JP2002307983A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure control performance of a vehicle, which is dependent from capability of a general-purpose communication line for connecting respective component control parts in a system which performs cooperative control for a plurality of components mounted on the vehicle. SOLUTION: In this vehicle control system, an engage ECU 6 and an ATECU 7 which are necessary for the vehicle to run at least are directly connected separately from the ordinary information communication line L2 for connecting the respective ECUs, and an engine and AT dedicated line L1 is provided to transmit information of the engine ECU and the ATECU. Therefore, even when abnormalities occur in transmitting through the ordinary information communication line L2, the cooperative control for the engine ECU 6 and the ATECU 7 can be ensured, thus it is possible to ensure safety running of the vehicle, and safety of occupants in the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle control system for cooperatively controlling a plurality of components mounted on a vehicle, such as an engine, an automatic transmission, and a brake device.

[0002]

2. Description of the Related Art In a conventional vehicle control, when a plurality of control computers for controlling a plurality of components of a vehicle share information with each other to perform cooperative control, In general, a dedicated line is used to connect each control computer in a star shape.

On the other hand, in recent years, there has been a movement to generalize and share the components of a vehicle in both hardware and software.
The same applies to the communication lines connecting the control computers. For example, JP-A-10-243004
In this publication, a vehicle control system in which an in-vehicle electronic device performs data communication and distributed processing between devices using a distributed operating system is disclosed, and a configuration in which a vehicle-mounted control computer is connected by a common communication line is proposed. ing.

[0004] However, when the vehicle control is realized using such a general-purpose communication line, various restrictions occur. For example, when the respective control computers were connected to each other by a dedicated communication line, a communication line satisfying a required data transfer speed and a required data transmission amount and a format thereof could be selected. On the other hand, when a plurality of control computers are connected via a general-purpose communication line, it is necessary to realize necessary performance within the capability range of the general-purpose communication line.

[0005] In order to solve such a problem, a prior patent application (Japanese Patent Application No. 2000-225501) describes:
We have proposed technologies such as using a dedicated communication line for urgent and important information.However, in order to further ensure the control performance of the vehicle, a dedicated communication line is required according to the strength of the connection between the control computers. Is considered to be effective.

Specifically, in a vehicle, the connection between the drive source and the transmission is very strong, and the amount of information transmitted between the drive source control computer and the transmission control computer is limited by the other control computers. It is much more than that between. The shared information plays an important role not only in the case of performing the cooperative control but also in the control of the drive source and the transmission alone.

In this case, for example, when information cannot be supplied between the drive source and the transmission due to an abnormality in the general-purpose communication line, although the functions of the drive source and the transmission are normal, control of the vehicle is performed. Performance may be significantly reduced. The present invention has been made in view of such a problem, and in a system for cooperatively controlling a plurality of components mounted on a vehicle, the present invention relies on the capability of a general-purpose communication line connecting each component control unit. It is another object of the present invention to ensure the control performance of the vehicle.

[0008]

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

Further, aside from this general-purpose communication line, a dedicated communication line for directly connecting the power control unit as the component control unit and the shift control unit and enabling information transmission between the two control units is provided. Is provided. The “power control unit” here controls a driving force generation device mounted on a vehicle as the above-mentioned component. "Driving force generator"
May be a motor drive device that generates a driving force by electric power control, or may be an engine including an internal combustion engine. The "shift control unit" controls a transmission mounted on a vehicle as the above-mentioned component.

As described above, the connection between the power control unit and the shift control unit in a vehicle is very strong, and the amount of transmitted information is much larger than that between the other component control units. By providing a dedicated communication line separately from the communication line, the burden on the general-purpose communication line can be reduced.

Further, since the dedicated communication line is provided exclusively between the power control unit and the shift control unit, an optimum data transfer speed and data transmission amount for information transmission between the two control units are set. It is possible to maintain an efficient communication state. Further, even when the transmission state via the general-purpose communication line becomes abnormal for some reason, cooperative control between the power control unit and the shift control unit via the dedicated communication line can be ensured. In other words, the power control unit and the shift control unit are closely related, and it is considered that the control performance is significantly impaired when mutual information transmission is cut off. By ensuring the information transmission of the control unit, it is possible to guarantee the safe running of the vehicle and, consequently, the safety of the vehicle occupant.

