300或执行元件400的异常、操作量生成节点100异常、其它的执行元件驱动节点300或执行元件400的异常,并选择控制程序。 As described above, the actuator driving node 300, based on the Condition 1 to Condition 13 determines its own actuator driving node 300 or the actuator anomalies 400, the operation amount generated 100 abnormal node, the other actuator driving node 300 or the actuator abnormal 400, and selects a control program.

另外,上述的条件由于根据车辆系统的形态及各个构成要素的形态而不同,所以也可以使用根据它们的条件。 Further, since the above-described conditions according to the shape and form of the respective vehicle system components differs, it may be used according to their conditions.

另外,对于从操作量生成节点100给出的操作量指令值120及故障检测通知230等的未接收,不是直接地判断为异常,可以在为二次以上未接收时判断为异常。 Further, the operation amount command for the node 100 generated from a given amount of operation values ​​120 and fault detection notification is not received 230, etc., not directly determined to be abnormal, the abnormality can be determined when the second or more is not received. 这时,也可以在各执行元件驱动节点300间交换未接收次数,取多数逻辑判定等,使未接收次数一致。 In this case, each actuator driver may be exchanged between the node 300 does not receive a number of times, taking the majority logic decision, so that the number of receptions is not consistent.

图47(a)、(b)表示控制程序选择表。 FIG 47 (a), (b) shows a control program selection table.

表(a)是在四轮的制动中,在其它的执行元件驱动节点300或执行元件400为异常的时候,由前二轮和后二轮的其中之一的制动器制动车辆地选择控制程序的表。 Table (a) in the four brake, the actuator driver in other node 300 or the actuator 400 is abnormal when the vehicle is braked by the brake to one of front and two rear two of which selection control table program.

另外,表(b)是在四轮的制动中,在其它的执行元件驱动节点300或执行元件400为异常的时候,由处于对角线上的前一轮和后一轮的制动器制动车辆地选择控制程序的表。 Further, the table (b) in the four brake, the actuator driver in other node 300 or the actuator 400 is abnormal when, in the previous round and a rear brake on the diagonal vehicle control program selects the table.

另外,在这些表中,其前提是,在由前二轮或后二轮、或者处于对角线上的前一轮和后一轮的其中之一的制动器不能制动车辆的时候,解放由全执行元件400形成的制动,并且驾驶员通过油压机构制动车辆。 Moreover, in these tables, with the proviso that when one of the two front or two rear or one front and rear in a diagonal brake braking of the vehicle can not be liberated from the performing full braking element 400 formed by a hydraulic mechanism and the driver to brake the vehicle.

当然,即使在这样的情况下,通过剩下的正常的执行元件400也可以执行车辆制动。 Of course, even in this case, performed by the remaining normal element 400 may also perform vehicle braking.

另外,在没有油压机构的备份的时候,即使在由前二轮或后二轮、或者处于对角线上的前一轮和后一轮的其中之一的制动器不能制动车辆的时候,也需要通过剩下的正常的执行元件400执行车辆制动。 Further, when no backup hydraulic mechanism, even if one of the brake by the two front or two rear or one front and at the rear on a diagonal line when the vehicle is not braking, also required by the remaining normal vehicle brake actuator 400 executed. 通过在这些时候控制内燃机的旋转数降低车辆的速度,抑制制动的单侧效应带来的影响是理想的。 By the number of rotations of the internal combustion engine at these times reduce the speed of the vehicle control, to suppress the braking effect of the impact of one side is desirable.

在控制程序选择完成后,返回到使用图45的说明中,进行制动力的运算并执行制动控制(B4),其后,进行实际的制动力的取入和故障信息收集(B5)。 After selecting the control program is completed, return to the description of FIG. 45, and calculates the braking force of the brake control executed (B4), thereafter, the actual braking force is taken in and collected by the failure information (B5).

图48是表示制动的开始时期的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 48 is a brake start time operation amount of the operation of generating the drive node 100 and the node 300 of the actuator of FIG time. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

首先,操作量生成节点100在检测驾驶员的制动踏板的踏入后,对四轮的执行元件驱动节点300发送制动开始通知(1810)。 First, the operation amount generating node 100 upon detecting depression of a brake pedal by the driver, the four-wheel brake actuator driver transmission start notification (1810) 300 nodes.

各执行元件驱动节点300在接收了制动开始通知后,使用故障检测功能210C执行自己的故障诊断和执行元件400的故障诊断(1820),将诊断结果通过应答短信息发送到操作量生成节点100(1830)。 Each actuator driver node 300 after receiving notification of the start of braking, fault detection using 210C fault diagnosis is performed (1820) and their failure diagnosis execution element 400, the diagnostic result is transmitted to the operation amount generated by a response SMS node 100 (1830). 另外,各执行元件驱动节点300相互接收其它的诊断结果。 Further, each of the actuator driver node 300 are received for further diagnosis.

操作量生成节点100接收各执行元件驱动节点300的诊断结果,根据故障节点的有无和故障节点的位置来选择应该制动控制的车轮(1840)。 Reception node 100 generates the operation amount of each drive element performs a diagnosis result node 300 to select the wheel (1840) according to the position should brake control and the presence or absence of the failed node failed node. 另外,在执行元件驱动节点300没发送诊断结果的时候,该节点看作发生故障的节点。 Further, when the actuator driver node 300 did not transmit a diagnosis result, the node considered node fails. 或者,也可以再次发送制动开始通知一次至数次试从执行元件驱动节点300给出的诊断结果发送。 Alternatively, the brake may be transmitted once again to several times again start notification transmitted from the actuator driver diagnosis results given node 300.

操作量生成节点100,运算对于应该控制的车轮的目标操作量(1850),并对作为对象的执行元件驱动节点300发送操作量指令值120(1860)。 Operation amount generating node 100 calculates the target operation amount for the wheel to be controlled (1850), and as the value of actuator driver 300 of node objects transmitting operation amount command 120 (1860).

各执行元件驱动节点300,在接收操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制(1870)。 Each actuator driver node 300, after receiving the operation amount command value 120, the update target braking force control and braking force control executed in the actuator 400 (1870).

另外,各执行元件驱动节点300,在一定的周期将执行元件400的制动力的检测和由故障检测功能210C检测的定期的诊断结果、通过应答短信息发送到操作量生成节点100(1880)。 Further, each of the actuator driving node 300, in a certain cycle execution of the braking force detecting element 400 and the periodic diagnosis result by the failure detection function of 210C, to the operation amount generating node 100 (1880) by answering the short message. 这时,各执行元件驱动节点300也相互接收其它的诊断结果。 In this case, each of the actuator driver node 300 may also receive other mutually diagnostic results.

图49是表示制动控制中的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 49 is a brake operation amount of the operation of generating the control node 100 and the node 300 of the actuator drive time of FIG. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

操作量生成节点100按每个控制周期(A)执行以下的处理。 (A) of node 100 executes the following processing for each control cycle operation amount generated.

首先,操作量生成节点100接收从各执行元件驱动节点300给出的应答短信息(1910),参照包含在应答短信息中的各执行元件驱动节点300的故障诊断结果,确认各执行元件驱动节点300和执行元件400的异常的有无和异常处,选择应该制动控制的各执行元件驱动节点300(1920)。 First, the amount of operation generates a response text message (1910) from a given node 100 receives the respective actuator driving node 300, each of the actuator driver comprises a reference node in response to a short message in the fault diagnosis result 300 is confirmation that all the actuator driver node the presence or absence of anomaly and anomaly 300 and the actuator 400, the actuator driver selects each node 300 (1920) should brake control.

接着,操作量生成节点100运算对于应该制动控制的车轮的目标操作量(1930),对作为对象的执行元件驱动节点300发送操作量指令值120(1940)。 Next, the operation amount generating node 100 computes the target operation quantity (1930) to the wheel brake to be controlled, the transmission operation instruction amount as the driving actuator target value node 300 120 (1940).

另外,在图49中,通过操作量生成节点100检测驾驶员的制动踏板的踏入而对四轮的执行元件驱动节点300发送制动开始通知,开始制动控制,但如果以驾驶员的制动踏板的踏入的有无作为驾驶员的要求量的差异,则与驾驶员的制动踏板的踏入的有无无关,而使操作量生成节点100总是如图49所示在控制周期(A)能够反复执行一系列的处理。 Further, in FIG. 49, steps on the brake pedal 100, the driver is detected while the four node generates the actuator driver braking start node 300 sends a notification through the operation amount, braking control is started, but if the driver is differences absence of a driver's request amount of depression of the brake pedal, the brake pedal depression of the driver regardless of the presence, the operation amount generating node 100 is always in the control shown 49 in FIG. period (a) capable of executing a series of processing is repeated.

图50是选择执行制动控制的车轮用的流程图。 FIG 50 is a flowchart of selecting a wheel brake control is performed.

首先,操作量生成节点100对自己的异常发生由以下的条件进行判定(步骤S2010)。 First, the operation amount generated own node 100 by following abnormal condition determination (step S2010).

条件1:由自己的故障检测功能210B检测诊断的结果、故障。 Condition 1: The result of his failure detection function diagnosis 210B, fault.

条件2:没有接收到从三个以上的执行元件驱动节点300给出的应答短信息。 Condition 2: no reply is received from the short message given three or more nodes 300 actuator driver.

在以上的条件1、条件2中,在至少一个成立时,操作量生成节点100判断为异常,对执行元件驱动节点300发送故障检测通知230的同时(步骤S2040),停止操作量指令值120的发送(步骤S2050)。 In 100 determines the above condition 1, condition 2, when at least one established, the operation amount generating node is abnormal, sending a failure detection actuator driving node 300 notifies 230 the same time (step S2040), stops the operation amount command value 120 (step S2050).

另外,在条件1、条件2都不成立的时候,操作量生成节点100判断为正常,对执行元件驱动节点300或执行元件400的异常发生,用以下的条件判定(步骤S2020)。 Further, when condition 1, condition 2 is not satisfied, the operation amount generating node 100 is determined to be normal, abnormal actuator driver of node 300 or the actuator 400, it is determined by the following condition (step S2020).

条件3:从执行元件驱动节点300接收故障检测通知。 Condition 3: the failure detection notification received from the actuator driver 300 nodes.

条件4:没有接收从两个以下的执行元件驱动节点300给出的应答短信息。 Condition 4: the response is not received from the short message given by the following two actuator driver node 300.

在上述的条件3和条件4都不成立的时候,全部执行元件驱动节点300和执行元件400判断为正常,执行四轮全部的制动力控制(步骤S2070)。 When the above conditions 3 and 4 are not satisfied, all the actuator driver actuator 400 and the node 300 is determined to be normal, the implementation of all of the four braking force control (step S2070).

对此,在条件3和条件中,在其任何一个成立的时候,执行元件驱动节点300或执行元件400判断为异常,为了避开制动器的单侧效应,参照后述的制动车轮选择表(2030),执行由选择的车轮给出的制动力控制(步骤S2060)。 In contrast, in the conditions 3 and, when any one of its existence, the actuator driving node 300 or the actuator 400 is determined to be abnormal, in order to avoid one-sided effect of the brake, the wheel brake selection table described later ( 2030), performed the braking force given by the selected wheel control (step S2060).

