JP2001329903A - Integral vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To materialize excellent learning control to compensate deviation of control in an integral vehicle control system to operate plural control devices to control the components of a vehicle in accordance with a command from an upper control device. SOLUTION: In this system to integrally control a vehicle driving system by transmitting a control command from a manager ECU to an engine ECU and an ATECU, the operation of the engine and the AT(automatic transmission) is determined by a power train learning process on the manager ECU side, and when determining abnormal operation of the engine, the engine ECU is made to carry out the learning process, and when determining abnormal operation of the AT, the ATECU is made to carry out the learning process. When the learning process of each ECU does not normally functions, the command value to transmit to each ECU is compensated on the manager ECU side, or each command value is determined so as not to put the vehicle the a travelling area.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle integrated control system for integrally controlling a plurality of components mounted on a vehicle such as an engine and an automatic transmission. The present invention relates to a vehicle integrated control system suitable for executing learning control for correcting a control law.

[0002]

2. Description of the Related Art In recent years, as one of the systems for integrally controlling a plurality of components constituting a vehicle, an integrated control system capable of suppressing an increase in a development period due to a large-scale system has been proposed.

[0003] For example, as disclosed in Japanese Patent Application Laid-Open No. 7-108882, by dividing a power train control system of a vehicle into functions, the control system can be divided into a power train control arithmetic unit, an injection control unit, an ignition control, and the like. apparatus,
The system consists of an input / output processing unit, a mission control unit, a throttle control unit, etc., and these units are connected by a communication line. It operates by the command from the arithmetic unit, and the parts related to the change of the control system specifications, such as sensors and actuators,
There has been proposed a system in which the input / output processing device is concentrated.

Further, for example, in the control device disclosed in Japanese Patent Application Laid-Open No. 5-85228, an engine output, a driving force,
By arranging a control element for executing a control task such as a braking force and a control element for controlling the driving characteristics of a vehicle in a hierarchical structure, and sequentially supplying characteristics required from a higher hierarchy to a lower hierarchy. Thus, optimal control can be realized in the entire vehicle.

[0005] In any of these integrated control systems, the control system of the vehicle is divided into a plurality of parts, thereby reducing the number of components of the control system that need to be changed when the specification of the system is changed. By reducing the development period for changes or maintaining the independence of each component,
The development time can be shortened by enabling parallel development of individual components.

[0006]

By the way, in the above-mentioned proposed technology, the configuration of the control system is arranged and the increase in the development period with respect to the enlargement of the system can be suppressed. When the control characteristics vary due to the above-mentioned problems, there is a problem that the variations cannot be compensated.

In other words, when the control varies due to individual differences of components or changes over time, the deviation of the control is detected and the control law (constant used for control) is corrected, thereby controlling the control. So-called learning control that compensates for variations is known, but conventionally, as in the system proposed above,
There is no proposal on how to perform such learning control when the operation of the lower control device is specified by the upper control device, and it is urgently necessary to establish such learning control. Had become.

In other words, taking the former system as an example, if there are variations in the characteristics of the components of the power train control system, the control law that can be corrected by learning is determined by the power train control arithmetic unit and the arithmetic unit. There may be both the lower control device side that operates according to the above command, but it is not always necessary to learn with either, and it is necessary to select an appropriate part according to the situation.

However, in the conventional learning control, when the behavior of the control target deviates from the target in the control device, the control law is corrected according to the deviation amount. If the control is executed by the higher-level power train control arithmetic unit, the control variation in a specific control unit among the lower-level control units is large, so that the behavior of the entire power train is inappropriate. On the other hand, when good learning control cannot be performed, and conversely, when learning control is performed on each device side operated by a command of the power train control arithmetic device, the variation in control that occurs for each device is small. If the variation in the control that occurs in the entire power train becomes large due to the sum of the variation in the control of each device, good learning control cannot be performed. It is put away for.

The present invention has been made in view of such a problem, and a control device is provided for each constituent element of a vehicle, and control operations of these control devices are integrally controlled by a higher-order control device. It is an object of the present invention to provide a system in which control compensation for variations in characteristics due to individual differences of components or aging changes can be satisfactorily realized by learning control executed by each control device.

[0011]

In order to achieve the above object, in the vehicle integrated control system according to the first aspect, a plurality of components mounted on the vehicle are replaced with a plurality of components corresponding to each component. The element control units control each other, and the manager control unit, which is a higher-level control unit than each of the component element control units, instructs each of the component element control units with an operation guideline for controlling each of the component elements.

Therefore, according to the present invention (claim 1), the behavior of each component can be controlled by the corresponding component control unit, and the behavior of the whole vehicle to be controlled can be controlled by the manager control unit. . Therefore, in the system of the present invention, similarly to the conventional system described above, when a part of the component is changed due to a specification change or the like, it is only necessary to change the component control unit correspondingly, At the time of system design, each control unit may be individually designed, so that the development period can be shortened.

According to the present invention, the manager control unit includes:
For each component control unit, information on a learning operation for changing an internal constant of the control program is output, and each component control unit controls the corresponding component appropriately according to the information. A learning operation for changing the internal constant of the control program is executed.

That is, in the present invention, each component control unit is provided with a learning function in order to prevent the control characteristics from being varied due to individual differences of components or changes over time. The learning operation of the control unit can be restricted on the manager control unit side.

For this reason, according to the present invention, for example, when the behavior of the control target deviates from the target, the manager control unit specifies a component control unit for which a learning operation is to be executed, and specifies the component control unit. A learning operation can be executed by the component control unit. Thus, according to the present invention,
Prevents erroneous learning that occurs when each component control unit performs a learning operation individually, efficiently performs learning control in the entire system, and can always optimally control the behavior of the vehicle to be controlled Becomes

Here, the information output from the manager control unit to each component control unit only needs to be able to limit the learning operation in each component control unit.
May be information that permits or prohibits the execution of the learning operation for each component control unit, or
According to a third aspect of the present invention, the information may be information that defines a change permission amount when each component control unit changes an internal constant of a control program by a learning operation, or a combination of these pieces of information. It may be.

In order to implement the present invention (claim 1), it is necessary for the manager control unit to specify a component control unit that executes / stops the learning operation (or restricts the learning operation). . For this identification, for example, a component control unit that executes / stops a learning operation for each driving state of the vehicle (or restricts the learning operation) is set in advance, and the manager control unit controls the vehicle operation. If it is determined that the learning operation is necessary because the overall behavior deviates from the target, a component control unit that executes / stops the learning operation (or restricts the learning operation) is specified according to the driving state of the vehicle at that time. You may do so.

However, in such a method, the component control unit that executes / stops the learning operation (or restricts the learning operation) according to the actual control state of each component by each component control unit is used. Since the setting cannot be performed, the learning operation by each component control unit cannot be optimally controlled, and the compensation function by the learning operation may not be sufficiently exhibited.

Therefore, in realizing the present invention (claim 1), more preferably, the vehicle integrated control system is
It is preferable to configure as described in claim 4. That is, in the vehicle integrated control system according to the fourth aspect, on the manager control unit side, the determination unit determines whether the control of each component by each component control unit is appropriate, and based on the determination result, The corresponding information is output, and on each component control unit side, the learning unit performs a learning operation according to the information output from the manager control unit side determination unit.