Further, according to the present invention, a manager control unit, which is a control unit higher than each of the component control units, can communicate with each of the component control units via a general-purpose communication line. And the manager control unit may be configured to instruct the operation guidelines of each component controlled by each component control unit.

In this case, each component control unit controls each corresponding component based on the operation guide received from the manager control unit via the general-purpose communication line. According to such a configuration, when a part of a component is changed due to, for example, a change in specifications, it is only necessary to change the component control unit corresponding to the change. Further, at the time of system design, each component control unit may be individually designed, so that the development period can be shortened.

In constructing a system having such a manager control unit, not only when the general-purpose communication line itself is damaged, but also when the general-purpose communication line is normal but the manager control unit fails. It is considered that communication abnormality occurs between the power control unit and the transmission control unit. Therefore, when this configuration is adopted, the effect of the dedicated communication line of the present invention is remarkably exhibited.

In the above configuration, what kind of information is transmitted by each of the dedicated communication line and the general-purpose communication line is a problem. For example, in case of failure of the dedicated communication line, all information transmitted by the dedicated communication line is prepared. May be transmitted through a general-purpose communication line. However, this cannot reduce the load on the general-purpose communication line.

Therefore, in the vehicle control system according to the third aspect, the information transmitted by the power control unit to the component control units other than the shift control unit by the general-purpose communication line, and the shift control unit controls the power control unit. Information to be transmitted to the other component control units except for the above and information to be transmitted from each of the component control units except the power control unit and the shift control unit to other component control units (other than the own unit) are transmitted.

On the other hand, information transmitted by the power control unit to the shift control unit and information transmitted by the shift control unit to the shift control unit are transmitted by the dedicated communication line. That is, since there is information used by other component control units in the transmission information between the two control units, the information is also transmitted by the general-purpose communication line. For information that is not used, information transmission by the general-purpose communication line is not performed. With this configuration, the load on the general-purpose communication line can be reduced, and the information transmission efficiency can be increased by actively using the dedicated communication line.

In this case, the transmission information transmitted on the general-purpose communication line may overlap with the transmission information transmitted on the dedicated communication line. The transmission information may be transmitted on both the general-purpose communication line and the dedicated communication line.

Further, as described above, the vehicle control system issues an operation guideline to each of the component control units for controlling each of the components, and an operation guide to each of the component control units in order to bring the behavior of the entire vehicle into a target state. In the case of comprising a manager control unit for instructing, each of these control units 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 configured by a microcomputer. It may be realized by the operation of one control unit, and the other component control unit may be realized by the 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 one 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, there is a problem that not only the control unit for the changed component but also the control unit incorporated in the control unit must be changed together with the control unit.

For this reason, each control unit (manager control unit, each component control unit) constituting the vehicle control system is constituted by an independent electronic control unit comprising a microcomputer, respectively. Is preferred. However, as described above, when two specific component control units are closely related to control, these two component control units are configured as one electronic control unit, and the other component components are controlled. It may be configured independently of the control unit.

According to this configuration, for example, two component control units can be provided on the same wiring board. In this case, the dedicated communication line can be configured as a signal line provided on this wiring board. it can. For this reason, it is not necessary to take a complicated configuration in which these two component control units are connected to each other by a wire harness or the like.

In general, a plurality of electronic control units and a plurality of wiring cables for connecting the electronic control units are mounted in a vehicle, and a certain high frequency (electromagnetic wave) leaks from these electronic control units. For this reason, when these high frequencies are superimposed on the communication line, there is a possibility that a normal communication state is hindered. In particular,
As described above, when the dedicated communication line is configured as a signal line disposed on the substrate, the effect is expected to be large.

Therefore, as described in claim 7, it is preferable that the two specific component control units and the dedicated communication line are arranged in one casing for shielding electromagnetic waves. According to this configuration, it is possible to effectively prevent an external high frequency or the like from being superimposed on the dedicated communication line, and to ensure a normal communication state between the component control units.

[0025]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. [First Embodiment] FIG. 1 is a block diagram showing the configuration of the entire vehicle control system of the present embodiment.