如以上说明,操作量生成节点100基于条件1至条件4判定自己的异常、执行元件驱动节点300或执行元件400的异常,自己如果为正常,则使用正常的执行元件驱动节点300、避开制动器的单侧效应地执行制动控制,自己如果是异常,停止自己制动控制,移动到由执行元件驱动节点300实行的自律的制动控制。 As described above, the operation amount generating node 100 Conditions 1 to 4 is determined that its own exception, the actuator driving node 300 or the actuator 400 of abnormality, if their is normal, the drive element is performed using the normal node 300, based on the brake to avoid unilateral effect braking control is performed, if their abnormal, stop their braking control, the braking control by the movement of the actuator driver 300 of the node to implement self-regulation.

另外,上述的条件,由于根据车辆系统的形态及各个构成要素的形态而不同,所以也可以使用根据它们的条件。 Further, the above-mentioned conditions, since the vehicle system according to the form and shape of the constituent elements are different, it may be used according to their conditions. 另外,从执行元件驱动节点300给出的应答短信息的未接收,不是直接地判断为异常,也可以在为二次以上未接收时判断为异常。 Further, given from the actuator driver node 300 does not receive a reply short message, not directly determined to be abnormal, may be twice or more when it is determined that abnormality is not received.

图51(a)、(b)表示制动车轮选择表。 FIG 51 (a), (b) represents a wheel braking selection table.

表(a)是,在四轮的制动中,在执行元件驱动节点300或执行元件400为异常的时候,由前二轮或后二轮的其中之一的制动器制动车辆地选择控制制动车轮的表。 Table (a), in four of the brake, the actuator driving node 300 or the actuator 400 is abnormal when the brake of the vehicle to which one of the two front or two rear selection control system table movable wheel.

表(b)是,在四轮的制动中,在其它的执行元件驱动节点300或执行元件400为异常的时候,由处于对角线上的前一轮和后一轮的制动器制动车辆地选择制动车轮的表。 Table (b), in four of the brake, the other actuator driver node 300 or the actuator 400 is abnormal when, in the previous round and a rear brake on the diagonal vehicle table selected wheel brake.

另外,在这些表中虽没有表示,但其前提是,在由前二轮或后二轮、或者处于对角线上的前一轮和后一轮的其中之一的制动器不能制动车辆的时候,操作量生成节点100解放全执行元件400的制动运算操作量指令120,驾驶员通过油压制动车辆。 Moreover, in these tables, although not shown, but with the proviso that, braking of the vehicle is not in one of the brakes by the two front or two rear or one front and at the rear on a diagonal when the operation amount generated liberation node 100 performs a full braking operation amount calculation element 400 instructions 120, the hydraulic braking of the vehicle by the driver.

当然,即使在这样的情形,也可以通过剩下的正常的执行元件400执行车辆制动地运算操作量指令120。 Of course, even in this case, may be performed by the remaining elements of the normal vehicle 400 performs the arithmetic operation amount command brake 120.

另外,在没有油压的备份机构的时候,即使在由前二轮或后二轮、或者处于对角线上的前一轮和后一轮的其中之一的制动器不能制动车辆的时候,也需要通过剩下的正常的执行元件400执行车辆制动。 Further, when the hydraulic pressure is no backup mechanism, even if one of the two front or two rear or one front and at the rear on a diagonal line of the braking of the vehicle when the brake is not, also required by the remaining normal vehicle brake actuator 400 executed. 通过在这些时候控制内燃机的旋转数降低车辆的速度,可抑制制动的单侧效应带来的影响是理想的。 By reducing the speed of the vehicle when the number of rotations of the engine control, the impact of one-sided braking effect is desirable suppressed.

图52是表示在制动的开始时期,左后轮的执行元件驱动节点300或执行元件400发生故障时的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 52 is a period at the beginning of braking, node 100 and the operation timing chart of the actuator driver 300 of the node failure occurs when the operation amount of the actuator driving node 300 or the rear left wheel actuator 400 generates. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,操作量生成节点100是基于图51所示的制动车轮选择表(a)来选择执行制动力控制的车轮的节点。 In this timing chart, the operation amount generating node 100 is based on the wheel brake selection table 51 shown in FIG. (A) selection execution node to control the braking force of the wheel.

首先,操作量生成节点100在检测到驾驶员的制动踏板的踏入后,对四轮的执行元件驱动节点300发送制动开始通知(2210)。 First, the operation amount generating node 100 upon detecting the depression of the brake pedal by the driver, the four-wheel brake actuator driver transmission start notification (2210) 300 nodes.

各执行元件驱动节点300在接收到制动开始通知后,使用故障检测功能210C执行自己的故障诊断和执行元件400的故障诊断(2220),将诊断结果通过应答短信息发送到操作量生成节点100(2230)。 Each actuator driver node 300 after receiving the braking start notification, fault detection using 210C fault diagnosis is performed (2220) and their failure diagnosis execution element 400, the diagnostic result is transmitted to the operation amount generated by a response SMS node 100 (2230). 这时,左后轮的执行元件驱动节点300将检测故障通过应答短信息传递给操作量生成节点100。 At this time, the rear left wheel actuator driver node 300 passes the message to the response generation operation amount detecting a failure by the node 100. 另外,各执行元件驱动节点300相互接收其它的诊断结果。 Further, each of the actuator driver node 300 are received for further diagnosis.

操作量生成节点100,接收各执行元件驱动节点300的诊断结果,并检测左后轮的执行元件驱动节点300发生了故障,由前二轮执行制动控制选择车轮(2240)。 Operation amount generating node 100, receives the diagnosis result of each actuator driver node 300, and node detecting actuator driver 300 of the left rear wheel failure has occurred, execution is controlled by two front wheel braking selection (2240).

操作量生成节点100,运算对于前二轮的目标操作量(2250),在向前二轮的执行元件驱动节点300发送操作量指令值120的同时,对于后二轮的执行元件驱动节点300发送解放制动力的操作量指令值120(2260)。 While the operation amount generating node 100, before the operation for the target operation quantity of two (2250), the transmission operation amount command actuator driver node 300 forwards the two values ​​120 for the two transmitting the actuator driver node 300 liberation braking operation amount command value 120 (2260).

前二轮的执行元件驱动节点300,在接收到操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制。 Before the two nodes actuator driver 300, upon receiving the operation amount command value 120, the update target braking force control and braking force control executed execution element 400. 另外,右后轮的执行元件驱动节点300,在接收到操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制,但由于操作量指令值120是解放制动力的值,所以实际上不发生制动力。 Further, the right rear wheel actuator driving node 300, upon receiving the operation amount command value 120, the braking force control target value updated and execution of the braking force control device 400, but since the operation amount command value of the braking force 120 is liberated value, the braking force is not in fact occur.

另外左后轮的执行元件驱动节点300,由于检测自己的故障的结果、选择控制程序(Z),所以不发生制动力(2270)。 Further the rear left wheel actuator driving node 300, since the detection result of their failure, selects a control program (the Z), so that the braking force does not occur (2270).

图53是表示在制动控制中左后轮的执行元件驱动节点300或执行元件400发生故障时的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 53 is a timing chart showing the operation amount of the actuator 300 or 400 fails actuator driver node in the left rear wheel braking control node 100 generates and actuator driver 300 of the node operation. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,操作量生成节点100是基于图51所示的制动车轮选择表(a)选择执行制动力控制的车轮的节点。 In this timing chart, the operation amount generating node 100 is based on the wheel brake selection table 51 shown in FIG. (A) selection execution node wheel braking force control.

首先,操作量生成节点100,接收从各执行元件驱动节点300给出的应答短信息,从包含在应答短信息中的各执行元件驱动节点300的故障诊断结果,检测左后轮的执行元件驱动节点300发生了故障(2310),由前二轮执行制动控制地选择车轮(2320)。 First, the operation amount generating node 100, receives a response from each of the short message given actuator driver node 300, the fault diagnosis result from each of the nodes included in the actuator driver 300 in response to the short message, the detection of the left rear wheel actuator driver node 300 is faulty (2310), performed by the first two selected wheel brake control (2320).

接着,操作量生成节点100,运算对于应该制动控制的车轮的目标操作量(2330),在向前二轮的执行元件驱动节点300发送操作量指令值120的同时,对于后二轮的执行元件驱动节点300发送解放制动力的操作量指令值120(2240)。 Next, the operation amount generating node 100, should the wheel brake control operation of the operation amount of the target (2330), the transmission operation amount command actuator driver node 300 forwards the two values ​​while 120 is performed for two of the node 300 transmits the driving element liberation braking operation amount command value 120 (2240).

前二轮的执行元件驱动节点300,在接收到操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制。 Before the two nodes actuator driver 300, upon receiving the operation amount command value 120, the update target braking force control and braking force control executed execution element 400. 另外,右后轮的执行元件驱动节点300,在接收到操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制,但由于操作量指令值120是解放制动力的值,所以实际上不发生制动力。 Further, the right rear wheel actuator driving node 300, upon receiving the operation amount command value 120, the braking force control target value updated and execution of the braking force control device 400, but since the operation amount command value of the braking force 120 is liberated value, the braking force is not in fact occur.

另外,左后轮的执行元件驱动节点300,检测自己的故障的结果,由于选择控制程序(Z)不发生制动力(2270)。 Further, the rear left wheel actuator driving node 300, the detection result of the failure of their own, since the selection control program (Z) braking force does not occur (2270).

以上,如使用图52和图53说明的那样,即使在任意的执行元件驱动节点300或执行元件400发生故障的时候,操作量生成节点100使用正常的前二轮或后二轮的执行元件驱动节点300制动车辆,为此生成操作量指令值120,所以能够避开制动的单侧效应。 Above, 52 and 53 as described with FIG, even when 400 occurs any actuator driving node 300 or actuator failure, the operation amount generating node 100 using normal before two or after the two the actuator driver node 300 braking of the vehicle, for 120 generates an operation amount command value, it is possible to avoid one-sided braking effect.

图54是表示在制动控制中一时发生故障的左后轮的执行元件驱动节点300或执行元件400恢复时的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 54 is a timing chart showing node 100 and the operation of the actuator driver 300 of the node when the operation amount of the left rear wheel actuator driver node momentary fault occurs in the brake control actuator 300 or 400 to generate the recovery. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,操作量生成节点100是基于图51所示的制动车轮选择表(a)来选择执行制动力控制的车轮的节点。 In this timing chart, the operation amount generating node 100 is based on the wheel brake selection table 51 shown in FIG. (A) selection execution node to control the braking force of the wheel.

操作量生成节点100,由于左后轮的执行元件驱动节点300发生故障,所以由前二轮执行制动控制选择车轮,在对前二轮的执行元件驱动节点300发送操作量指令值120的同时,对于后二轮的执行元件驱动节点300发送解放制动力的操作量指令值120(2410)。 While the operation amount generating node 100, since the failure actuator driver 300 left rear wheel of the node, so the first two braking control performed by the selected wheel, the value of 120 before the instruction of the transmission operation amount of the actuator two drive node 300 for the two nodes of the actuator driver 300 transmits the braking force of the liberation of the operation amount command value 120 (2410).