Therefore, according to the vehicle integrated control system of the fourth aspect, the manager control unit is provided with a component control unit for executing a learning operation based on the control state of each component by each component control unit. It is possible to specify and to make the component control unit execute the learning operation.

Therefore, according to the present invention (claim 4), not only can erroneous learning caused by each component element control section executing a learning operation at the same time be prevented, but also a component element control section requiring a learning operation can be prevented. By performing the learning operation only by the levers, it is possible to prevent each component control unit from executing an unnecessary learning operation and making the control unstable.

Here, the determining means provided in the manager control section is for determining whether or not the control by each component control section is appropriate. The determination is made as described in claim 5. The operation may be performed by comparing the operation guideline instructed to the component control unit with the operation of each component, and the output means provided in each component control unit may output the output guide. The information indicating the control state of each component may be used. These parameters (operation guidelines for instructing each component controller, operation of each component, output from the component controller output means) It may be performed by comprehensively judging the control state of the coming components).

When each component control section is provided with an output means for outputting information indicating the control state of the component, the output means may include information indicating the control state of the component. May be configured to output information indicating the behavior of the component, or may be configured to output information indicating the difference between the behavior (control result) of the component and the control target, or It may be configured to output information indicating the necessity of the learning operation determined from the deviation.

If the component control section output means is configured to output information indicating the necessity / non-requirement of the learning operation, the manager control section controls the operation guideline and each component. And the information from the component controller output means (necessity / non-necessity of the learning operation), and compares the necessity / non-necessity of the learning operation with the information (necessity / necessity of the learning operation). When not performed, information to be output to each component control unit (information for instructing execution / stop of the learning operation or restriction of the learning operation) may be appropriately set.

In other words, in a system in which each control unit executes a control operation independently as in the present invention, the manager control unit determines that the control by the component control unit is inappropriate, and the control of the component unit is performed. Even if the information for causing the learning unit to execute the learning operation is output to the unit, the learning unit on the component control unit side determines that the component is appropriately controlled, and determines the internal constant of the control program. May not be changed.

However, as described above, the output means on the component control unit side informs the manager control unit of the necessity of the learning operation determined by the component control unit as information indicating the control state of the component. If you output information that represents
Even if the manager control unit outputs information for causing the component control unit to execute a learning operation based on the information from the output unit, the learning operation of the component control unit-side learning unit causes the component element control unit to perform the learning operation. Judging that the internal constants of the control program of the control unit are not changed, the manager control unit performs a learning operation on the component control unit, and causes the component control unit to appropriately control the component. And so on.

When executing a learning operation for a specific component control unit on the manager control unit side, for example,
What is necessary is just to correct the operation guideline output to the component control unit. On the other hand, the information output by the determination means of the manager control unit to each component control unit is information for permitting or prohibiting the execution of the learning operation for each component control unit. Alternatively, as described in claim 12, the information may be information defining a change permission amount when the learning means of each component control unit changes the internal constant by the learning operation. May be combined.

When the system described in claim 7 is actually constructed, the determination means may include a learning means of the component control unit which has determined that the control is inappropriate as described in claim 8. It may be configured to output information permitting the learning operation, and as described in claim 9, for the learning means of the component control unit that has determined that the control is appropriate,
It may be configured to output information for prohibiting the learning operation, and as described in claim 10, when it is determined that control by a component control unit other than the specific component control unit is inappropriate, The information prohibiting the learning operation may be output to the learning means of the specific component control unit, and the component control unit other than the specific component control unit may be configured to output the information. When it is determined that the control by the unit is appropriate, information that permits the learning operation may be output to the learning unit of the specific component control unit, or these operations may be appropriately combined. Thus, information for permitting or prohibiting the learning operation may be output to each component control unit.

When the system according to the twelfth aspect is actually constructed, the judging means may be configured such that each component is operated in accordance with a deviation from the operation guideline as described in the thirteenth aspect. The control unit may be configured to calculate a change permission amount for the learning unit.

Next, in the system according to any one of claims 4 to 13, the judging means transmits information for causing the learning means of the component control unit which has judged that the control is inappropriate to execute the learning operation. Even if it is output, the internal constant of the control program is changed if the learning means on the component control unit side is not functioning properly, or it is determined that the learning means is properly controlling the components during execution of the learning operation. Otherwise, the control by the component control unit will not be properly executed.

In this case, it is meaningless to continue to output information for executing the learning operation from the manager control unit-side determination unit to the component element control unit-side learning unit, and control is not performed due to a malfunction of the learning unit. It may be stable. Therefore, the manager control unit may be provided with an output information changing unit. That is, according to the system of claim 14, in the manager control unit, the determination unit outputs information for causing the learning unit of the component control unit that has determined that the control is inappropriate to execute the learning operation. Despite this, if the control by the component control unit is not properly executed, the output information changing unit outputs the information that the determination unit outputs to the learning unit of the component control unit to stop the learning operation. Therefore, it is possible to prevent erroneous learning from occurring on the component control unit side where the control is not properly performed despite the execution of the learning operation by the learning means, and the control becomes unstable.

In this case, if the learning operation of the learning means is simply stopped, the control by the component control unit will continue to be inappropriate. As described above, it is preferable to provide a correction means in the manager control unit. In other words, according to the system described in claim 15, when the output information change means changes the information output by the determination means to information for stopping the learning operation, the output means changes the specific configuration which is the output destination of the information. Since the operation guideline issued to the element control unit is corrected so that the control of the element by the element control unit is appropriate, the control by the element control unit is eventually executed properly. The manager control unit can control the entire vehicle to be controlled to a desired state.

On the other hand, despite the fact that the information for operating the learning means of the component control unit is output, the control by the component control unit is not properly executed because the learning means on the component control unit side uses the manager control unit. This is because the operation does not operate as expected on the side, but it is conceivable that such a problem can be solved by changing the operation guideline output by the manager control unit to the component control unit.

[0034] For this reason, if only the operation guideline for a specific component control unit that does not provide a desired learning effect is changed, the behavior of the entire vehicle to be controlled can be controlled to a desired state. Although it becomes impossible, in the vehicle integrated control system of the present invention, since the behavior of the entire vehicle is controlled to a desired state by controlling a plurality of components individually by the component control unit, the behavior of the entire vehicle is controlled. There are many combinations of operation guidelines for each component control unit for controlling to a desired state. In particular,
For example, there are many combinations of the engine torque required to control the drive torque output from the automatic transmission to the drive wheels to the target torque and the speed ratio of the automatic transmission.

For this reason, as set forth in claim 16, the manager control unit is provided with operation guide restriction means, and the judgment means is provided with respect to the learning means of the component control unit which judges that the control is inappropriate. If it is determined that the control by the component control unit is not properly performed despite the output of the information for executing the learning operation, then the operation guideline output to the component control unit at that time is determined. Outputting may be prohibited.