The vehicle control system according to the present embodiment includes an engine 2 (driving force generator) and an automatic transmission (multi-stage transmission: hereinafter simply referred to as "AT") 4, which are components of a vehicle drive system.
And a system for integrally controlling the brake device 5 which is a component of the vehicle braking system. As a component control unit of the present invention, an engine ECU 6 (power control) for controlling the engine 2, the AT 4, and the brake device 5, respectively. Part), A
A manager that includes a TECU 7 (transmission control unit) and a brake ECU 8 (braking control unit), and instructs the engine ECU 6, the ATECU 7, and the brake ECU 8 to operate the engine 2, the AT 4, and the brake device 5 as the manager control unit of the present invention. An ECU 10 is provided.

Each of the ECUs 6, 7, 8, 10 includes an arithmetic processing unit 6a, 7a, 8a, 10
The electronic control units are configured independently of each other with respect to a. Each of these ECUs 6, 7, 8, 10 has:
Communication units 6b, 7b, 8b, and 10b connected to each other via a communication line (communication line) L for data communication are built in, and these communication units 6b, 7b, 8b, and 10b are respectively provided.
And data for vehicle control can be transmitted and received to and from each other via the communication line L.

The engine ECU 6, the ATECU 7, and the brake ECU 8 are for controlling the engine 2, the AT 4, and the brake device 5, respectively. Signal input / output sections 6c, 7c, 8c for outputting drive signals to various actuators provided in the engine 2, the AT 4, and the brake device 5 while taking in detection signals from various sensors for detecting the state of No. 5 are also incorporated. ing.

The signal input / output section 6c of the engine ECU 6 includes 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 unit 7c of the ATECU 7 includes a rotation speed sensor for detecting the rotation speed of the 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. Sensor switches such as a vehicle speed sensor for detecting a vehicle speed from rotation, an oil temperature sensor for detecting the temperature of hydraulic oil in the AT4, and a shift position switch for detecting an operation position (shift position) of a shift lever operated by a driver. Connected, shift solenoid for switching gears, line pressure solenoid for operating engagement force of shift clutch, lock for operating engagement force of lock-up clutch for engaging input / output shaft of torque converter Various actuators (solenoids) for AT control such as up-pressure solenoids
Is connected.

Further, a signal input / output unit 8c of the brake ECU 8 includes a master cylinder pressure sensor for detecting a hydraulic pressure of a master cylinder of the brake device 5, a steering sensor for detecting a steering angle of the vehicle, and a yaw rate sensor for detecting a yaw rate of the vehicle. Sensors and switches, such as a stop lamp switch for detecting a state of a stop lamp (in other words, a driver's brake operation) that is lit by a driver's brake operation, and generating a master cylinder hydraulic pressure. A brake actuator for performing brake control is connected.

A known radar sensor 9 (radar device) using ultrasonic waves, radio waves, lasers, infrared rays, etc., is installed in front of the vehicle so that the relative distance and direction of the object can be measured. It has become. Information from the radar sensor 9 is transmitted to the manager E via the communication line L '.
It is input to the communication unit of the CU 10.

The communication line L is connected to the engine ECU
AT that transmits information only between the ATC 6 and the ATECU 7
Dedicated line L1 (dedicated communication line) and engine ECU
6, a general information communication line L2 (general-purpose communication line) for transmitting information among the ECUs of the ATECU 7, the brake ECU 8, and the manager ECU 10.

The general information communication line L2 is connected to the engine EC.
All information that U6 transmits to other component control units except ATECU 7, all information that ATECU 7 transmits to other component control units except engine ECU 6, and brake EC
All information transmitted from U8 and the manager ECU 10 to other ECUs is transmitted.

Specifically, as shown in FIG. 6, the transmission information transmitted from the manager ECU 10 includes a required engine torque and a fuel cut request transmitted to the engine ECU 6, a requested gear ratio transmitted to the ATECU 7, and a required transmission ratio. There are a lockup state, a required braking torque transmitted to the brake ECU 8, manager failure (failure of the manager ECU 10) information transmitted to each ECU, and the like.