各执行元件驱动节点300,使用故障检测功能210C执行自己的故障诊断和执行元件400的故障诊断,将诊断结果通过应答短信息发送到操作量生成节点100(2420)。 Each actuator driving node 300, using the fault detection performed 210C own fault diagnosis and troubleshooting of the actuator 400, the diagnostic result is transmitted to the operation amount generating node 100 (2420) by a short message response. 这时,左后轮的执行元件驱动节点300,在故障恢复时,将控制程序从(Z)切换成(X),基于解放制动力的操作量指令值120,在将制动力维持在解放状态的同时,将故障已恢复通过应答短信息通知操作量生成节点100。 At this time, the rear left wheel actuator driving node 300, when a fault recovery, the control program is switched from the (Z) to (X-), the operation amount command value based on the liberation of the braking force 120, the braking force is maintained in the state in the liberation at the same time, the fault is restored by a short operation amount information generation notification response node 100. 另外,各执行元件驱动节点300相互接收其它的诊断结果。 Further, each of the actuator driver node 300 are received for further diagnosis.

操作量生成节点100接收各执行元件驱动节点300的诊断结果,检测左后轮的执行元件驱动节点300的故障已恢复,由四轮执行制动控制、选择车轮(2430)。 Reception node 100 generates the operation amount of each drive element performs a diagnosis result node 300, the node detecting the failure actuator driver left rear wheel 300 has been restored, the braking control performed by the four select wheels (2430).

操作量生成节点100,运算对于四轮的目标操作量(2440),向四轮的执行元件驱动节点300发送操作量指令值120(2450)。 Operation amount generating node 100 calculates the target operation amount of four (2440), the drive node 300 transmits the operation amount command value 120 (2450) to perform the four elements.

前二轮的执行元件驱动节点300,在接收到操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制。 Before the two nodes actuator driver 300, upon receiving the operation amount command value 120, the update target braking force control and braking force control executed execution element 400. 另外,右后轮的执行元件驱动节点300也在接收到新的操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制。 Further, the right rear wheel actuator driver node 300 also receives the new operation amount instruction value 120, update target braking force control and braking force control execution element 400. 进而,左后轮的执行元件驱动节点300也接收到新的操作量指令值120后,更新制动力控制的目标值并执行执行元件400的制动力控制。 Further, the rear left wheel actuator driver node 300 also receives the new operation amount instruction value 120, updates a target value of the braking force control and executes the braking force control actuator 400.

以上,如使用图54说明的那样,即使在一时发生故障的执行元件驱动节点300或执行元件400已恢复的时候,由于操作量生成节点100根据执行元件驱动节点300或执行元件400的正常/异常而生成操作量指令值120,所以不发生制动的单侧效应就能够恢复到正常的控制状态。 As described above in FIG 54 as explained, even when the actuator driver node one o'clock failure 300 or the actuator 400 has been recovered, since the operation amount generating node 100 according to a normal / abnormal actuator driving node 300 or the actuator 400 and generates an operation amount command value 120, the one-sided braking effect does not occur can be restored to the normal control state.

图55是表示在制动控制中操作量生成节点100发生故障时的执行元件驱动节点300的动作的时间图。 FIG 55 is a timing chart showing the operation of an actuator driving node 300 to node 100 when a failure occurs in the brake operation amount generated control. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,执行元件驱动节点300是基于图47所示的控制程序选择表(a)来选择控制程序的节点。 In this timing chart, the actuator drive node 300 by selecting the table (a) based on the control routine shown in FIG. 47 to select the node control program.

操作量生成节点100,在通过故障检测功能210B检测到故障时,停止操作量指令值120的发送,发送故障检测通知230(2510)。 Operation amount generating node 100, upon detection of the fault by fault detection 210B, stop the operation amount command value of the transmission 120 and transmits the failure detection notification 230 (2510).

各执行元件驱动节点300,在接收到故障检测通知230时,发送应答短信息,相互确认故障检测通知230的接收,判断操作量生成节点100为异常(2520)。 Each actuator driver node 300, upon receiving the failure detection notification 230, transmits a short message response, each notification reception confirmation failure detection 230 determines the operation amount generating node 100 is abnormal (2520).

各执行元件驱动节点300,在判断操作量生成节点100为异常时,将控制程序(X)切换成控制程序(Y),基于驾驶员要求信号200来执行制动力控制。 Each actuator driver node 300, when the operation amount generating node 100 is determined to be abnormal, the control routine (X) is switched to a control program (Y), based on the driver request signal 200 to perform the braking force control.

以上,如使用图55说明的那样,即使在操作量生成节点100发生故障的时候,各执行元件驱动节点300相互确认操作量生成节点100的故障发生,以整体切换控制程序、使用驾驶员要求信号200来制动车辆,所以能够维持车辆的制动控制。 Above 55 as described above is used, even when a failure occurs in the operation amount generating node 100, node 300 of each actuator driver, recognizes the operation amount generating node 100 failure occurs, switching to the overall control program, using the driver request signal 200 to brake the vehicle, it is possible to maintain the braking control of the vehicle.

图56是表示在制动控制中一时发生故障的操作量生成节点100恢复时的操作量生成节点100和执行元件驱动节点300的动作的时间图。 FIG 56 is a timing chart showing the operation amount of the operation amount 100 temporarily restore failure is generated in the brake control node 100 and the node generates an actuator driving node 300 operation. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,执行元件驱动节点300,是基于图47所示的控制程序选择表(a)来选择控制程序的节点。 In this timing chart, the actuator driving node 300, is the selection list (a) based on the control routine shown in FIG. 47 to select the node control program.

执行元件驱动节点300,由于操作量生成节点100发生故障,所以使用控制程序(Y),并基于驾驶员要求信号200来执行制动力控制。 Actuator driving node 300, since the operation amount generating node 100 fails, so the use of the control program (Y), based on 200 performs braking force control driver request signal.

操作量生成节点100,在故障恢复时,接收从各执行元件驱动节点300给出的应答短信(2610),参照包含在应答短信中的各执行元件驱动节点300的故障诊断结果来确认各执行元件驱动节点300和执行元件400有无异常和异常处,并选择应该制动控制的各执行元件驱动节点300(2620)。 Operation amount generating node 100, when a fault recovery, the fault diagnosis result received each actuator driver node 300 from the response message (2610) each of the actuator driver node 300 is given, referring to a message in response to confirm execution of each element drive node 300 and the actuator 400 and absence of abnormality anomaly, and each of the select actuator driver node 300 (2620) should brake control.

接着,操作量生成节点100,运算对于应该制动控制的车轮的目标操作量(2630),对作为对象的执行元件驱动节点300发送操作量指令值120(2640)。 Next, the operation amount generating node 100 calculates the operation amount of the target (2630) for a wheel brake to be controlled, the operation amount command as the transmission target node 300 the value of actuator driver 120 (2640). 另外,操作量生成节点100,也可以为了将故障己恢复通知执行元件驱动节点300,一起发送故障恢复通知。 Further, the operation amount generating node 100, may be notified to the fault recovery hexyl actuator driver node 300, together with transmission failure recovery notification.

各执行元件驱动节点300,在接收到操作量指令值120后,发送应答信息相互确认操作量指令值120的接收,判断操作量生成节点100为正常(2650)。 Each actuator driver node 300, upon receiving the operation amount command value 120, the value 120 sends a reply message received to each other to confirm the operation amount instruction operation amount generating node 100 is determined to be normal (2650). 这时,也可以以故障恢复通知的接收来判断是否操作量生成节点100为正常。 In this case, recovery may be received in a notification to determine whether the operation amount generating node 100 is normal.

各执行元件驱动节点300,在判断操作量生成节点100为正常时,将控制程序(Y)切换成控制程序(X),并基于操作量指令值120来执行制动力控制。 Each actuator driving node 300, is determined in the operation amount generating node 100 is normal, the control program (Y) is switched to a control program (X-), based on 120 performs a control operation amount of the braking force command value.

以上,如使用图56说明的那样,即使在一时发生故障的操作量生成节点100已恢复的时候,由于各执行元件驱动节点300根据操作量生成节点100的正常/异常来切换控制程序,所以不发生制动的单侧效应能够恢复到正常的控制状态。 Above, such as the use as in FIG. 56 described, even if the amount of operation of one o'clock failure generated when node 100 has been recovered, since each actuator driving node 300 generates a normal / abnormal node 100 according to the operation amount switching control program, it is not one-sided braking effect occurs can be restored to the normal control state.

图57是表示,在制动控制中操作量生成节点100和左后轮的执行元件驱动节点300或执行元件400发生故障时的执行元件驱动节点300的动作的时间图。 FIG 57 is a diagram showing an operation amount generating actuator driver node 100 and the left rear wheel in the brake control actuator 300 or the drive member 400 performs an operation timing chart of node 300 when a failure occurs. 横轴表示从左向右时间的经过。 The horizontal axis represents the elapsed time from left to right.

另外,在本时间图中,执行元件驱动节点300是基于图47所示的控制程序选择表(a)来选择控制程序的节点。 In this timing chart, the actuator drive node 300 by selecting the table (a) based on the control routine shown in FIG. 47 to select the node control program.

操作量生成节点100,当通过故障检测功能210B检测出故障时,停止操作量指令值120的发送,发送故障检测通知230(2510)。 Operation amount generating node 100, when a fault is detected by fault detection 210B, stop the operation amount command value of the transmission 120 and transmits the failure detection notification 230 (2510). 另外,左后轮的执行元件驱动节点300,在通过故障检测功能210B检测出故障时,将控制程序(X)切换成控制程序(Z)。 Further, the actuator driving node 300 of the left rear wheel, when a failure is detected by the fault detection 210B, the control routine (X) is switched to a control program (Z).

各执行元件驱动节点300,在接收到故障检测通知230时,发送应答短信息并相互确认故障检测通知230的接收。 Each actuator driver node 300, upon receiving the failure detection notification 230, transmits the short message reply and mutual recognition of the failure detection notification 230 received. 这时,发生故障的左后轮的执行元件驱动节点300使用应答短信息将检测到故障通知其它的执行元件驱动节点300(2720)。 At this time, the rear left wheel actuator driving node of the failed short message response 300 using the detected failure notification other actuator driver node 300 (2720).

由此,其它的执行元件驱动节点300,判断操作量生成节点100和左后轮的执行元件驱动节点300为异常,并基于控制程序选择表(a)来选择控制程序。 Accordingly, other actuator driver node 300, node 100 is determined and the operation amount of an actuator generating a driving node of the left rear wheel 300 is abnormal, and selects the table (a) based on the control program selects the control program.

左右前轮的执行元件驱动节点300,将控制程序(X)切换成控制程序(Y),基于驾驶员要求信号200来执行制动力控制。 Left and right front actuator driver node 300, the control routine (X) is switched to a control program (Y), the power control based on the driver braking request signal 200 is performed. 另外,右后轮的执行元件驱动节点300,将控制程序(X)切换成控制程序(Z)并解放制动力。 Further, the right rear wheel actuator driving node 300, the control routine (X) is switched to a control program (Z) and the liberation of the braking force.

以上,如使用图57说明的那样,即使在操作量生成节点100和执行元件驱动节点300发生故障的时候,各执行元件驱动节点300相互确认操作量生成节点100和执行元件驱动节点300的故障发生,由于根据发生故障的各执行元件驱动节点300的地方切换控制程序、适当地执行使用驾驶员要求信号200的制动力控制或制动力的解放,所以在避开制动的单侧效应的同时能够维持车辆的制动控制。 As described above in FIG 57, as described, even when 300 faulty operation amount generating node 100 and the actuator driver node, each actuator driver node 300 mutually confirm the fault operation amount generating node 100 and the actuator driver node 300 occurs Since the switching control program in accordance with each of the local node failure actuator driver 300, the driver appropriately performed using the required braking force or the braking force control of the liberation of signal 200, so that one side while avoiding braking effect can be maintaining the braking control of the vehicle.