That is, in a specific component control unit,
If the learning effect by the learning means cannot be obtained, the operation guideline output to the component control unit at that time is controlled so as not to be output in the subsequent control. By changing the operation guideline output to the element control unit, the learning effect of the learning means in each component element control unit can be sufficiently exhibited.

By doing so, the manager control unit can output the operation guideline to each component control unit, thereby controlling the entire vehicle to be controlled to a desired state,
Moreover, it is possible to quickly correct variations in control caused by individual differences and aging of components by a learning operation of a learning unit provided in each component control unit, a correction operation of an operation guideline on a manager control unit side, and the like. It becomes possible.

The operation guideline output by the manager control unit to each component control unit may be a control target value of a component such as an engine torque or a shift time of an automatic transmission, which will be described later. Alternatively, the command may be a command indicating a change direction of a control target value set by each component control unit, such as an increase in engine torque and a reduction in shift time.

Next, the present invention (Claims 1 to 1)
The vehicle integrated control system of 6) controls the behavior of the entire vehicle caused by the operation of each component by integrally controlling a plurality of components mounted on the vehicle.
The control unit includes a component control unit that controls each component, and a manager control unit that instructs each component control unit to give an operation guideline to bring the behavior of the entire vehicle into a target state. The unit does not necessarily need to be realized by an independent hardware configuration. For example, a specific component control unit and a manager control unit are realized by the operation of one control unit including a microcomputer, and the other component control units are controlled. May be realized by an operation of a control unit different from the control unit.

However, since the design of each control unit is performed for each hardware configuration, if a single control unit realizes a function as a plurality of control units, the design becomes complicated and the design becomes complicated. When a specific component is changed due to a change or the like, not only the control unit for the changed component but also the control unit incorporated in the control unit together with the control unit must be changed. There is a problem that the internal constant set to the optimum value by the learning operation returns to the initial value.

Therefore, the manager control unit and the plurality of component control units constituting the vehicle integrated control system according to the present invention are each constituted by an independent electronic control unit comprising a microcomputer. The control units may be connected to each other by a communication line capable of transmitting data to each other.

[0042]

Embodiments of the present invention will be described below. FIG. 1 is a block diagram showing a configuration of an entire vehicle integrated control system according to an embodiment to which the present invention is applied.

The vehicle integrated control system according to the present embodiment is a so-called power train control system for integrally controlling an engine 2 and an automatic transmission (hereinafter simply referred to as AT) 4 which are components of a vehicle drive system. An engine ECU 6 and an ATECU 8 for controlling the engine 2 and the AT 4 are provided as constituent element control units of the present invention, respectively.
8 is provided with a manager ECU 10 for instructing the operation guidelines of the engine 2 and the AT 4.

Each of the ECUs 6, 8, and 10 is an electronic control unit independently configured around a processing unit 6a, 8a, and 10a composed of a microcomputer. Each of the ECUs 6, 8, 10 has a built-in communication unit 6b, 8b, 10b connected to each other via a communication line L for data communication (communication line according to claim 17). Data for power train control can be transmitted and received to and from each other via the communication units 6b, 8b, 10b and the communication line L.

The engine ECU 6 and the ATECU 8
Are used to control the engine 2 and the AT 4, respectively. Therefore, the ECUs 6 and 8 receive detection signals from various sensors for detecting the state of the engine 2 and the AT 4, and are provided in the engine 2 and the AT 4. Signal input / output units 6c and 8c for outputting drive signals to the various actuators are also incorporated.

The signal input / output section 6c of the engine ECU 6 has an accelerator pedal opening sensor for detecting the amount of depression of the accelerator pedal by the driver, an air flow meter for detecting the flow rate (intake amount) of intake air, An intake air temperature sensor for detecting the temperature, a throttle opening sensor for detecting the opening of the throttle valve, an oxygen concentration sensor for detecting the oxygen concentration in the exhaust gas, a knock sensor for detecting knocking,
Sensor switches such as a water temperature sensor for detecting a cooling water temperature, a crank angle sensor for detecting a rotation angle and a rotation speed of a crankshaft, and an ignition switch are connected, and an injector provided for each cylinder of the engine 2. A igniter for generating a high voltage for ignition, a fuel pump for pumping fuel from a fuel tank and supplying it to an injector, a throttle drive motor for opening and closing a throttle valve provided in an intake pipe of the engine 2, and various other components for engine control. Actuator is connected.

A signal input / output section 8c of the ATECU 8 includes a rotation speed sensor for detecting the rotation speed of an input shaft from the torque converter constituting the AT4 to the transmission, and a vehicle drive shaft connected to the output shaft of the AT4. A vehicle speed sensor for detecting the vehicle speed from the rotation, an oil temperature sensor for detecting the temperature of the hydraulic oil in the AT4, a shift position switch for detecting an operation position (shift position) of a shift lever operated by a driver, and a brake operation by the driver Sensor switches, such as a stop lamp switch for detecting the state of the stop lamp to be turned on (in other words, the brake operation of the driver), are connected, and the engagement force of the shift solenoid for shifting the gear position and the shift clutch is determined. Lock-up clutch for connecting the input / output shaft of the line pressure solenoid and torque converter for operation Various actuators (solenoids) for the lock-up pressure solenoid for operating the fastening force, such AT control is connected.

Next, in each of the ECUs 6, 8, and 10, the arithmetic processing units 6a, 8a, and 10a respectively operate the engines 2, A in accordance with control programs stored in a memory in advance.
T4 and a control process (engine control process, AT control process, power train control process) for controlling the entire system are executed, and a control deviation caused by an individual difference of the engine 2 or the AT 4 or a secular change is corrected. Execute the learning process.

The control processing and the learning processing executed in each of the ECUs 6, 8, and 10 will be described below. First, FIG. 2 is a block diagram showing the control processing executed in each of the ECUs 6, 8, and 10 in functional blocks.

As shown in FIG. 2, the manager ECU 10
In the power train control process executed in the step (a), the target axle torque setting unit 12 first sets the accelerator pedal opening indicating the acceleration / deceleration request of the vehicle by the driver, the vehicle speed indicating the actual running state of the vehicle, and the like. , A target axle torque that defines the behavior of the power train is set, and the target axle torque is determined by the engine torque shift allocating unit 14 based on the vehicle speed, the engine speed, the shift position, the engine learning disabled flag, the AT learning disabled flag, and the like. Calculate the optimum target engine torque and target shift speed for realizing the torque.

Here, the target axle torque setting unit 12 and the engine torque speed distribution unit 14 use the accelerator pedal opening, vehicle speed, engine speed, shift position, etc., which are used to set the target values. Each parameter is transmitted from the engine ECU 6 or the ATECU 8 via the communication line L, and the engine learning impossible flag and the AT learning impossible flag are set in the learning processing described later for each engine running area of the vehicle. Alternatively, the flag is set (ON) when it is determined that the learning control by the ATECU 8 does not function normally.

Further, the engine torque shift speed distribution unit 14 determines the driver's intention estimated from the shift position,
Overrev prevention, fuel consumption of engine 2, emission,
In consideration of combustion stability and the like, and in accordance with a control law set to reduce the frequency of the operation of the engine 2 and the AT shift in the traveling region where the engine learning impossible flag and the AT learning impossible flag are ON. , To set the desired engine operating point to achieve the target axle torque,
Set the target gear and engine torque.