Also, the engine ECU 6 sends the manager E
The transmission information transmitted to the CU 10 includes the current engine speed, accelerator opening, fuel cut prohibition information, engine water temperature, engine fail information, and the like. Also, ATE
The transmission information transmitted from the CU 7 to the manager ECU 10 includes a current vehicle speed, a rapidly decelerating flag, a shift lever position, a shift execution flag, a turbine speed, an AT oil temperature, a target shift speed, a current shift speed, and an AT fail. There is information.

Further, the transmission information transmitted from the brake ECU 8 to the manager ECU 10 includes the current ON / OFF information of the brake switch, the depression amount of the brake pedal, the ABS, the traction operation information, the brake failure information, and the like. On the other hand, engine AT dedicated line L
1 transmits information transmitted from the engine ECU 6 to the ATECU 7 and information transmitted from the ATECU 7 to the ATECU 7.

Specifically, as shown in FIG. 7, the transmission information transmitted from the engine ECU 6 to the ATECU 7 includes a required engine torque, a current engine speed, an accelerator opening, a highest speed gear inhibition flag, a fuel cut There are a status flag, a fuel cut return rotation speed, a retard prohibition command, and the like.

The ATECU 7 to the engine ECU 6
The transmission information transmitted to the CPU includes a current vehicle speed, a position of a shift lever, a shift-in-progress flag, a lock-up rapid deceleration flag, a required retard amount, and the like. As described later, FIG.
In the transmission information shown in FIG. 7 and the transmission information shown in FIG. 7, any one of the engine AT dedicated line L1 and the general information communication line L2 may be used.
If there is an abnormality in the information from the engine AT, the information from the engine AT dedicated line L1 is used.

In each of the ECUs 6, 7, 8, and 10, the processing units 6a, 8a, and 10a respectively operate the engines 2, A in accordance with a control program stored in a memory in advance.
At T4, control processing (engine control processing, AT control processing, brake control processing, integrated control processing) for controlling the brake device 5 and the entire system is executed.

Next, control processing executed by each of the ECUs 6, 7, 8, and 10 will be described. Each control process has a hierarchical configuration as shown in FIGS.
FIG. 2 is a block diagram showing the control processing executed in the manager ECU 10 by functional blocks. As shown in the figure, the control processing by the manager ECU 10 has a three-layer structure.

First, the whole-vehicle operation determining section on the first level includes the engine ECU 6, the ATECU 7, and the brake E
Driver operation information such as depression of an accelerator pedal or a brake pedal, which is input from the CU 8 via the general information communication line L2, vehicle operation information such as vehicle speed and engine load,
A required longitudinal acceleration of the vehicle (hereinafter, also referred to as “required longitudinal acceleration”) is set according to traveling environment information indicating a positional relationship with the preceding vehicle input from the radar sensor 9 and the like.

That is, here, an ON / OF of an ACC switch for selecting whether or not to carry out so-called ACC (Adaptive Cruise Control) control for controlling the running of the vehicle according to the relationship with the preceding vehicle measured by the radar sensor 9.
The required longitudinal acceleration is set according to F.

Specifically, when the ACC switch is OFF, it is determined that the driver wants to run the vehicle by his own operation, and the accelerator pedal depression amount detected by the accelerator pedal opening sensor, or The required longitudinal acceleration is set according to the brake pedal depression amount detected by the brake stroke sensor.

On the other hand, when the operation amount of the accelerator pedal and the brake pedal is smaller than a predetermined value while the ACC switch is ON, it is determined that the driver wants to run by ACC control, and The required longitudinal acceleration is set according to the inter-vehicle distance to the preceding vehicle and the relative speed input from the sensor 9.

Further, when the ACC switch is ON,
If the operation amount of the accelerator pedal or the brake pedal is equal to or greater than a predetermined value, it is determined that the driver has also canceled traveling under the ACC control and wants to travel by his own operation. The longitudinal acceleration according to the accelerator pedal depression amount detected by the sensor or the brake pedal depression amount detected by the brake stroke sensor is set as the required longitudinal acceleration.

The driving / braking system operation determining section of the second hierarchy calculates wheel torque for realizing the required longitudinal acceleration set by the vehicle overall operation determining section, and drives for realizing the wheel torque. The system torque or the braking system torque is calculated as a required driving system torque and a required braking system torque as operation guidelines, respectively.