在以上说明中,以制动为例说明了操作量生成节点100和执行元件驱动节点300的动作,但本发明也同样能够适用于转向。 In the above description, an example of the brake operation amount generating node operation and the actuator driver 100 of the node 300, but the present invention is also applicable to the steering.

在舵角控制用的执行元件驱动节点300或执行元件400发生故障时,舵角控制用的执行元件驱动节点300将故障检测通知发送到操作量生成节点100和其它的执行元件驱动节点300。 When the steering angle control actuator 300 driving node 400 or the actuator fails, the steering angle control actuator driver sends the failure detection node 300 notifies the operation amount generating node 100 and other node 300 actuator driver.

并且,操作量生成节点100在接收到从舵角控制用的执行元件驱动节点300给出的故障检测通知时,如果舵角控制用的执行元件驱动节点300和执行元件400多重化,则对正常的舵角控制用的执行元件驱动节点300发送操作量指令值120,能够继续操舵控制。 Then, the operation amount generating node 100 upon receiving from the steering angle control actuator driver fault detection notification given node 300, if the steering angle control actuator 300 and the actuator driving node 400 multiplexed, the normal the steering angle control actuator driving node 300 sends the operation amount command value 120, it is possible to continue steering control. 或者以通过制动的右车轮和左车轮的制动力差产生车辆的旋转运动的方式,对舵角控制用的执行元件驱动节点300发送操作量指令值120也能够继续操舵控制。 Or the vehicle so as to generate the braking force difference by braking the right and left wheels of the rotational movement, the steering angle control actuator 300 driving node 120 transmits the operation amount command value of the steering control can be continued.

另外,在发生操作量生成节点100的故障的时候,操作量生成节点100将故障检测通知发送到各执行元件驱动节点300。 Further, when the operation amount generating node 100 failure occurs, the operation amount generating node 100 sends a notification to each of the failure detection node 300 actuator driver. 并且,舵角控制用的执行元件驱动节点300取入传感器500的驾驶员要求信号200而能够继续进行操舵控制。 Further, the steering angle control actuator 300 driving node 500 taken driver sensor 200 and the request signal the steering control can be continued.

另外,在舵角控制用的执行元件驱动节点300或执行元件400发生故障时,由于制动控制用的执行元件驱动节点300接收到从舵角控制用的执行元件驱动节点300给出的故障检测通知或者没接收应答短信息,则检测舵角控制用的执行元件驱动节点300的故障,以传感器500的驾驶员要求信号200为基础,通过制动的右车轮和左车轮的制动力差产生车辆的旋转运动,通过应答短信息相互参照各个操作量,同时也能够继续操舵控制。 Further, at 400 a failure occurs in the steering angle control actuator or actuator driving node 300, since fault detection actuator driver's brake control node 300 receives from the steering angle control actuator 300 driving node analysis or notification response is not received short message, the steering angle detected by the control node failure actuator driver 300 to the driver 500 of the sensor 200 based on the request signal, generated by the vehicle braking force of the right and left wheels of the difference rotational movement, by cross-referencing each of the short message reply operation amount, while the steering control can be continued.

在以上说明中,对具有操作量生成节点100和执行元件驱动节点300的车辆控制装置进行了叙述,但本发明如在图58中所示,不使用操作量生成节点100,对用各执行元件驱动节点300控制车辆的车辆控制装置也有效。 In the above description, a vehicle having an operation amount generating node 100 and the node 300 driving the actuator control apparatus has been described, but the present invention is as shown in FIG. 58, the operation amount generating node 100 is not used, with each of the actuators node 300 controls the vehicle drive control apparatus of the vehicle is also effective.

本实施例的车辆控制装置中的执行元件驱动节点300,选择控制程序(Y)或控制程序(Z)的其中之一来控制执行元件400,但该控制程序的选择,在车辆控制装置的上述的实施例中,与操作量生成节点100发生故障的情形相同。 This embodiment of a control vehicle actuator driver 300 in the node device, wherein selecting one of the control program (Y) or a control program (Z) to control the actuator 400, but the choice of the control program, in the above-described vehicle control apparatus embodiment, the operation 100 to generate the same amount of the case of node failure.

由此,通过独立动作的执行元件驱动节点300边相互协调、同时控制执行元件400,即使在没有操作量生成节点100的时候,也能够实现安全的车辆控制装置。 Accordingly, edge 300 coordinated by the actuator driver node independent operation, while controlling the actuator 400, even when no operation amount generating node 100, it is possible to realize a safe vehicle control apparatus.

(实施例9)下面,使用图59~图61,对本发明的车辆控制装置的实施例9进行说明。 (Example 9) Next, using FIGS. 59 to 61, the vehicle according to the present embodiment of the invention the control device 9 will be described.

图58表示实施例9中的车辆控制装置的基本构成。 58 shows a basic configuration of the vehicle control apparatus according to a ninth embodiment. 车辆控制装置,由检测驾驶员的要求的传感器500、执行元件400、操作量生成节点100、和执行元件驱动节点300构成。 Vehicle control device, the driver's request is detected by the sensor 500, actuators 400, 100 to generate the operation amount, and the actuator driver 300 is configured node.

其中,检测驾驶员的要求的传感器500、操作量生成节点100、和执行元件驱动节点300,分别具有故障检测功能210A、210B、210C。 Wherein detecting the request of the driver sensor 500, the operation amount generated 100, and the actuator driver node 300 nodes, each having a fault detection function 210A, 210B, 210C. 执行元件驱动节点300的故障检测功能210C不仅是自己诊断功能,也具有检测执行元件400的故障的功能。 Actuator driver 300 of node failure detection self diagnosis function is only 210C, but also has a function of detecting defective elements 400 executed.

操作量生成节点100,基于驾驶员的要求信号200和车辆状态信号201来运算操作量指令值120。 Operation amount generating node 100, 201 to the arithmetic operation amount command based on the driver's request signal 200 and the vehicle state signal 120 values. 接收该操作量指令值120,执行元件驱动节点300控制执行元件400,执行车辆的驱动、操舵、、制动等。 Receives the operation amount command value 120, the actuator 300 controls the actuator drive node 400, perform a vehicle driving, steering ,, braking.

故障检测功能210A、210B、210C在检测了节点内或执行元件400的故障时,向节点外部输出通知自己为故障状态的故障检测通知230。 Fault detection function 210A, 210B, 210C in the detection of the failure node or the actuator 400, the external output node to inform himself of the failure detection fault condition notification 230. 当具有故障检测功能的节点全部是故障状态时,除去输出该故障检测通知230以外,停止向外部的输出。 When a node has a fault detection function of all fault condition, the output of the failure detection notification 230 is removed except to stop an external output. 即构成为故障无反应。 Fault constitutes no response.

另外,各节点具有数据接收表9100。 Further, each node having received the data table 9100. 在这里省略说明,但同样也具有数据发送表。 In the description thereof is omitted herein, but also has a data transmission table. 装入到发送表的数据,以在系统中预先决定的周期输出到其它节点。 Data loaded into the dispatch table with a period determined in advance in the system output to other nodes. 另外,相反从其它的节点接收的数据暂时被储存到数据接收表中,根据节点的控制周期读出而被利用。 Further, contrary received from other nodes temporarily stored data to the data receiving table, the read-out control cycle node is utilized.

各节点的连接除去图59所示的信号线的连接以外,也可以取以时间分割使用共同的通信路的总线构成或网络构成。 Each node is connected to connection signal line shown in FIG 59 is removed and to be taken in a time division communication using a common channel or bus constituting the network configuration. 在此实施例中,能够由多个节点接收从一个节点输出的数据。 In this embodiment, output data can be received by a plurality of nodes from a node. 各故障检测功能210A、210B、210C根据该数据接收表的内容,推定其它节点的状态,另外,也有将此推定结果报告到多个节点的功能。 Each fault detection function 210A, 210B, 210C in accordance with the contents of the received data table, the estimated state of other nodes, in addition, this estimation result is also reported to the plurality of nodes of the function.

图60是记载数据接收表9100的具体例的图。 FIG 60 is a diagram showing a specific example of a received data table 9100 described. 具有区别发送出处、进一步区别发送事项的短信息号码信息组9101。 Has the distinction send provenance, SMS number 9101 for further information group sent distinction matters. 这也可以是实际的信息组,也可以是在短信息中预先分配的特定的地址,也可以没有实态的信息组。 This may be an actual block may be a specific address in the short message pre-allocated, no information may be the actual state of the group.

在数据接收表9100的其它的信息组中,具有表示该短信息的有效性的有效信息组9102、记录该短信息发出时刻的时刻信息组9103、短信息数据信息组9104、故障投票信息组9105。 The received data packet for further table 9100 having valid information group indicating the validity of the short message 9102, the recording time of the short message sent time information group 9103, SMS data block 9104, block 9105 vote fault .

在从各节点输出的短信息中包含这些信息,以在接收节点预先决定的信息组区分来储存到表中。 The information contained in the short message outputted from each node in order to distinguish packet reception node to a predetermined stored list.

另外,由于在该节点对于不需要的短信息就不需要储存,所以如在图60中的短信息号码(No.2),从开始能够使有效信息组为无效(0)。 Further, since unnecessary for the short message does not need to be stored in the node, so the short message number as in FIG. 60 (No. 2), starting from the effective information can be set invalid (0). 另外,在控制时不需要,但单纯地仅为了信号监视也能够为有效。 Further, when the control does not require, but simply the only valid signals can be monitored. 当然,在有从各节点给出的故障检测通知230的时候被反映到数据信息组中,能够进行是否有效的判定。 Of course, when there is a fault detection notification given from each node 230 is reflected in the data set, it can be determined whether or not effectively.

使用图61说明其他节点的故障诊断方法。 FIG 61 illustrates the fault diagnosis method other nodes. 在这里,表示操作量生成节点发生故障的情形,但有关其以外的节点也同样。 Here, the operation amount of the generated node failure situations, but related to a node other than its equally.

首先,取出对应操作量生成节点的短信息号码信息组(步骤S2110)。 First, remove the short message corresponding to the operation amount block number generating node (step S2110). 在该信息组为地址的实施例的情形时,通过对该地址访问可达到目的。 In the case when the packet is the address of the embodiment, the address can be accessed via the purpose.

接着,参照数据接收表9100的有效信息组9102,如果有效并且更新时刻信息组9103,则使用从操作量生成节点给出的数据9104进行控制。 Next, with reference to the received valid data packet 9100 of table 9102, the update time and if the valid block 9103, using the data generated from a given node 9104 controls the operation amount. 在这里,以是否更新,例如,自节点具有的时刻信息(now)和各短信息的时刻信息组(time)9103的差是否是预先确定的一定值(limit)以内来判定(步骤S2120)。 Here, to whether to update, for example, from the time information group of nodes having time information (now) and each short message (time) constant value is a difference 9103 is determined in advance (limit) or less is determined (step S2120).