The control rules for setting the target values in the target axle torque setting section 12 and the engine torque speed distribution section 14 are defined by a map or an arithmetic expression stored in a memory in advance. When actually setting the target values, these maps or arithmetic expressions are used.

Next, the target engine torque set by the engine torque shift stage distribution unit 14 is transmitted to the ATECU 8 and is transmitted to the target engine torque correction unit 16 which is one of the control processes on the manager ECU 10 side. Is also output. When a target engine torque correction amount is set by a learning process described later, the target engine torque correction unit 16 executes a correction process of correcting the target engine torque using the correction amount. The target engine torque is transmitted to the engine ECU 6 as a control target value of the engine ECU 6.

It should be noted that the target engine torque correction amount set by the learning process is determined when there is a traveling region where the learning process on the engine ECU 6 does not function properly (in other words, there is a deviation in the control on the engine ECU 6 side). If any)
In the travel region, the engine torque shift stage distribution unit 1
By correcting the true target engine torque set in step 4 on the manager ECU 10 side, the engine ECU
The learning processing to be executed on the side of the engine ECU 6 is set so that it can be performed by the manager ECU 10 side. In the present embodiment, the processing as the target engine torque correction unit 16 executed for this correction is performed by the present invention. It functions as the correcting means of (claim 15).

Next, the engine torque shift stage distribution unit 1
The target shift speed set at 4 is transmitted to the ATECU 8 and also output to the target shift time setting unit 18 which is one of the control processes on the manager ECU 10 side. The target shift time setting unit 18 sets a target shift time required for a shift operation on the ATECU 8 side based on the vehicle speed and the target shift speed at the time when the shift speed of the AT 4 needs to be switched to the target shift speed. The set target shift time is transmitted to the ATECU 8.

On the other hand, the engine control process executed by the engine ECU 6 is performed by the actuator command setting unit 22 by using the information (ie, the corrected target engine torque) transmitted from the manager ECU 10 and representing the operation guideline of the engine 2. Based on the detection signals from the sensors and switches described above, a throttle opening, a fuel injection amount, and an ignition timing required for realizing the corrected target engine torque at a preset target air-fuel ratio are set. This is executed by generating a command value (drive signal) for driving the injector, the igniter, the fuel injection pump, and the throttle drive motor based on the output, and outputting the command value to each of these actuators.

The AT control process executed on the ATECU 8 side includes information indicating the operation guideline of the AT 4 transmitted from the manager ECU 10 (ie, the target shift speed and the target shift time) by the solenoid command setting unit 24. Also, based on the target engine torque transmitted from the manager ECU 10 and the detection signals from the above-described sensors and switches, if the target gear is different from the current gear, the gear is changed so as to realize the target gear. A command value (drive signal) for driving the speed changeover solenoid is generated and output to the speed changeover solenoid, and at the same time, the shift is completed in the target shift time according to the target engine torque as the clutch engagement force related to the shift. Calculates the line pressure command value required to drive the line pressure solenoid and generates a command value (drive signal) for driving the line pressure solenoid. And it is performed by outputting it to the line pressure solenoid.

Further, the solenoid command setting section 24 locks up to a lock-up state (lock-up clutch release, slip lock-up, lock-up clutch engagement) which is set in advance in consideration of fuel consumption and shift feeling. Lock-up control is also performed by calculating the clutch pressure command value and outputting the command value to the lock-up pressure solenoid.

As described above, in this embodiment, the manager ECU 10 issues a command for controlling the entire system by the power train control processing to the engine ECUs 6 and A.
Output to the TECU 8, the engine ECU 6 and the ATECU
On the 8 side, engine control processing and AT control processing
The operation of the engine 2 and the operation of the AT 4 are controlled in response to the commands. In the learning process executed by each ECU, similarly to the control process described above, the manager E
The engine ECU 6 and the ATECU 8 execute the learning process according to the result of the learning process executed on the CU 10 side.

That is, in this embodiment, the manager ECU
On the learning side, the shift processing and the non-shift operation are classified as learning processing, and it is determined whether the operation of the entire system and the operation of the engine 2 and the AT 4 are appropriate for each of the divided areas, and according to the result, Information on the learning operation by the engine ECU
6. Execute a power train learning process to be transmitted to the ATECU 8. Then, the engine ECU 6 and the ATECU 8 execute learning processes (engine learning process and AT learning process) in accordance with information transmitted from the manager ECU 10 by executing the power train learning process.

Hereinafter, the learning process executed by each of the ECUs will be described. The manager ECU
The power train learning process executed on the 10 side functions as the determination means of the present invention (claims 4 to 16), and the engine learning process and the AT learning process executed on the engine ECU 6 and the ATECU 8 side execute the present invention ( Claims 4 to 16)
Function as learning means.

FIG. 3 is a flowchart showing a specific procedure of the power train learning process. This process is a process that is executed at predetermined time intervals.
Based on the information indicating the shift state of the AT 4 transmitted from the CU 8, the processing is divided between the shift state at the previous calculation timing and the shift state at the current calculation timing.

That is, first, in step 1000 (hereinafter, the step is referred to as S), it is determined whether or not the previous shift is in progress. If the shift is not in progress, the process proceeds to S1010. In S1010, it is determined whether or not the current gear is being shifted. If the gear is not being shifted, the process proceeds to S1015, and if the gear is being shifted, the process proceeds to S1011. Also, S1
Also at 100, it is determined whether or not this time the gear is being shifted, and if the gear is not being shifted, the flow shifts to S1101;
Move to 0. As a result, the powertrain learning process
According to the previous and current shift conditions, the gears are divided into four types.

First, a description will be given of the processing from S1015 onward, which is executed when the gear is not being shifted last time or this time. First, in S1015, it is determined whether the system determination end flag is ON. The system determination end flag determines that the operation of the entire system is appropriate as a result of the overall system operation determination described later, or determines that the operation of the engine is inappropriate as a result of the engine operation determination described later. This flag is turned on when the
If it is, the process ends, and if it is OFF, the process proceeds to S1020.

Next, in the processing after S1020, it is determined whether or not the operation of the entire system is appropriate, and based on the result, whether or not the operation of the engine 2 is appropriate is determined. In S1020, the traveling area is determined. As shown in FIG. 4, a plurality of traveling regions that are divided using the engine speed and the target engine torque are set in the traveling region in advance.
In S1020, based on the current engine speed transmitted from the engine ECU 6 and the current target engine torque set in the power train control processing, the current travel region is changed from No. 0 to No. 15 shown in FIG. It is determined to which of the traveling regions the vehicle belongs.

In each running area shown in FIG. 4, a hysteresis is set on the boundary of each running area in anticipation of fluctuations in engine speed and target engine torque. In addition, an engine learning counter, an engine learning impossible flag, an AT learning counter, and an AT learning impossible flag, which will be described later, are set in correspondence with these traveling regions. AT
The operation determination is performed for each traveling area.