More specifically, the current running resistance is estimated based on the vehicle speed detected by the vehicle speed sensor, and the wheel torque for realizing the required longitudinal acceleration is calculated based on the running resistance. When the calculated wheel torque takes a positive value, the drive system torque is set, and when the wheel torque takes a negative value, the brake system torque is set.

The drive system operation guideline determining unit of the third hierarchy is used to determine the engine torque, the gear ratio, and the lock-up state (for realizing the required drive system torque determined by the drive system / brake system operation determiner). ON / OFF of lock-up mechanism
OFF) is calculated as a required engine torque, a required gear ratio, and a required lockup state as operation guidelines, respectively.

Specifically, based on the vehicle speed detected by the vehicle speed sensor and the required drive system torque, a required shift ratio and a required lockup state are set by referring to a predetermined shift map and lockup map. I do. Then, ATEC is calculated from the value obtained by dividing the required drive system torque by the required gear ratio.
A value obtained by subtracting an input torque adjustment amount (requested delay amount) described later input from U7 via the general information communication line L2 and dividing the result by a torque amplification ratio of a torque converter corresponding to a required lockup state is obtained. Set as required engine torque.

The required engine torque set in this way is transmitted to the engine ECU 6, the required engine torque, the required gear ratio, and the required lock-up state are transmitted to the ATECU 7, and the required braking torque is transmitted to the brake ECU 8
To each other via the general information communication line L2.

Next, control processing in the brake ECU 8 will be described. FIG. 5 is a block diagram showing the control processing executed in the brake ECU 8 by functional blocks. As shown in the figure, the control processing by the brake ECU 8 has a two-layer structure.

In the first-level brake overall operation determining unit,
When normal information is obtained via the general information communication line L2, the brake hydraulic pressure required for each wheel (four wheels) is set for the required braking torque, which is an output request from the manager ECU 10, On the other hand, when normal information is not obtained, each brake oil pressure is set according to the brake pedal depression amount. Then, it is converted into a command to a solenoid for adjusting the brake oil pressure.

Subsequently, the second-story wheel slip operation control section performs the operation of the antilock mechanism and the brake traction. Specifically, based on the wheel speed of each wheel,
When the lock or wheel spin of the running tire is detected, the brake hydraulic pressure is increased or decreased to prevent these.

Next, the control processing in the engine ECU 6 will be described with reference to the flowcharts of FIGS. 3, 8 and 9. FIG. 3 is a block diagram showing the control processing executed in engine ECU 6 by functional blocks. As shown in the figure, the control processing by the engine ECU 6 has a two-layer structure.

First, as shown in FIG. 8, the first-level engine overall operation determining unit determines whether or not normal information is obtained via the general information communication line L2 (S1).
10). At this time, if normal information is not obtained (S110: NO), the general information communication line L2 has lost its transmission function due to disconnection or the like, or the manager E
It is assumed that normal transmission information cannot be obtained due to the failure of the CU 10, and it is determined that the general information communication line has failed.

If it is determined that it is not a general information communication line failure (S110: YES), the manager EC
First, a target fuel amount in the cylinder is set based on the required engine torque from U10 (S120). The target in-cylinder fuel amount is obtained from a map based on the required engine torque and engine speed prepared in advance. In this map, the target cylinder fuel amount is set to 0, that is, a fuel cut state is set in a region where the required engine torque is small.

Subsequently, a target air-fuel ratio is set (S13).
0). This target air-fuel ratio is obtained from a map based on the engine speed and intake air amount prepared in advance. Then, the air amount in the cylinder is set by multiplying the fuel amount in the cylinder set at this time by the air-fuel ratio (S140).

Subsequently, a target ignition timing is set (S150). The target ignition timing is obtained from a map based on the engine speed and intake air amount prepared in advance. On the other hand, if it is determined in S110 that the received information is a general information communication line failure (S110: NO), first, the general information communication line failure reception data is set (S160). Specifically, first, the engine AT
The vehicle speed, the position of the shift lever, and the shift-in-progress flag are obtained via the dedicated line L1, and these are set as control information.