返回到图60说明时,包含在节点5的短信息中的时刻,比其它的节点落后,为差分50以上。 60 an explanatory diagram to return, in a short time the information contained in the node 5, node backward than the other, the differential 50 or more. 判断为以此为基础没有动作。 On this basis it is determined that no action. 在通过这些方法判定为不是有效的时候,表示操作量生成节点没正常地动作,使用从其以外的节点发送的信息进行控制(步骤S2140)。 In not valid when it is determined by these methods, operation amount of the node is generated not normally operate, the information sent from the nodes other than the use of control (step S2140). 对此,在判定为有效的时候,使用从操作量生成节点发送的信息进行控制(步骤S2130)。 In this regard, it is determined to be valid, the use of information transmitted from the operation control quantity generation node (step S2130).

其后,为了将判定结果通知其它节点而进行故障投票输出(步骤S2150)。 Thereafter, the judgment result to notify other nodes vote fault output (step S2150). 这是作为故障投票信息组储存的。 This is a fault block vote store. 数据接收表9100的故障投票信息组9105,以2进位数表现,从左按顺序对应短信息号码。 Voting data receiving fault information table 9100 is set 9105, into a 2-digit performance, order from the left corresponding to the short message number. 在图60的例中除去节点5的有效的节点,全部判定为节点5发生了故障(vote=1)。 In the embodiment of FIG. 60 valid node 5 is removed, all nodes is determined that a failure has occurred 5 (vote = 1).

虽然仅节点5自身给出正常(vote=0)的输出,但被确定的算法,例如,由多数逻辑判定节点5认定为无效,使有效信息组无效化(步骤S2160、步骤S2170)。 While only node 5 itself given normal (vote = 0) is output, but the algorithm is determined, e.g., by a majority logic decision node 5 is found to be invalid, the effective invalidation information group (Step S2160, Step S2170).

在没有动作的节点复活的时候,例如,通过不理想状的解除、自动复位等来实现,其它情形也通过基于其它节点的观察结果的投票决定复活。 Resurrection node when there is no action, e.g., by releasing undesirable shape, the automatic reset is achieved, other situations are also determined based on the observation results of voting by the resurrection other nodes.

由此,施加控制的全节点同时能够接受节点5,按各系统的部分能够避开控制方法不同的状况的发生。 Thus, full control of the application while the node can receive a node 5, according to each part of the system can avoid the occurrence of conditions of different control methods.

另外,复活的情形的投票算法,也可以选择与故障认定的算法不同的方法,例如,全节点一致也能够认定复活。 In addition, the voting algorithm resurrection of the situation, you can also choose different algorithms and fault identification method, for example, all the same node can also be found alive. 另外,进行故障投票,为了在系统中共有状态,即使是执行元件节点也进行输出处理。 Further, fault vote, for a total state of the system, even if the node element also performs output processing.

以上,该实施例不是限定于上述的例子,能够以各种形态实施。 Above, this embodiment is not limited to the above examples, it can be embodied in various forms. 例如,生成控制指令的指令控制器,不一定需要集中在一个上,也可以由多个指令控制器构成。 For example, a control command generation instruction from the controller, not necessarily need to focus on one instruction may be composed of a plurality of controllers.

如图62所示,也可以是下述的构成,取入方向盘角度传感器3000-2的信息将方向盘角度信息D3000输出到网络上的传感器控制器3000-1,和取入制动踏板位置传感器3001-2的信息将制动踏板踏入量的D3001输出到网络的传感器控制器3001-1,和使舵角控制电动马达3002-2动作的执行元件控制器3002-1,和使电动制动钳动作的执行元件控制器3003-1,和综合控制器A(3010-1),和综合控制器B(3010-2),由车内网络N3000连接。 As shown in FIG. 62, the following configuration may be taken into the steering wheel angle sensor information 3000-2 to the steering angle output information to the network D3000 sensor controller 3000-1, and takes in brake pedal position sensor 3001 -2 information amount of a brake pedal depression sensor D3001 outputted to the network controllers 3001-1, and controls the electric motor so that the steering angle of the operation of the actuator controllers 3002-2 3002-1, and the electric caliper the operation of actuator controllers 3003-1, and the integrated controller a (3010-1), and the integrated controller B (3010-2), connected by a vehicle network N3000.

通过采取这样的构成,通过物理地离开计算目标制动力D3010-2的指令控制器3010-2,和计算目标舵角D3010-1的指令控制器3010-1的配置,综合控制功能完全可以降低失去的确立。 By adopting such a configuration, the target braking force calculation instruction leaving D3010-2 by physically controller 3010-2, and calculates the target steering angle D3010-1 configuration command controller 3010-1, integrated control can reduce the loss of established.

本发明的车辆控制装置可得到如下的效果。 It means the following effects can be obtained according to the present invention, a vehicle control.

(1)即使在不能使用车辆运动综合控制装置的时候,也可以进行驾驶员的操纵装置和车辆控制装置的通信,具有按照驱动意图能够执行车辆控制的效果。 Actuating means and the communication means of the vehicle (1) can not be used even when the integrated vehicle motion control apparatus, a control driver may be performed, in accordance with a drive capable of performing the intended effect of vehicle control.

(2)在车辆控制装置中,在于不论哪个节点发生故障的时候,正常的节点基于发生故障的节点发送的故障通知,通过切换控制,可在系统全体能够防备错误,所以对各个节点的冗长度不提高到所需要以上,则能够以低成本实现非常高可靠性的车辆控制装置。 (2) In the vehicle control apparatus, wherein when whichever node fails, the normal node fault notification sent by the node failure based, by a switching control, may be able to guard against errors in the entire system, so that the redundancy of each node need not be increased to above, it is possible to realize a very high reliability at low cost vehicle control unit.

(3)通过对由驾驶员实行的操作量由生成的节点所生成的修正量进行修正,作为结果能够为适当的转向操作、制动操作,能够达到车辆的稳定化。 (3) is corrected by the correction amount of the operation amount by a driver implemented by the node generating the generated as a result of the steering operation can be appropriate, braking operation, it is possible to stabilize the vehicle.

(4)在修正量生成节点发生故障的时候,使功能退缩不用修正量能够进行按驾驶员操作的动作。 (4) When the correction amount generating node fails, the functional back operation can be performed without the correction amount according to the driver's operation.

(5)对于为了修正量生成需要高度的信息处理,操作量的生成以能够比较简单的信息处理即可完成。 (5) In order to generate the correction amount information requires a high degree of processing, the operation amount can be generated in a relatively simple process to complete the information. 因此,修正量生成节点,要求与操作量生成节点10比较,部件个数增加,操作频率增高要求电、热富裕量少的动作。 Thus, the correction amount generating node, comparing the node 10 and the required operation amount generated, increasing the number of parts, the operating frequency increases power requirements, a small amount of hot rich operation. 其结果,修正量生成节点20与操作量生成节点比较故障率变高。 As a result, the correction amount generating node 20 and the operation amount generating node Comparative failure rate becomes high. 从而,避开由故障率更高的修正量生成节点的故障带来的影响,本发明的效果特别大。 Thus, the influence caused by the failed node to avoid a higher failure rate generated by the correction amount, the effect of the present invention is particularly large.

(6)即使在操作量生成节点发生故障的时候,由于执行元件驱动节点检测操作量生成节点的异常、切换控制程序继续车辆控制,所以不需要操作量生成节点的多重化,能够实现安全且低成本的车辆控制装置。 (6) even when the operation amount generating node failure, since the driving element node abnormality detecting operation amount generating node, switching control routine continues to control the vehicle, it is not necessary to generate an amount of operation of multiplex nodes, to achieve safe and low the vehicle control apparatus cost.

(7)由于在执行元件驱动节点间相互检测异常、并切换到适当的控制程序,所以例如能够避开制动的单侧效应等危险的车辆运动,即使在操作量生成节点发生故障的状态下也能够维持安全的车辆控制。 (7) Since mutual detection node between the actuator driver abnormal, and switches to the appropriate control program, for example, it is possible to avoid the risk of vehicle motion sided braking effect or the like, the state of node failure is generated even if the operation amount it is possible to maintain a safe vehicle control.

Claims (55)