Next, in S1030, it is determined whether or not the current traveling area is the 0 area, and if it is the 0 area, the processing is terminated. That is, an area that is distant from the normal operation area of the acceleration traveling of the engine 2 is set in the 0 area, and in S1030, when the traveling area is the 0 area, it is determined that the learning importance is low, and The subsequent process is not executed, and the process ends.

On the other hand, if it is determined in S1030 that the traveling area is not the 0 area, in S1040, the previous traveling area and the current traveling area are compared. If the running area is different from the previous time, after the system determination counter, the engine torque deviation integrated counter, and the engine torque deviation integrated value described below are cleared to zero in S1041, the system determination end flag is reset (OFF). , To S1050, and conversely, if the traveling area is the same as the previous time, the processing directly proceeds to S1050.

Next, at S1050, 1 is added to the system determination counter, and at S1060, the system determination counter is compared with the system determination counter limit value. The system determination counter limit value is a limit value of the number of times of determining whether the operation of the entire system is appropriate, and is set in advance. This is set according to the accuracy of the vehicle acceleration calculation described later. When the system determination counter exceeds the system determination counter limit value, it is determined that the operation determination of the system in the current traveling area has been completed,
In step S1061, the system determination end flag is turned on, and the process ends.

On the other hand, if the system determination counter is equal to or less than the system determination counter limit value, it is determined in S1070 whether the operation of the entire system and the engine 2 is appropriate. The system / engine operation determination processing executed in S1070 is executed according to the flowchart shown in FIG.

That is, first, in S2000, the vehicle target acceleration is calculated from the target axle torque. Specifically, for example,
A target driving force on the tire installation surface is calculated from the target axle torque and the tire effective diameter, and a vehicle target acceleration is calculated using the target driving force and running resistance calculated from the vehicle mass and the vehicle speed.

Next, in S2010, the actual vehicle acceleration is calculated. Specifically, for example, based on the vehicle speed transmitted from the ATECU 8, the difference between the vehicle speed at the current calculation timing and the vehicle speed at the previous calculation timing is calculated by low-pass filtering. In subsequent S2020 and S2030, it is determined whether the operation of the system is appropriate. Specifically, in S2020, the vehicle acceleration deviation amount is calculated from the difference between the vehicle target acceleration and the actual vehicle acceleration, and in S2030,
The absolute value of the vehicle acceleration deviation amount is compared with an acceleration determination threshold value.

If the absolute value of the vehicle acceleration deviation is larger than the acceleration determination threshold, it is determined that the operation of the system is not appropriate, and the flow shifts to S2040. If below the threshold,
It is determined that the operation of the system is normal, and the process ends.

S2040 is a process for determining whether or not the operation of the engine 2 is appropriate. This engine operation determination process is executed as follows, for example, according to a flowchart shown in FIG. First, at S3000,
Based on the information indicating the lock-up control state transmitted from the ATECU 8, it is determined whether or not the lock-up clutch in the AT 4 is in the released or slip lock-up state.

If the lock-up clutch is in the disengaged or slip lock-up state, step S3010
The estimated engine torque is calculated from the characteristics of the torque converter, the acceleration state of the engine speed, and the transmission torque of the lock-up clutch. Specifically, for example, using a map as shown in FIG. 7, the torque converter input obtained by multiplying the torque capacity coefficient of the torque converter obtained from the engine speed and the transmission input speed by the square of the engine speed. A torque for accelerating the engine rotation, which is obtained by multiplying the torque, a differential value of the engine speed and a coefficient set according to the inertia of the engine 2, and ATEC
The estimated engine torque is calculated by adding the estimated lock-up clutch transmission torque transmitted from U8. The torque capacity coefficient can be set by measuring characteristics of the torque converter.

On the other hand, when a negative determination is made in S3000 (when the lock-up clutch is engaged), in S3011, an estimated engine torque is calculated using an engine torque map as shown in FIG. The engine torque map used for this estimation is set by measuring characteristics after the control constant of the engine ECU 6 is set.

When the estimated engine torque is calculated in S3010 or S3011 in this manner, this time, in S3020
, The engine torque deviation is calculated from the difference between the estimated engine torque and the target engine torque, and the integrated value of the calculated engine torque deviation is calculated.
At 30, 1 is added to the engine torque deviation amount integration counter.

Next, in S3040, the absolute value of the calculated engine torque deviation is compared with the engine torque determination limit value, and the absolute value of the engine torque deviation is calculated as follows:
If it is larger than the engine torque determination limit value, it is determined that the operation of the engine 2 is not appropriate, and the flow shifts to S3050. Conversely, if the absolute value of the engine torque deviation is less than the engine torque determination limit value, , And the process ends.

The engine torque determination limit value is set in accordance with the accuracy of the estimated engine torque. For example, when the operating oil temperature of the torque converter transmitted from the ATECU 8 is low, the engine torque determination limit value is set. Under conditions where the estimation accuracy is low, a large value is set.

Next, at S3050, 1 is added to the engine determination counter for measuring the number of times of operation abnormality determination of the engine 2, and at S3060, the engine determination counter is compared with the engine determination limit value. And
If the engine determination counter is equal to or smaller than the engine determination limit value, the process ends. Conversely, if the engine determination counter is larger than the engine determination limit value, the process shifts to S3070.

Note that the determination processing of S3060 is based on the engine 2
This is a process for preventing the subsequent process for engine learning from being erroneously executed due to the erroneous determination of the operation abnormality. The engine determination limit value used in S3060 is:
Like the engine torque determination limit value used in S3040,
It is set according to the accuracy of the estimated engine torque, and is increased under conditions where the estimation accuracy is low, such as when the operating oil temperature of the torque converter is low.

Next, in S3070, the system determination end flag is turned on, and the average value of the engine torque deviation is calculated. The average value is calculated by dividing the integrated value of the engine torque deviation amount by the value of the engine torque deviation amount integration counter. In S3080, the engine learning counter is incremented by 1. In S3090, the value of the engine learning counter is compared with the engine learning number limit value. The engine learning frequency limit value is a limit value of the learning frequency on the engine ECU 6 side. If the engine control deviation does not disappear even if the engine learning frequency limit value is learned, in the traveling region, Engine EC
The learning process on the U6 side is used to determine that the deviation of the engine control cannot be eliminated and to prohibit the learning.

That is, if it is determined in S3090 that the value of the engine learning counter is larger than the engine learning number limit value, the importance of the current traveling area (area importance) is determined in S3091 by using a map as shown in FIG. If the area importance is 0 and the current traveling area is not important, the above-described engine is determined in S3092 in order to minimize the execution of control in the current traveling area in the future. Turns the learning impossible flag ON, and conversely, the area importance is 1
If the current traveling area is an area important for vehicle control, the engine learning permission flag is set to OFF in S3093 to inhibit learning on the engine ECU 6 side.
F, and in S3094, an average engine torque deviation amount is set as a target engine torque correction amount, and the process ends.

The target engine torque correction amount is used for correcting the target engine torque by the target engine torque correction section 16 as a correction means when executing the above-described power train control processing. Also, the map (FIG. 9) used to set the area importance is
For each area divided in the same manner as the traveling area shown in FIG.
The value 1 is set for a region having a high importance in executing the power train control, and the value 0 is set for other regions.