Subsequently, the required engine torque is set (S170). This required engine torque is obtained from a map based on the accelerator opening and the vehicle speed prepared in advance. After that, the target cylinder fuel amount, the target cylinder air amount, and the target ignition timing are set in the same manner as in the case where the general information communication line L2 is normal (S120 to S150).

In the operation determination unit in the intake pipe in the second hierarchy,
The operation in the intake pipe, that is, consideration of air delay and fuel adhesion in the intake pipe, a request for torque change from the ATECU 7 and determination of fuel cut according to the situation, etc., are made, and the target throttle opening and the injector are used. Of the target fuel injection amount and correction of the target ignition timing, and the engine ECU 6 controls the ATE via the engine AT dedicated line L1
The information to be transmitted to the CU 7 is set.

Hereinafter, specific processing will be described with reference to the flowchart of FIG. First, it is determined whether there is a sudden deceleration torque return request (S210). This rapid deceleration torque return request determines that there is a rapid deceleration torque return request if the rapid deceleration flag transmitted from the ATECU 7 is ON. Then, when it is determined that there is no sudden deceleration torque return request (S210: NO), the following processing is executed.

First, a fuel cut prohibition determination is executed (S
220). Specifically, when the engine coolant temperature is equal to or lower than the preset lower limit value of the fuel cut permission coolant temperature, the fuel cut prohibition flag is turned on.
FF. The lower limit of the fuel cut permission water temperature is set to a hysteresis so that the fuel cut permission / prohibition is not frequently switched due to the influence of noise superimposed on the transmission data of the engine water temperature.

Subsequently, a retard prohibition determination is made (S23).
0). Specifically, the current retard-permitted engine speed is calculated with reference to a map in which the retard-permitted engine speed is set according to the engine water temperature and the battery voltage. If the engine speed is equal to or more than the retard permission engine speed, the retard prohibition flag is turned off as the retard permission, and if the engine speed is less than the retard permission engine speed, the retard is prohibited and the retard prohibition flag is set. Turn ON. It should be noted that hysteresis is set for the retardation permitted engine speed so that the delay permission / prohibition is not frequently switched by the influence of noise superimposed on the transmission data of the engine speed.

Subsequently, the target ignition timing set in the first layer is corrected by subtracting the required retard amount transmitted from the ATECU 7 to set the target ignition timing again (S240). Note that this required retard amount is set to 0 when there is no retard request from the ATECU 7 and is set as the retard amount when there is a retard request.

Subsequently, the end of the neutral range is determined (S250). This determination is made based on shift lever information transmitted from the ATECU 7. And
If it is determined that such a change has occurred (S250:
YES), turns on the neutral end flag. On the other hand, if it is determined that there is no change (S260: NO), the neutral end flag is turned off.
(S270).

Then, when the neutral end flag is turned on in S260, it is subsequently determined whether or not a fuel cut is required (S280). At this time,
If the fuel cut prohibition flag is OFF and the engine speed is equal to or higher than the predetermined neutral fuel cut speed, the fuel cut is executed (S290).

This is because when the engine speed is shifted from the neutral range to the driving range while the engine speed is high, an abrupt decrease in the engine speed is caused, a severe shock is generated, and excessive force is applied to the AT4 to prevent the AT4 from being damaged. Therefore, when the engine speed is high, the fuel cut is executed. At this time, if it is determined that the fuel cut is to be performed, the target in-cylinder fuel amount is set to zero.

On the other hand, if there is a sudden deceleration torque return request in S210 (S210: YES), it is determined whether the target in-cylinder fuel amount set in the first level is 0 (S210).
If it is 0 (S300: YES), the target in-cylinder fuel amount at the time of torque return request is set as the target in-cylinder fuel amount (S310). Note that the target in-cylinder fuel amount at the time of the torque return request is set in advance so that the engine can be kept idling.

Thereafter, the same processing as described below is executed irrespective of the request for returning to the sudden deceleration torque. That is, first, a target throttle opening is set from the target cylinder air amount (S320). The target throttle opening is calculated using an inverse model of a map for obtaining the air amount in the cylinder from the throttle opening.

Next, a target fuel injection amount is calculated from the target cylinder fuel amount (S330). Specifically, the amount of change in the amount of fuel adhering to the intake pipe when fuel is injected by the injector, which is expressed by a map based on the amount of intake air and the engine coolant temperature, is calculated, and is added to the target cylinder fuel amount. Is the target fuel injection amount.