1.一种车辆控制装置,其特征在于:由网络连接传感器控制器、指令控制器和执行元件控制器,其中:上述传感器控制器,取入表示车辆的状态量、驾驶员的操作量的传感器信号;上述指令控制器,根据上述传感器控制器取入的传感器信号,生成控制目标值;上述执行元件控制器,从上述指令控制器接收控制目标值并使控制车辆用的执行元件动作;上述执行元件控制器,具有控制目标生成装置,该控制目标生成装置,在上述指令控制器生成的控制目标值产生异常的时候,根据该执行元件控制器接收的网络上的上述传感器控制器的传感器值,生成控制目标值;并且,上述执行元件控制器,通过由上述控制目标值生成装置生成的控制目标值来控制执行元件。 A vehicle control apparatus comprising: a sensor connected by a network controller, and the controller commands the actuator controller, wherein: the sensor controller, takes in the operation amount represents a state amount of the vehicle, the driver sensor signal; and the controller command, based on the sensor signal from the sensor controller taken in generating a control target value; and the actuator controller, the controller receives the instruction from the control target value and the actuator operation control of the vehicle; the execution element controller having a control target generation means, when the control target generation means, an abnormality in the control target value of the command generated by the controller, the sensor value of the sensor controller on the actuator controller according to the received network, generating a control target value; and said actuator controller, the actuator is controlled by the control target value generating means generated by said control target value.
2.按照权利要求1所述的车辆控制装置,其特征在于:上述传感器控制器,是减速指示装置、加速指示装置和舵角指示装置;上述执行元件控制器,是制动力控制装置、驱动力控制装置和舵角控制装置;上述指令控制器,是控制车辆的运动状态的车辆运动综合控制装置;在上述指令控制器产生异常的时候,上述制动力控制装置根据上述减速指示装置的操作量来控制制动力,上述驱动力控制装置,根据上述加速指示装置的操作量来控制驱动力,上述舵角控制装置,根据上述舵角指示装置的操作量来控制舵角。 2. A vehicle according to claim 1, a control apparatus, wherein: the sensor controller, a deceleration instruction means, acceleration instruction means, and steering angle indicating means; and the actuator controller, a braking force control device, the drive force steering angle control means and control means; the command controller controls the movement state of the vehicle is a vehicle motion integrated control means; when an abnormality in the command controller of the brake operation quantity in accordance with the above-described control for deceleration instruction means braking force control, the drive force control means controls the operation amount of the driving force of the device based on the acceleration instruction, the above-described steering angle control means to control the steering angle steering angle in accordance with the amount of operation of the pointing device.
3.按照权利要求1或2所述的车辆控制装置,其特征在于:上述指令控制器,由车运动辆综合控制装置构成,该车辆运动综合控制装置具有:推定车辆运动状态的车辆状态推定装置,和运算车辆应该获取的目标运动状态的目标状态运算装置,和根据推定的车辆的运动状态和目标运动状态对在车辆中发生的操作力·力矩进行运算的操作力·力矩计算装置,和根据上述操作力·力矩、进行对于上述制动力控制装置、上述驱动力控制装置和上述舵角控制装置的控制目标值的运算的操作量运算装置。 3. A vehicle according to claim 1 or 2, a control apparatus, wherein: the command controller, the integrated vehicle motion control apparatus having a vehicle by a vehicle motion control apparatus configured Comprehensive: estimating vehicle motion state of the vehicle state estimating apparatus , and the target moving state operation of the vehicle to be acquired target state calculating means, and force-torque computing means for computing according to the motion state and the target moving state of the vehicle estimated on the operation force-torque occurring in the vehicle, and in accordance with the above-described operation force-torque operation means for calculating an amount of the braking force control means, said driving force control means and said target steering angle calculation control device.
4.按照权利要求3所述的车辆控制装置,其特征在于:车辆的运动状态和目标运动状态,是在车辆的刚体运动的状态量。 4. A vehicle according to claim 3, the control apparatus comprising: moving state and the target moving state of the vehicle, in the rigid body motion state quantity of the vehicle.
5.按照权利要求3或4所述的车辆控制装置,其特征在于:上述车辆状态推定装置,推定管理被固定在车辆上的局部坐标系中的运动状态、被固定在特定的地点的坐标系中的运动状态、车辆行驶的周围的环境、以及车辆具有的控制装置的故障状态。 The vehicle according to claim 3 or 4, control apparatus as claimed in claim, wherein: said vehicle state estimating means estimates the motion state management is fixed to the vehicle in the local coordinate system, is fixed at a specific location coordinates motion state, the vehicle travels around the environment, and fault state control device having a vehicle.
6.按照权利要求3至5中任意一项所述的车辆控制装置,其特征在于:上述目标状态运算装置,根据上述减度指示装置、上述加速指示装置和上述舵角指示装置的操作量以及上述车辆运动状态,计算驾驶员的操纵意图,根据车辆的力学常数、车辆具有的控制装置的规格和车辆具有的控制装置的故障状态,计算车辆能够获取的极限运动状态,根据上述车辆运动状态、上述驾驶员的操纵意图和上述极限运动状态,计算目标运动状态。 6. The claims 3 to 5 according to any one of the vehicle control apparatus, wherein: the above-described operation state of the target device, based on the amount of the Save instruction operation means, said accelerating means and said indicating means indicative of the steering angle, and motion state of the vehicle, the driver's intention to manipulate calculated, according to the fault state control device having a constant mechanical vehicle, having a vehicle control apparatus and vehicle specifications, the vehicle motion state calculated limit can be obtained, according to the motion state of the vehicle, operation intention of said driver and said the state of extreme sports, calculate target motion.
7.按照权利要求3至6任意一项所述的车辆控制装置,其特征在于:上述操作力·力矩运算装置,计算被固定在车辆上的局部坐标系中的操作力·力矩。 7. The vehicle as claimed in any one of claims 3 to 6, said control means, wherein: the above-described operation-force-torque calculating means for calculating the vehicle is fixed to the local coordinate system of the force-torque operation.
8.按照权利要求3至7任意一项所述的车辆控制装置,其特征在于:上述操作量运算装置具有轮胎矢量计算装置和操作量分配部;其中:上述轮胎矢量计算装置,根据上述操作力·力矩,计算在每个轮胎上发生的轮胎力矢量;上述操作量分配部,根据上述轮胎力矢量,计算在上述制动力控制装置、上述驱动力控制装置和上述舵角控制装置中的控制目标值。 8. A vehicle according to claim any one of claims 3-7 control device, wherein: the operation quantity calculating means and the operation quantity distribution unit having the tire vector calculation means; wherein: the tire vector calculating means, based on the operation force · torque calculating a tire force vector occurs on each tire; and the operation quantity distribution unit, based on the tire force vector is calculated in the braking force control means, the drive force control the control target device and said steering angle control means value.
9.按照权利要求8所述的车辆控制装置,其特征在于:上述轮胎矢量运算装置,运算固定在车辆上的局部坐标系中的力矢量。 9. A vehicle according to claim 8, control means, wherein: the tire vector calculating means calculates a local coordinate system fixed to the vehicle force vector.
10.按照权利要求8或9所述的车辆控制装置,其特征在于:对应车辆具有的上述制动力控制装置、上述驱动力控制装置和上述舵角控制装置的构成而设置上述操作量分配部。 10. The vehicle of claim 8 or control apparatus according to claim 9, wherein: the vehicle having a corresponding braking force control device, the drive force control apparatus configured and said steering angle control means and the operation quantity distribution unit is provided.
11.一种车辆控制装置,其特征在于:按照其特征在于:是具有驱动力控制装置的权利要求2至10中任意一项所述的车辆控制装置,上述驱动力控制装置,具有多个驱动轮共有至少一个驱动力发生源的构成,上述驱动力控制装置,按每个驱动轮从上述车辆综合控制装置接受在各驱动轮上应发生的驱动力,对至少内燃机、变速器和电动马达中的任意2个进行综合控制并进行对驱动轮产生驱动力的控制。 A vehicle control apparatus comprising: Following comprising: having a driving force control apparatus as claimed in any of claims 2 to 10 in one of the vehicle control apparatus, said driving force control means, having a plurality of drive a total of at least one wheel constitutes the drive force generating source, said driving force control means, each drive wheel from the vehicle integrated control device receiving the driving force should occur in the drive wheels, at least the internal combustion engine, the transmission and the electric motor any two integrated control and performs control to generate a driving force to the drive wheels.
12.一种车辆控制装置,其特征在于:具有根据从传感器给出的驾驶员的要求信号和车辆状态信号来运算操作量指令值的操作量生成节点,和根据从该操作量生成节点给出的操作量指令值来控制执行元件的执行元件驱动节点;并且进行车辆的驱动、操舵、制动;上述各节点,具有故障检测功能,在由该故障检测功能检测出节点内的故障时,在该节点外部,不涉及通知该节点处于故障状态的以外的作用,当在任意的节点上发生故障的时候,根据从处于该故障状态的节点给出的故障检测通知,在该节点以外的正常的节点上进行切换控制,继续作为系统整体的正常动作。 A vehicle control apparatus comprising: a request signal generating node operation amount and the vehicle state signals is calculated in accordance with the operation amount instruction value given from the sensor driver, and be given of the operation amount generated from the node an operation amount command value to control the actuator driver execution node element; and a vehicle driving, steering, braking; each node having a fault detection, a fault in the fault detection function of the node, in the external node, the role does not involve the notification other than the node in the failure state, when a fault occurs on any node, according to the fault detection notification given from the node in the failure state, outside of the normal node switching control node, to continue normal system operation as a whole.
13.按照权利要求12所述的车辆控制装置,其特征在于:检测驾驶员的要求的传感器,被连接在通信网络上,在检测到该传感器的故障的时候,对该节点外部,不涉及通知该节点处于故障状态以外的作用。 13. A vehicle according to claim 12, wherein the control means, wherein: a sensor detecting the driver's request, is connected to the communication network, when a fault is detected in the sensor, the external node, the notification does not involve the node is acting outside the fault state.
14.按照权利要求12或13所述的车辆控制装置,其特征在于:检测上述驾驶员的要求的传感器、上述操作量生成节点和上述执行元件驱动节点被连接在同一通信网络上。 14. A vehicle as claimed in claim 12 or 13, the control apparatus comprising: a detection sensor of said driver requirements, the amount of generation of the operation node and the actuator driver is a node connected to the same communications network.
15.按照权利要求14所述的车辆控制装置,其特征在于:上述操作量生成节点,在接收从处于故障状态的某节点给出的故障检测通知的时候,根据故障处进行切换控制,稳定地保持车辆的行驶状态。 15. A vehicle according to claim 14, the control means, wherein: the amount of generation of the operation node, according to the fault switching control at the receiving failure detection notification given from a node in the failure state when stably keep the state of the vehicle.
16.按照权利要求14或15所述的车辆控制装置,其特征在于:上述执行元件驱动节点,具有操作量指令值生成功能,该操作量指令值生成功能,在不能接收从上述操作量生成节点给出的操作量指令值的时候,根据检测驾驶员的要求的传感器信号,生成操作量指令值;并且,上述执行元件驱动节点,在不能接收从上述操作量生成节点给出的操作量指令值的时候,从通常控制切换到实现上述操作量指令值生成功能的控制,稳定地保持车辆的行驶状态。 16. A vehicle according to claim 14 or 15 in the control device, wherein: the execution element driving node, having an operation amount command value generating function, the operation amount command value generating function, the operation amount is not received from the node is generated when the operation amount instruction value given, the sensor signals the requirements of a driver, and generates an operation amount command value; and said actuator driver node can not receive the operation amount of the instruction given from the operation amount generating node value when value generation control function is switched from the normal control to achieve the above-described operation amount command stably held state of the vehicle.
17.按照权利要求14至16中任意一项所述的车辆控制装置,其特征在于:将上述通信网络冗长化。 17. A vehicle according to claim 14 to 16 in any one of said control means, wherein: the redundancy of the communication network.
18.按照权利要求17所述的车辆控制装置,其特征在于:上述通信网络,由主总线和备用总线构成,在上述主总线上连接有检测驾驶员的要求的上述全部传感器、上述操作量生成节点和上述执行元件驱动节点;在上述备用总线上连接有检测驾驶员的要求的上述传感器的一部分和上述执行元件驱动节点的一部分;在上述主总线有故障时,上述执行元件驱动节点自身,根据传感器信号生成操作量指令值,稳定地保持车辆的行驶状态。 18. A vehicle according to claim 17, the control means, wherein: the communication network, a main and standby bus constituting a bus connected to all of the above requirements of the driver is detected with a sensor on the main bus line, the operation amount generated a portion of actuator driver and said sensor is connected to the node required by the driver is detected in the spare bus;; and said actuator driver node when said node main bus is faulty, said actuator element driving node itself, in accordance with sensor signals generates an operation amount command values, stably held state of the vehicle.
19.按照权利要求13至18中任意一项所述的车辆控制装置,其特征在于:上述传感器由:多个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的一致检测功能、滤波功能和通信接口构成。 19. The claims 13 to 18 in any one of the vehicle control device, wherein: the sensor by a: a plurality of sensor components, the output of the sensor member into a plurality of digital values ​​A / D converter , consistent with the plurality of detection a / D conversion value, and a communication interface including a filtering function.