On the other hand, if it is determined in S3090 that the value of the engine learning counter is equal to or less than the engine learning number limit value, the engine learning permission flag is turned on in S3100 so that the engine ECU 6 executes the learning process.
I do. Then, in subsequent S3110, the engine ECU 6
Then, the average value of the engine torque deviation amount is transmitted as information relating to the learning operation, and the process is terminated.

The engine learning permission flag is turned ON / OFF in the learning process on the manager ECU 10 side as described above.
In addition to this, when the learning process is performed on the engine ECU 6 side, it is turned off on the engine ECU 6 side, and the ECUs 10 and 6 are always synchronized by communication. Therefore, when the engine learning permission flag is turned on in S3100, the learning process is started on the engine ECU 6 side, and when the engine learning permission flag is turned off in S3093, the engine ECU 6 executes the learning process. However, the learning process is stopped.

Therefore, in the present embodiment, the processing of S3093 for turning off the engine learning permission flag in order to prohibit the learning on the engine ECU 6 side functions as output information changing means of the present invention (claim 14). Will do. Further, in the present embodiment, the processing of S3092 for turning on the engine learning disable flag so that the control in the current traveling area is not executed in the power train control processing is performed as the operation guide restriction means of the present invention (claim 16). Function.

Next, returning to FIG. 3, a description will be given of the processing other than the case where the gear is not being shifted in the previous or current time. The processing described below is all processing for determining whether the operation of the AT 4 is appropriate. First, in S1011 executed when the previous gear is not being shifted and the current gear is being shifted, a shift time measurement counter, which will be described later, is cleared to zero, a shift determination end flag is turned off, and the current target axle torque is set as a target axle torque initial value. , The initial setting for the shift determination is performed, and the process is temporarily terminated.

On the other hand, in S1110, which is executed when the previous shift is being executed and the current shift is being executed, the shift determination end flag is set to O.
It is determined whether or not N is satisfied. If the shift determination end flag is ON, the process is terminated. If the shift determination end flag is OFF, the process proceeds to S1120 and the shift time measurement counter is incremented by one.

Then, in S1130, the target axle torque change amount obtained from the difference between the current target axle torque and the target axle torque initial value is compared with its limit value (target axle torque change amount limit value). Note that the target axle torque change amount limit value is set as a limit value for determining whether or not to perform an AT operation determination described later, since the determination accuracy of the AT operation described later deteriorates when the axle torque changes. It is.

Therefore, if it is determined in S1130 that the target axle torque change amount is equal to or less than the target axle torque change amount limit value, the process is terminated as it is, and the target axle torque change amount is set to the target axle torque. If it is determined that it is equal to or less than the change amount limit value, in S1131, the current AT
In order to prohibit the AT operation determination accompanying the shift operation of No. 4, the shift determination end flag is turned ON, and the process is terminated.

Next, in step S1101, which is executed when the previous shift is being executed and the current shift is not being executed, it is determined whether or not the shift determination end flag has been turned ON by the process of S1131 executed during the AT4 shift. If the shift determination end flag is ON, the process is terminated as it is, and conversely,
If the shift determination end flag is not ON, the following S1
The process proceeds to 140 and executes an AT operation determination process for determining whether the operation of the AT 4 is appropriate, and thereafter ends the process.

FIG. 10 is a flowchart showing the AT operation determination processing. As shown in FIG. 10, in the AT operation determination process, first, in S4000, a shift time shift amount is calculated from the difference between the shift time measured by using the shift time measurement counter and the target shift time. Then, the subsequent S4010
Then, similarly to the above-described S1020, the travel region at the time of shifting is set according to the characteristics shown in FIG.
The engine learning state in this traveling area is determined. Specifically, whether the latest result (specifically, the determination result in S3040) of determining the operation of the engine 2 by the engine operation determination process in the traveling region set in S4010 is that the engine operation is inappropriate. Determine if the engine operation is appropriate.

Next, in S4020, when it is determined that the engine operation is inappropriate, the processing is terminated without executing the subsequent AT operation determination processing, and conversely, in S4020.
If it is determined in step 20 that the engine operation is appropriate, the flow shifts to S4030 to execute AT operation determination.

At S4030, the AT learning flag is turned on.
Then, at S4040, the AT learning counter is incremented by 1, and at S4050, the value of the AT learning counter is compared with the AT learning number limit value. The AT learning frequency limit value is a limit value of the learning frequency on the ATECU 8 side. If the deviation of the AT control does not disappear even if the learning of the AT learning frequency limit value is performed, in the current traveling region, the AT learning frequency limit value is set.
The ECU 8 determines that the deviation of the AT control cannot be eliminated even if the learning control is executed on the ECU 8 side, and is used to prohibit the learning on the ATECU 8 side.

That is, if it is determined in S4050 that the value of the AT learning counter is larger than the AT learning number limit value, in order to minimize the execution of the AT4 shift operation in the current traveling area in the future, In S4051,
The above-described AT learning disable flag is turned on to end the process. Conversely, if the value of the AT learning counter is equal to or smaller than the AT learning number limit value, the AT learning permission flag is turned on in S4060. Then, the execution of the learning process is permitted to the ATECU 8, and in S4070, the shift time shift amount obtained in S4000 is transmitted to the ATECU 8, and then the process is terminated.

The AT learning permission flag is turned ON in the learning processing on the manager ECU 10 side as described above, and the ATE
It is turned off when the learning process is performed on the CU 8 side, and the ECUs 10 and 6 are always synchronized by communication. Therefore, when the AT learning permission flag is turned on in S4060, the learning process is started on the ATECU 8 side, and after the learning process on the ATECU 8 ends,
If the manager ECU 10 does not turn on the AT learning permission flag, the learning processing on the ATECU 8 will be prohibited.

Therefore, in this embodiment, the ATE
In order to prohibit the learning on the CU 8 side, the processing of S4060 for turning on the engine learning permission flag is not executed S4
The determination process of 050 also functions as the output information changing means of the present invention (claim 14). Also, the processing of S4051 for turning on the AT learning disable flag so that the control in the current traveling area is not executed in the power train control processing is the same as the processing of S3092 described above.
It functions as the operation guide restriction means of 6).

Next, the engine ECU 6 and the ATECU 8
The learning processes (engine learning process and AT learning process) respectively executed in are described with reference to the flowcharts shown in FIGS. First, FIG. 11 is a flowchart illustrating an engine learning process executed at predetermined time intervals in the engine ECU 6.

As shown in FIG. 11, in the engine learning process, first, in step S110, information such as the number of engine rotations necessary for determining the operation of the engine 2 and the like in the power train learning process executed on the manager ECU 10 side. The processing as the output means of the present invention (claim 6) is executed. Then, in S120, it is determined whether or not the engine learning permission flag is ON. If the flag is OFF, the process ends without executing the subsequent learning process.