Next, transmission data to be transmitted via the engine AT dedicated line L1 is set. (S340). As described above, FIG.
The transmission data transmitted to the ATECU 7 via the T-dedicated line L1 is shown. At this stage, the highest speed stage prohibition flag, the fuel cut status flag, and the fuel cut return rotation speed are not set yet. , Set this.

Specifically, the preset maximum speed gear prohibition water temperature is compared with the current engine water temperature, and if the current engine water temperature is higher than the maximum speed gear prohibition water temperature, the maximum speed gear prohibition flag is turned off. Otherwise, it is turned ON. This processing is performed to maintain a relatively high engine speed by prohibiting the highest speed stage when the engine water temperature is low, that is, when the warm-up has not yet been completed, and to promote the warm-up. It should be noted that a hysteresis is set for the highest-speed-stage-prohibited water temperature so that the flag is not frequently switched due to noise or the like superimposed on the transmission data representing the engine water temperature.

The fuel cut status flag indicates the current fuel cut status. The fuel is not cut because the fuel cut is prohibited. The fuel cut is not prohibited but the fuel is not cut. This is for distinguishing the three states of cutting.

The fuel cut return rotation speed is an engine low rotation limit value at which fuel cut is performed during coasting, and a value obtained based on the engine water temperature is set. Next, the control processing in the ATECU 7 will be described based on the flowcharts of FIGS.

FIG. 4 is a block diagram showing the control processing executed in the ATECU 7 in functional blocks. As shown in the figure, the control processing by the ATECU 7 has a three-layer structure. First, the first-level AT overall operation determination unit sets an AT transmission torque, an AT setting shift speed, and a lockup state command according to various types of transmission information.

Specifically, first, the general information communication line L2
It is determined whether or not normal information has been obtained via (S410). At this time, if normal information is not obtained (S410: NO), it is determined that the general information communication line has failed. If it is determined that the general information communication line has not failed (S410: YES), the target shift speed is considered in accordance with the requested gear ratio input from the manager ECU 10 via the general information communication line L2, taking into account an acceptable gear position. Set the column.

First, it is determined whether or not a shift is being executed, and a shift in progress flag is set (S420). Specifically, the elapsed time from the shift start timing is equal to or longer than the shift required time preset for each type of shift, and the ratio between the turbine speed and the vehicle speed is set to the gear ratio after the end of the shift. If the shift has been reached, it is determined that the shift is not being executed, and the shift executing flag is turned off. Otherwise, it is determined that the shift is being executed, and the shift execution flag is turned ON.

Subsequently, the target shift speed is set. The processing here is a combination of a plurality of conditional branches, and details thereof are omitted. However, basically, when a shift is not currently being executed, the requested gear ratio is set as the target gear ratio, and the current gear shift is currently being executed. In this case, the target gear is set in consideration of an acceptable gear set in advance for each type of gear shift (from what speed to what gear) according to the elapsed time after the start of the gear shift and the progress of the gear shift. Set the gear position.

Subsequently, a lock-up state command is set according to the requested lock-up state from the manager ECU 10. In this lock-up state command, as in the case of the above-described shift, even if the required lock-up state is a request to turn on the lock-up mechanism, the lock-up mechanism may not be able to be turned on depending on the situation. ON / OFF of lock-up state in consideration of
Set.

First, it is determined whether or not the lock-up is ON and the vehicle is rapidly decelerating, and a lock-up rapid deceleration flag is set (S440). This is because when the vehicle speed change amount obtained by filtering the difference between the vehicle speed at the previous calculation timing and the current vehicle speed is larger than the sudden deceleration determination threshold value set in advance according to the engine speed, the vehicle is suddenly decelerated. And turns on the lock-up rapid deceleration flag, otherwise turns off the flag.

Subsequently, a lock-up state command is set (S450). The processing here is a combination of a plurality of conditional branches and will not be described in detail. However, it is necessary to turn off the lock-up mechanism in the case of the above-described rapid deceleration during lock-up or during a gear shift to prevent a shock. Therefore, even if the required lock-up state is a request to turn on the lock-up mechanism, if a new shift is to be executed or the gear is currently being shifted, the lock-up state command is set to the lock-up state OFF. Otherwise, the lock-up state command is set to the lock-up state ON.