20.按照权利要求14至19中任意一项所述的车辆控制装置,其特征在于:检测驾驶员的要求的传感器,是测定转向器的旋转角度的操舵角传感器、测定制动踏板的踏入量的制动踏板位置传感器和测定加速器踏板的踏入量的加速器踏板位置传感器,上述操作量生成节点,是根据检测上述驾驶员的要求的传感器的信号解释驾驶员的意图并与检测车辆状态的传感器信号一起综合地控制车辆运动的车辆运动综合控制器和综合地控制车辆的驱动系统的驱动系统综合控制器,上述执行元件驱动节点,是控制发生操舵力的转向器执行元件的转向器执行元件驱动控制器、控制生成制动力的制动器执行元件的制动器执行元件控制器、以及控制对阻尼力进行调整的悬架执行元件的悬架执行元件驱动控制器,这些节点被连接到同一通信网络上。 20. A vehicle according to claim 14 to 19 according to any one of control apparatus, comprising: a sensor for detecting the driver's request, a steering angle sensor measuring the rotational angle of the steering, brake pedal depression determination amount of a brake pedal position sensor and measuring the amount of depression of the accelerator pedal position of the accelerator pedal sensor, the amount of generation of the operation node, in accordance with the driver's intention is to explain the signals of the sensors detecting the driver's requirement and the detected vehicle state steering drive system integrated sensor signals controlling movement of the vehicle along the integrated controller and integrated vehicle motion control of the vehicle drive system controller integrated the actuator driver node, the steering control force generating actuator diverter actuator suspension suspension brake actuator drive controller that controls the braking force generates a brake actuator controller actuator, and a control for adjusting the damping force of the actuator drive controller, which nodes are connected to the same communications network.
21.按照权利要求20所述的车辆控制装置,其特征在于:检测车辆的外界状态的雷达或照相机被连接到上述通信网络上。 21. A vehicle according to claim 20, the control apparatus comprising: a radar or a camera for detecting a state outside the vehicle is connected to the communication network.
22.按照权利要求20或21所述的车辆控制装置,其特征在于:上述加速踏板位置传感器,被连接到上述通信网络上,并且从上述驱动系统综合控制控制器接收转矩指令值,并可以根据该指令值,连接到控制内燃机的发动机控制控制器上。 22. The vehicle of claim 20 or claim 21, wherein the control device, wherein: the accelerator pedal position sensor, is connected to the communication network, and receives torque command value from said integrated control system of the drive controller, and can Based on this command value, a control connected to the engine controller controls the internal combustion engine.
23.按照权利要求20或21所述的车辆控制装置,其特征在于:在没有机械地结合制动踏板和制动力发生机构的时候,至少上述制动踏板位置传感器在单一故障时也继续正常动作。 23. A vehicle according to claim 20 or 21 control means, wherein: when the brake pedal is not mechanically coupled and the braking force generating means, at least the brake pedal position sensor continues a normal operation during a single fault .
24.按照权利要求20或21所述的车辆控制装置,其特征在于:在没有机械地连接转向器和操舵力发生机构的时候,上述操舵角传感器和上述转向器执行元件驱动控制器,在单一故障时也继续正常动作,并且,使转向器执行元件冗长化。 24. The vehicle of claim 20 or claim 21, wherein the control means, wherein: when there is no steering and mechanically connected to the steering force generating means, the steering angle sensor and the steering actuator drive controller, a single It continues normal operation failure, and the redundancy of the diverter actuator.
25.按照权利要求24所述的车辆控制装置,其特征在于:各个转向器执行元件发生的力,与在机械地结合转向器和操舵力发生机构的系统所使用的转向器执行元件发生的力比较要小。 25. A vehicle according to claim 24, the control means, wherein: each deflector element execution occurs, the bonding force steering system mechanism used for steering force generating actuator and steering occurs mechanically relatively small.
26.按照权利要求24所述的车辆控制装置,其特征在于:上述转向器执行元件驱动控制器,将驱动节点冗长化,使得在检测出节点内的故障时,对该节点外部,不涉及通知该节点处于故障状态以外的作用;并且,使该驱动节点分别独立地驱动上述冗长化的转向器执行元件。 26. A vehicle according to claim 24, the control means, wherein: when said diverter actuator drive controller, redundant node of the driving, so that the fault detected in the node, the external node, the notification does not involve the node is acting outside the fault state; and so that the driving node independently of driving the redundant steering actuators.
27.按照权利要求23或24所述的车辆控制装置,其特征在于:上述制动踏板位置传感器和上述操舵角传感器,由多个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的一致检验功能、滤波功能、和通信接口构成并冗长化。 27. The vehicle as claimed in claim 23 or 24, said control means, wherein: the brake pedal position sensor and the steering angle sensor, a plurality of sensor components, a plurality of the output of the sensor member into a digital value a / D converter, a plurality of consistency check function a / D conversion value, filtering, and redundancy of the communication interface and configured.
28.按照权利要求23或24所述的车辆控制装置,其特征在于:上述制动踏板位置传感器和操舵角传感器,由至少三个传感器部件、将该多个传感器部件的输出变换成数字值的A/D变换器、多个A/D变换值的多数判定功能、滤波功能、和通信接口构成。 28. The vehicle of claim 23 or claim 24 wherein the control means, wherein: the brake pedal position sensor and steering angle sensor by means of at least three sensors, the sensors output a plurality of members into a digital value a / D converter, the majority of the plurality of a / D conversion value determining function, a filtering function, and a communication interface configured.
29.一种车辆控制装置,其特征在于:具有生成操作量的操作量生成节点、生成修正量的修正量生成节点和驱动执行元件的执行元件驱动节点,上述执行元件驱动节点,在上述修正量生成节点为正常的时候,以对该操作量施加该修正量的值作为目标值控制上述执行元件,在上述修正量生成节点为异常的时候,以该操作量作为目标值控制上述执行元件。 29. A vehicle control apparatus comprising: operation amount of the operation amount with a generator for generating node to generate a correction amount of the correction amount generating actuator driver node and the actuator driving the actuator driver node, the correction amount in generating node is normal, the value of the correction amount is applied to the operation amount as a control target value of the actuator, in the above-described correction amount generating node is abnormal when, in the operation amount as a target value for controlling the actuator.
30.一种车辆控制装置,其特征在于:具有生成操作量的操作量生成节点、生成修正量的修正量生成节点和驱动执行元件的执行元件驱动节点,上述执行元件驱动节点,在上述修正量生成节点为正常的时候,以对该操作量施加该修正量的值作为目标值控制上述执行元件,在上述修正量生成节点为异常的时候,以加上对该操作量乘上异常发生前的修正量的系数的值作为目标值控制上述执行元件。 30. A vehicle control apparatus comprising: an operation amount of the operation amount with a generator generating node to generate a correction amount of the correction amount generating actuator driver node and the actuator driving the actuator driver node, the correction amount in generating node is normal, the value of the correction amount is applied to the operation amount as a target value when controlling the actuator, in the above-described correction amount generating node is abnormal, the operation amount by adding to the front abnormality occurs value of the coefficient correction amount as a control target value of the actuator.
31.按照权利要求30所述的车辆控制装置,其特征在于:随着从修正生成节点为异常时刻起所经过的时间,以规定的时间常数减少上述系数。 31. The vehicle control apparatus according to claim 30, wherein: the correction with the time constant generating node is abnormal from the time elapsed since the time to reduce the above-described predetermined coefficients.
32.按照权利要求29至31中任意一项所述的车辆控制装置,其特征在于:上述操作量生成节点,根据转向柱的操作角度生成操作量,上述执行元件驱动节点,驱动操舵机构。 32. A vehicle according to claim 29 to 31 in any one of said control means, wherein: the amount of generation of the operation node, generates an operation amount of the operation angle in accordance with a steering column, said actuator driving node, driving steering mechanism.
33.按照权利要求29至32中任意一项所述的车辆控制装置,其特征在于:上述操作量生成节点,根据制动踏板的操作角度或操作踏力生成操作量,上述执行元件驱动节点,驱动在车轮上的制动器。 33. A according to any one of claims 29 to 32, a vehicle control apparatus, wherein: the amount of generation of the operation node, generates an operation amount of the operation angle in accordance with the operation of the brake pedal depression force or the actuator driver node, the drive a brake on the wheel.
34.按照权利要求29至33中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点,连接加速传感器或偏航速率传感器,根据该加速传感器或偏航速率传感器的输出生成修正量。 34. A vehicle according to any of claims 29 to 33 according to a control means, wherein: the correction amount generating node, or an acceleration sensor connected to a yaw rate sensor, generating an output of the acceleration sensor or a yaw rate sensor the amount of correction.
35.按照权利要求29至34中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点,连接加速传感器或偏航速率传感器,根据该加速传感器或偏航速率传感器的输出以及上述操作量生成节点生成的操作量生成修正量。 35. The claims 29 to 34 in any one of the vehicle control apparatus, wherein: the correction amount generating node, or an acceleration sensor connected to a yaw rate sensor, an output of the acceleration sensor or a yaw rate sensor, and operated amount of the operation amount generated by the generating node to generate the correction amount.
36.按照权利要求29至35中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点,是比上述操作量生成节点处理性能高的节点。 36. The claims 29 to 35 in any one of the vehicle control apparatus, wherein: the correction amount generating node, the node is higher than the processing performance of the node generates the operation quantity.
37.按照权利要求29至36中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点,是比上述操作量生成节点动作频率高的节点。 37. A vehicle according to claim 29 to 36 in any one of said control means, wherein: the correction amount generating node, the node is higher than the operating frequency node generates the operation amount.
38.按照权利要求29至37中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点,是比上述修正量生成节点具有故障率低的构成的节点。 38. A vehicle according to claim 29 to 37 in any one of said control means, wherein: the correction amount generating node, a node having a node configuration failure rate than that of the correction amount is generated.
39.按照权利要求29至38中任意一项所述的车辆控制装置,其特征在于:上述修正量生成节点具有故障检测功能。 39. The claims 29 to 38 in any one of the vehicle control apparatus, wherein: the correction amount generating node has a fault detection.
40.一种车辆控制装置,其特征在于:具有:根据驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、连接上述多个执行元件驱动装置的通信装置;并控制车辆的驱动、操舵、制动的至少一个,上述执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据自己的动作状态以及上述其它的执行元件驱动装置的动作状态,选择上述执行元件的控制方法。 40. A vehicle control apparatus comprising:: a plurality of actuators to control the actuator according to the requirements of the vehicle or the driving state of the driver means, connected to said plurality of actuators driving the communication means; and control of the vehicle driving, steering, braking at least one of said actuator drive device, a control method selecting means, the control method selection means, according to their operating state and the operation state of the other actuator driver means selects the actuator Control Method.
41.按照权利要求40所述的车辆控制装置,其特征在于:上述执行元件驱动装置,具有检测自己的故障、通过上述通信装置对上述其它的执行元件驱动装置通知故障发生的故障检测装置,根据自己的故障状态和上述其它的执行元件驱动装置的故障状态,选择上述执行元件的控制方法。 41. A vehicle according to claim 40, said control means, wherein: said actuator element drive device, having its own fault detection, fault detection apparatus notifies the communication failure by means of driving of the above-mentioned other actuators, in accordance with own fault state and the other actuator driver fault state of the device, the execution control method selection element.
42.一种车辆控制装置,其特征在于:具有根据驾驶员的要求或车辆状态来控制执行元件的多个执行元件驱动装置、和连接上述多个执行元件驱动装置的通信装置;并控制车辆的驱动、操舵、制动的至少一个,上述执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据通过上述通信装置从上述其它执行元件驱动装置接收的短信息的接收状态,选择上述执行元件的控制方法。 42. A vehicle control device, comprising: a plurality of actuators to control the actuator according to the requirements of the vehicle or the driving state of the driver means, and connecting the plurality of actuators driving the communication means; and control of the vehicle driving, steering, braking at least one of said actuator drive device, a control method selecting means, the control method selection means, according to the reception state means for receiving short messages from the other drive actuator via the communication means, selecting the execution control method of the element.
43.按照权利要求42所述的车辆控制装置,其特征在于:上述执行元件驱动装置,通过上述通信装置将用于通知动作状态的短信息发送给其它的执行元件驱动装置,根据是否从上述其它的执行元件驱动装置接收到了上述短信息来选择上述执行元件的控制方法。 43. A vehicle according to claim 42, said control means, wherein: said actuator element drive device, via the communication means for sending a short message to notify the operating state of the other actuator driver means from the other according to whether the actuator driver device receives a short message to the aforementioned method of controlling the implementation of selected elements.