On the other hand, if the engine learning permission flag is ON, the learning processing of S130 to S160 is executed, and the processing ends. In this learning process, a correction coefficient of the engine control amount (throttle opening, fuel injection amount, ignition timing described above) corresponding to the current travel region is calculated using a preset map or an arithmetic expression (S130). The control correction amount for each control amount is calculated by multiplying the calculated control amount correction coefficient by the average value of the engine torque deviation amount transmitted from the manager ECU 10 (S14).
0), and stores the calculated control correction amount in the memory (S1).
50), and turns off the engine learning permission flag (S16).
0).

As a result, when the engine ECU 6 executes the engine control process, if the control correction amount for the current traveling area is stored in the memory, each engine control amount is corrected using this control correction amount. If the learning process is functioning normally, the amount of engine torque deviation is reduced.

Next, FIG. 12 is a flowchart showing the AT learning process executed by the ATECU 8 at predetermined time intervals. As shown in FIG. 12, in the AT learning process, first, in S210, the estimated lock-up clutch transmission torque required to calculate the estimated engine torque in the learning process on the manager ECU 10 side (specifically, S3010) is set in advance. It is calculated using a calculation formula (for example, (lock-up oil pressure command value-oil pressure command value offset value) × hydraulic torque conversion coefficient). The hydraulic pressure command value offset is a command value at which the lock-up clutch starts transmitting torque, and the hydraulic torque conversion coefficient is determined by a friction coefficient of the clutch, a pressure receiving area, and the like.

At S220, information necessary for the manager ECU 10 to determine the operation of the AT4 or the engine 2 is transmitted, such as the estimated lock-up clutch transmission torque calculated at S210 and the vehicle speed detected using the vehicle speed sensor. Then, a process as output means of the present invention (claim 6) is executed. In S230, it is determined whether the AT learning permission flag is ON. If the flag is OFF, the process ends without executing the subsequent learning process.

On the other hand, if the AT learning permission flag is ON, the learning processing of S240 to S270 is executed, and the processing ends. In this learning process, a hydraulic command conversion coefficient corresponding to the current shift type such as a 1-2 speed shift, a 2-3 speed shift,... Is calculated using a preset map or an arithmetic expression (S240). By multiplying the calculated hydraulic pressure command conversion coefficient by the shift time shift amount transmitted from the manager ECU 10, a hydraulic pressure command correction amount for correcting the above-described line pressure command value is calculated (S25).
0), the calculated hydraulic command correction amount is stored in the memory (S260), and the AT learning permission flag is turned off (S2).
70).

As a result, also in the ATECU 8, the AT
In executing the control process, when the hydraulic pressure correction amount corresponding to the shift type at that time is stored in the memory at the time of shifting, the line pressure command value is corrected using this hydraulic pressure correction amount. And if the learning process is functioning normally, the shift time shift amount is reduced.

As described above, in the power train control system of the present embodiment, the engine 2 and the AT 4 which are the components of the vehicle drive system are connected to the engine ECU 6 and the A
The TECU 8 controls each of them, and the manager ECU 10 instructs the ECUs 6 and 8 on operation guidelines (target engine torque, target shift speed, and target shift time) for controlling the engine 2 and the AT 4. Also, the engine ECU
6 and the ATECU 8, respectively, execute a learning process for correcting an individual difference of the engine 2 or the AT 4, or a control caused by an aging of the engine 2, or the AT4. This is executed by transmitting information on the learning operation (the learning permission flag and the control deviation amount).

Therefore, according to the power train control system of the present embodiment, not only the behavior of the entire vehicle drive system can be optimally controlled by the power train control processing executed on the manager ECU 10 side, but also the behavior of the vehicle drive system can be adjusted to the target. When deviation from the control is performed, the operation determination of the engine 2 and the AT 4 in the power train learning process executed on the manager control unit side determines which of the engine 2 and the AT 4 causes the deviation of the control, and responds accordingly. ECU6
Alternatively, an appropriate learning operation can be executed for the program 8. Therefore, according to the present embodiment, the learning control of the entire system can be efficiently performed, and the behavior of the vehicle drive system can be optimally controlled.

In this embodiment, the manager ECU 1
When the engine ECU 6 determines that the operation of the engine 2 is inappropriate on the 0 side and causes the engine ECU 6 to execute the learning process, the manager ECU 10 determines whether the control process has been reduced by the learning process. If the control deviation has not been reduced, the learning control in the traveling area at that time is prohibited, and instead, the target engine torque transmitted to the engine ECU 6 is corrected, or the control deviation is reduced. The engine learning disable flag is turned ON so that the engine 2 is not operated in the running region where the engine cannot be operated.

Regarding the learning process in the ATECU 8, the manager ECU 10 determines whether or not the shift time deviation can be reduced by the learning process, and if the shift time deviation cannot be reduced, the traveling at that time. A in area
The AT learning disable flag is turned on so as not to execute the shift operation at T4.

For this reason, the engine ECU 6 or the ATEC
Even when there is a traveling area where the learning process performed on the U8 side does not function properly, the behavior of the entire system can be optimally controlled, and the control accuracy can be further improved.
As mentioned above, although one Example of this invention was described, this invention is not limited to said Example, You can take various aspects.

For example, in the above embodiment, the engine ECU
6 and the ATECU 8 set and change the correction amounts for various control amounts such as the throttle opening, the fuel injection amount, the ignition timing, and the line pressure command value as internal constants of the control program by executing the learning process. Each E
The internal constant of the control program changed by the learning process on the CU 6 or 8 side may be a correction amount for an operation guideline (target engine torque, target shift speed, target shift time) instructed by the manager ECU 10.

Further, in the above embodiment, the manager ECU 1
On the 0 side, the operation of the engine 2 and the AT 4 is determined, and when the operation is inappropriate, information for causing the corresponding ECU 6 or 8 to execute a learning process (a learning permission flag and a control shift amount). However, for example, the engine ECU 6 and the ATECU 8 determine the operation of the engine 2 and the AT 4, respectively, and transmit the determination results to the manager ECU 10. The manager ECU 10 determines the target value of the behavior of the entire drive system. To determine the deviation from
The ECU to execute the learning process based on the deviation and the operation determination result on the engine ECU 6 and the ATECU 8 side.
Determines whether the ECU is the engine ECU 6, the ATECU 8, or the manager ECU 10 itself, and according to the determination result, the engine ECU 6 or the AT ECU
Information about the learning operation may be transmitted to the ECU 8.

Also, in the above embodiment, the manager EC has been described in order to briefly describe the vehicle integrated control system of the present invention.
U10 has been described as transmitting various commands to the engine ECU 6 and the ATECU 8;
And an ATECU 8, an electronic control unit for controlling a braking device provided on each wheel of the vehicle is provided by a manager ECU.
By connecting to the manager ECU 10, various information systems such as a navigation system may be connected to the manager ECU 10 by controlling the behavior of the entire vehicle including not only the vehicle drive system but also the braking system. By doing so, the manager ECU 10 acquires information such as the gradient and altitude of the road on which the vehicle is currently traveling from these information systems, and according to the information, the driving torque of the driving wheels and the braking torque applied to each wheel during braking are obtained. The vehicle drive system and the braking system may be integratedly controlled so as to be optimal.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of an entire power train control system according to an embodiment.

FIG. 2 shows each E constituting the power train control system.
FIG. 3 is an explanatory diagram showing control processing executed for vehicle control by a CU in functional blocks.

FIG. 3 is a flowchart illustrating a power train learning process executed by a manager ECU.

FIG. 4 is an explanatory diagram illustrating a traveling region divided in a power train learning process.

FIG. 5 is a flowchart illustrating a system / engine operation determination process executed as a part of the power train learning process.

FIG. 6 is a flowchart illustrating an engine operation determination process executed as a part of the system / engine operation determination process.

FIG. 7 is an explanatory diagram showing a map for setting a torque capacity coefficient.

FIG. 8 is an explanatory diagram showing an engine torque setting map.

FIG. 9 is an explanatory diagram showing the importance set for each traveling area shown in FIG. 4;

FIG. 10 is a flowchart illustrating an AT operation determination process executed as a part of the power train learning process.

FIG. 11 is a flowchart illustrating an engine learning process executed by the engine ECU.

FIG. 12 is a flowchart illustrating an AT learning process executed by the ATECU.

[Explanation of symbols]

2 ... engine, 4 ... AT, 6 ... engine ECU, 8 ... A
TECU, 10: Manager ECU, L: Communication line, 12
... Target axle torque setting unit, 14 ... Engine torque gear step distribution unit, 16 ... Target engine torque correction unit, 18 ... Target gear time setting unit, 22 ... Actuator command setting unit, 2
4: Solenoid command setting unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F16H 59:68 F16H 59:68 59:74 59:74 (72) Inventor Takehito Fujii Showa-cho, Kariya-shi, Aichi 1-1-1 in Denso Corporation (72) Inventor Yoshifumi Kato 1-1-1 Showa-cho, Kariya-shi, Aichi F-term in Denso Corporation (reference) 3G084 BA05 BA13 BA17 DA04 DA21 DA22 EB02 EB17 FA02 FA07 FA10 FA25 FA29 FA33 FA36 FA38 3J552 MA01 NA01 NB01 NB04 PA51 PA52 PB01 RA02 SA07 SB12 TA10 TA13 TB13 VA07Y VA32Z VA37Z VA39X VA39Y VA47Z VA48Z VA62Z VA74Y VA74Z VA76Y VA76Z VB01Z VB08Z VC01Z VC02Z VC03Z VC04Z VC05 VC06Z VC04Z VC04Z

Claims (17)

[Claims] 1. A plurality of component control units that respectively control a plurality of components of a vehicle according to a preset control program, and each component control unit controls the plurality of component control units. And a manager control unit for instructing the operation guideline of each component, respectively. The manager control unit learns, for each of the component control units, an internal constant of the control program. Outputs information related to an operation, and each of the component control units executes a learning operation of changing an internal constant of the control program according to information from the manager control unit so that control of the component is appropriate. Integrated vehicle control system. 2. The information output by the manager control unit is information for permitting or prohibiting the execution of the learning operation with respect to each of the component control units. 2. The vehicle integrated control system according to claim 1, wherein the learning operation is executed or stopped in accordance with permission or prohibition information of the learning operation from the vehicle. 3. The information output by the manager control unit includes information defining an amount of change allowed for the internal constant in each of the component control units, and each of the component control units determines the change allowable amount. The vehicle integrated control system according to claim 1 or 2, wherein the internal constant is changed based on prescribed information. 4. A plurality of component control units that respectively control a plurality of components of the vehicle according to a preset control program, and each of the plurality of component control units controls the plurality of component control units. And a manager control unit for instructing operation guidelines of the respective components, wherein the manager control unit determines whether the control of the respective components by the respective component control units is appropriate. And determining means for outputting information in accordance with the determination result, wherein each of the component control units controls the control program so that control of the component is appropriate in accordance with information from the determining means. A vehicle integrated control system comprising a learning unit for executing a learning operation for changing an internal constant. 5. The determination means determines whether control by each of the component control units is appropriate by comparing an operation guideline instructed to each of the component control units with the operation of each of the component components. The vehicle integrated control system according to claim 4, wherein 6. Each of the component control units includes an output unit that outputs information indicating a control state of the component to the manager control unit, and the determination unit is configured to output the information based on information from the output unit. The vehicle integrated control system according to claim 4 or 5, wherein it is determined whether control by each component control unit is appropriate. 7. The information output by the determining unit is information for permitting or prohibiting a learning operation of a learning unit of each of the component control units. The learning unit, in accordance with information from the determining unit, The vehicle integrated control system according to any one of claims 4 to 6, wherein the learning operation is performed or stopped. 8. The apparatus according to claim 7, wherein the determination unit outputs information for permitting the learning operation to a learning unit of the component control unit that has determined that the control is inappropriate. Vehicle integrated control system. 9. The method according to claim 7, wherein the determining unit outputs information for prohibiting the learning operation to a learning unit of the component control unit that has determined that the control is appropriate.
Or the vehicle integrated control system according to claim 8. 10. When the determination means determines that control by a component control unit other than the specific component control unit is inappropriate, the determination unit sends the learning control unit of the specific component control unit to the learning unit. The vehicle integrated control system according to any one of claims 7 to 9, wherein information for prohibiting a learning operation is output. 11. When the determination unit determines that control by a component control unit other than a specific component control unit is appropriate, the determination unit sends the learning unit of the specific component control unit to the learning unit. The vehicle integrated control system according to any one of claims 7 to 10, wherein information for permitting the operation is output. 12. The information output by the determination unit includes information defining a change permission amount when the learning unit of each component control unit changes the internal constant by the learning operation. The vehicle integrated control system according to any one of claims 4 to 11, wherein the learning unit of the control unit changes the internal constant according to information that defines the change permission amount. 13. The method according to claim 1, wherein the determining unit calculates the change permission amount for the learning unit of each of the component control units according to a deviation of the operation of each of the component from the operation guideline. Item 13. The vehicle integrated control system according to Item 12. 14. The manager control unit, in spite of the fact that the determination unit outputs information for causing the learning unit of the component control unit that has determined that the control is inappropriate to execute the learning operation, Output information changing means for changing information output by the determination means to the learning means of the component control section to information for stopping the learning operation when the control by the component control section is not properly executed; The vehicle integrated control system according to any one of claims 4 to 13, wherein: 15. The manager control unit, when the output information change unit changes information output by the determination unit to information for stopping the learning operation, a specific component control unit that is an output destination of the information. 15. The vehicle integrated control system according to claim 14, further comprising: a correction unit configured to correct an operation guideline issued to the control unit so that the control of the component by the component control unit is appropriate. 16. The manager control unit, wherein the determination unit outputs information for causing the learning unit of the component control unit that has determined that the control is inappropriate to execute the learning operation, An operation guideline restricting means for prohibiting the operation guideline output to the component control unit at that time when it is determined that the control by the component control unit is not appropriately executed; The vehicle integrated control system according to any one of claims 4 to 15, wherein: 17. The manager control unit and the plurality of component control units are each configured by an independent electronic control unit composed of a microcomputer, and a communication line capable of mutually transmitting data is provided between the control units. 17. The vehicle integrated control system according to claim 1, wherein the vehicle integrated control system is connected.