44.一种车辆控制装置,其特征在于:具有:基于驾驶员的要求以及车辆状态来运算操作量指令值的至少1个操作量生成装置、根据从操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接上述操作量生成装置与上述执行元件驱动装置的通信装置;并控制车辆的驱动、操舵、制动的至少一个;上述执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据自己的动作状态和上述其它执行元件驱动装置的动作状态、和上述操作量生成装置的动作状态,选择上述执行元件的控制方法。 44. A vehicle control device, comprising: a: based on the requirements and the state of the driver of the vehicle to the operation amount command value calculating at least one operation quantity generating means generating in accordance with the amount of operation of the device is given from the operation amount command values controlling the plurality of actuators to drive the actuator means, and means connecting said operation amount generating means communicating with said actuator driver; and controlling the vehicle driving, steering, braking at least one; and the actuator drive device having control method selecting means, the control method selection means, in accordance with the operation state of the own operation state and the other actuator drive device, and the operation state of the operation amount generating means, the execution control method selection element.
45.按照权利要求44所述的车辆控制装置,其特征在于:上述操作量生成装置,具有故障检测装置,该故障检测装置,检测自己的故障,并通过上述通信装置对上述执行元件驱动装置或上述操作量生成装置通知故障发生,上述执行元件驱动装置,具有故障检测装置,该故障检测装置,检测自己的故障,并通过上述通信装置对上述其它执行元件驱动装置或上述操作量生成装置通知故障发生,根据自己的故障状态、上述其它的执行元件驱动装置的故障状态、和上述操作量生成装置的故障发生状态,选择上述执行元件的控制方法。 45. A vehicle according to claim 44, said control means, wherein: the operation quantity generating means having failure detection means, the fault detecting means for detecting its own faults, and drive means via the communication means to perform the above-described element or the operation quantity generating means notification of failure, the above-described actuator drive device having a failure detection means, the fault detecting means for detecting its own faults, and via the communication means drive means or said operation amount generating means notified of the failure of such other actuators occurs, according to their fault state, the other actuator driver fault state of the device, and the operation state quantity generating means generates a failure, the execution control method selection element.
46.一种车辆控制装置,其特征在于:具有:根据驾驶员的要求或车辆状态来运算操作量指令值的至少1个操作量生成装置、根据从上述操作量生成装置给出的操作量指令值来控制执行元件的多个执行元件驱动装置、和连接上述操作量生成装置和上述执行元件驱动装置的通信装置;并且控制车辆的驱动、操舵、制动的至少一个,上述执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据从其它的执行元件驱动装置或上述操作量生成装置给出的短信息的接收状态,选择上述执行元件的控制方法。 46. ​​A vehicle control device, comprising: a: the operation amount command value is calculated in accordance with the requirements of state of the driver of the vehicle or at least one operation amount generating means generating in accordance with the amount of operation of the dispensing device from said operation amount command performing a plurality of component values ​​to control the actuator drive device, and the operation amount of the actuator generating means and said communication means connected to a drive; and controls the driving of the vehicle, steering, at least one of the brake actuator driver means, a control method selecting means, the control method selection means, the drive means according to the reception state from another device or an SMS actuator gives the operation amount generated selection control method of performing the above-described elements.
47.按照权利要求46所述的车辆控制装置,其特征在于:上述操作量生成装置,通过上述通信装置将操作量指令值发送到每个上述执行元件驱动装置中,上述执行元件驱动装置,在接收到上述操作量指令值时,通过上述通信装置,将应答短信息发送到上述操作量生成装置或上述其它的执行元件驱动装置中,上述执行元件驱动装置,根据是否接收到从上述操作量生成装置给出的操作量指令值或从上述其它的执行元件驱动装置给出的应答短信息,选择上述执行元件的控制方法。 47. A vehicle according to claim 46, the control means, wherein: the amount of generation of the operation means via the communication means transmits the operation amount instruction value to each of said actuator drive device, the drive actuator means, in receiving the above-described operation amount command values, via the communication means, the response SMS sent to the apparatus or the other actuators the operation quantity generating driving device, the actuator driving means, according to whether the received generated from the operation quantity operation amount instruction values ​​given apparatus or the information device given a short response from the other drive actuator, the execution control method selection element.
48.一种车辆控制装置,其特征在于:具有:检测驾驶员的要求或车辆状态的传感器装置、根据从上述传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、根据从上述操作量生成装置给出的操作量指令值或从上述传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接上述传感器装置和上述操作量生成装置和上述执行元件驱动装置的通信装置;并且控制车辆的驱动、操舵、制动的至少一个,执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据自己的动作状态和上述其它的执行元件驱动装置的动作状态、和上述操作量生成装置的故障动作状态,选择使用从上述操作量生成装置给出的操作量指令值的控制方法、使用从传感器给出的信息的控制方法、使上述执行元件为规定的状态的控制方法中的任意一种方 48. A vehicle control device, comprising: a: a sensor means for detecting vehicle state or a driver's request, according to the information given from the sensor means calculates at least one of an operation amount of the operation amount command value generation means, according to the operation amount command generating means is given from the operation information of the amount or value given from the sensor to the control means executes the plurality of actuator driver element, and means connecting said sensor and said actuator means and said driving operation amount generated communication means; and controlling the driving of the vehicle, the steering, the at least one brake, the actuator drive device, a control method selecting means, the control method selection means, the drive means according to their state and the operation of other actuators operation state, and the operation amount of the operation state of the apparatus generated a fault, a control method using the selection operation amount command value generating means is given from the operation quantity, the control method using the information given from the sensor so that said actuator element to a predetermined the control method of any one side in a state 法。 law.
49.按照权利要求48所述的车辆控制装置,其特征在于:上述操作量生成装置,具有故障检测装置,该故障检测装置,检测自己的故障,通过上述通信装置,对上述执行元件驱动装置或上述操作量生成装置通知故障发生,上述执行元件驱动装置,具有故障检测装置,该故障检测装置,检测自己的故障,并通过上述通信装置对上述其它执行元件驱动装置或上述操作量生成装置通知故障发生;并根据自己的故障状态、上述其它的执行元件驱动装置的故障状态、和上述操作量生成装置的故障的发生状态,选择使用从上述操作量生成装置给出的操作量指令值的控制方法、使用从上述传感器给出的信息的控制方法、使上述执行元件为规定的状态的控制方法中的任意一种方法。 49. A vehicle according to claim 48, said control means, wherein: the operation quantity generating means having failure detection means, the fault detecting means detects its failure via the communication means, for performing the above-mentioned element drive device or the operation quantity generating means notification of failure, the above-described actuator drive device having a failure detection means, the fault detecting means for detecting its own faults, and via the communication means drive means or said operation amount generating means notified of the failure of such other actuators occurs; and according to their fault state, the other actuator driver fault state of the device, and the operation state of the amount of generated fault generation apparatus, a control method using the selection operation amount command value generating means is given from the operation quantity , any method of controlling a process control method using the information given from the sensor so that a predetermined state of said actuator element in.
50.一种车辆控制装置,其特征在于:具有检测驾驶员的要求或车辆状态的传感器装置、根据从上述传感器装置给出的信息来运算操作量指令值的至少1个操作量生成装置、根据从上述操作量生成装置给出的操作量指令值或从上述传感器给出的信息来控制执行元件的多个执行元件驱动装置、和连接上述传感器装置和上述操作量生成装置和上述执行元件驱动装置的通信装置;并且控制车辆的驱动、操舵、制动的至少一个,上述执行元件驱动装置,具有控制方法选择装置,该控制方法选择装置,根据从上述其它的执行元件驱动装置或上述操作量生成装置给出的短信的接收状态,选择使用从上述操作量生成装置给出的操作量指令值的控制方法、使用从上述传感器给出的信息的控制方法、使上述执行元件为规定的状态的控制方法中任意一种方法。 50. A vehicle control apparatus comprising: vehicle state sensor means required or having the driver is detected, according to the information given from said sensor means calculates at least one of the operation amount of the operation amount instruction value generating means in accordance with generating operation amount command given from the apparatus or operation amount information of the value given from the sensor to the control means executes the plurality of actuator driver element, and the connecting means and said actuator driver means and said sensor means generates the operation quantity communication means; and control of the vehicle driving, steering, braking at least one of said actuator drive device, a control method selecting means, the control method selection means, from the other according to the generated actuator driver means or said operation amount control means receiving the message state is given, using the control method selection operation amount command value generating means is given from the operation quantity, the control method using the information given from the sensor so that said actuator element to a predetermined state the method of any method.
51.按照权利要求50所述的车辆控制装置,其特征在于:上述操作量生成装置,通过上述通信装置将操作量指令值发送到每个上述执行元件驱动装置中,上述执行元件驱动装置,在接收到上述操作量指令值时,通过上述通信装置将应答短信息发送到上述操作量生成装置或上述其它的执行元件驱动装置中,上述执行元件驱动装置,根据是否接收到了从上述操作量生成装置给出的操作量指令值或从上述其它的执行元件驱动装置给出的应答短信息,选择使用从上述操作量生成装置给出的操作量指令值的控制方法、使用从上述传感器给出的信息的控制方法、使上述执行元件为规定的状态的控制方法中的任意一种方法。 51. A vehicle according to claim 50, wherein said control means, wherein: the amount of generation of the operation means, the operation amount instruction value transmitted to each of said actuator driver means through said communication means, said actuator driver means, in receiving the above-described operation amount command values, via the communication means a reply the short message transmitted to the apparatus or the other actuators the operation quantity generating driving device, the actuator drive apparatus according to whether it has received generated from the operation quantity means operation amount instruction values ​​given apparatus or give short message response from the other drive actuator, a control method using the selection operation amount command value generating means is given from the operation quantity, using the information given from the sensor a method for controlling any process control method, so that the actuator is in a predetermined state.
52.一种车辆控制装置,其特征在于:进行车辆的驱动、操舵、制动,具有分散配置:检测驾驶员的要求并输出信号的节点、根据该要求信号来运算操作量指令值并输出信号的操作量生成节点、和根据从该操作量生成节点给出的操作量指令值来控制执行元件的执行元件驱动节点的构成;上述各节点,设置有储存各信号输出的数据接收表,判定其内容并具有其它节点的故障检测功能。 52. A vehicle control device, comprising: a vehicle driving, steering, braking, having dispersed: detecting a request of the driver and outputs a signal node, calculates the operation amount instruction value based on the request signal and outputs a signal the operation amount generating node, and configured to control an actuator according to the operation amount instruction value given from the operation amount of the actuator driver generating node node; each node is provided with a received data signal outputted from the respective storage table, which is determined content with fault detection capability and other nodes.
53.按照权利要求52所述的车辆控制装置,其特征在于:上述数据接收表,包括表示短信息的时刻的信息,并具有在时刻的延迟比预先制定的值大的时候、判断为发送处或其通信路没有正常工作或者已回复到正常状态的功能。 Claim 53. The vehicle control apparatus of claim 52, wherein: said data receiving sheet, comprising the time information indicating the short message, and having a delay time larger than when the pre-established value, it is determined that the transmission or a communication channel has not returned to normal operation or functioning state.
54.按照权利要求52或53所述的车辆控制装置,其特征在于:上述数据接收表,包含故障投票部,并具有根据预先制定的算法来特定故障节点或恢复到正常状态的节点的功能。 54. A vehicle according to claim 52 or 53 control means, wherein: said data receiving sheet, comprising a vote fault section, and having a particular node or a node failure recovery to a normal state according to pre-established functions of the algorithm.
55.按照权利要求54所述的车辆控制装置,其特征在于:可共有通过作为故障投票而输出其它节点的故障诊断信息而判定的各节点的故障判定状况。 55. A vehicle according to claim 54 of the control device, wherein: each node may be a total failure as the failure of voting troubleshooting other output nodes determined by the condition determined.
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