Subsequently, the AT transmission torque is set (S4).
60). Since the magnitude of the torque transmitted by the multi-stage transmission is determined by the engine torque, the lockup state, and the gear ratio, the AT transmission torque is set based on these. More specifically, the required engine torque is multiplied by a torque amplification ratio of the torque converter corresponding to the lock-up state and a speed ratio corresponding to the AT set shift speed to A.
Set as T transmission torque. Note that the torque amplification ratio of the torque converter is set in advance based on the speed ratio between the input and output of the torque converter.

As will be described later, the actual engine torque may be set to a value lower than the required engine torque by giving a retard command to the engine during gear shifting. Do not consider. On the other hand, when it is determined in S410 that it is a general information communication line failure (S410: NO), first, reception data setting at the time of general information communication line failure is performed (S470).

Specifically, the engine speed, the accelerator opening, the fuel cut return speed, and the estimated engine torque transmitted from the engine ECU 6 via the engine AT dedicated line L1 are set. Subsequently, the required gear ratio is set (S480). This required gear ratio is obtained from a map based on the accelerator opening and the vehicle speed prepared in advance.

Subsequently, a request lock-up state is set (S490). The required lock-up state is set to one of an acceleration lock-up state, a deceleration lock-up state, and a lock-up release state using a map based on an accelerator opening and a vehicle speed prepared in advance.

Thereafter, the target shift speed, the lock-up state command, and the AT transmission torque are set by the same processing as when the general information communication line L2 is normal (S420).
To S460). The second-level hydraulic mechanism overall operation determination unit sets the line pressure command and the shift solenoid command, which are the source pressures of the AT control, based on the result of the first level.

The specific processing will be described with reference to the flowchart of FIG. First, a shift solenoid command is set (S510). The shift speed of the AT is set by switching the clutch to which the hydraulic pressure is supplied by ON / OFF of the shift solenoid.
ON / O of shift solenoid to achieve set gear
Set the FF command.

Next, a line pressure command is set (S52).
0). Since the torque that can be transmitted by the AT is determined by the magnitude of the line pressure, a line pressure command that ensures transmission of the AT transmission torque is set. Specifically, an AT set in advance for each shift speed so that each clutch inside the AT 4 does not slip.
It is described in a line pressure command map corresponding to the transmission torque, and is calculated with reference to this.

In the subsequent third-level lock-up operation determining section, calculation of a control amount in lock-up processing is performed, and in the shift operation determining section, calculation of a control amount in shift control is performed. The lock-up operation determining unit instructs the lock-up clutch pressure to gradually switch the lock-up state so that no shock occurs in the vehicle when the lock-up state command is switched. Specifically, the maximum value and the minimum value of the engagement pressure of the lock-up clutch are set in advance. If the lock-up pressure command is the maximum value, the lock-up ON state is set. If the lock-up pressure command is the minimum value, the lock-up OFF state is set. .

The specific processing will be described with reference to the flowchart of FIG. First, it is determined whether or not the command is an acceleration lockup state or a deceleration lockup state in order to distribute the processing according to the lockup state command (S610). Then, in the case of the acceleration lockup state or the deceleration lockup state, it is determined whether or not the lockup pressure command is the maximum value (S620).

When the lock-up pressure command is smaller than the maximum value, the lock-up pressure command value is added with the lock-up pressure addition amount, and the value guarded by the maximum lock-up pressure command is used as the lock-up pressure command. Set (S6
30). On the other hand, when the lockup state command is the lockup release state (S610: NO), it is determined whether or not the lockup pressure command is the minimum value (S660).

If the lock-up pressure command is larger than the minimum value, the lock-up pressure command value is added with the lock-up pressure subtraction amount, and a value guarded by the minimum lock-up pressure command is used as the lock-up pressure command. Set (S6
70). The lock-up pressure addition amount and the lock-up pressure subtraction amount are set in advance in consideration of the shock of the vehicle and the like.

Next, a shift process executed by the shift operation determining section will be described. Here, a clutch pressure command and a required retard amount for preventing abnormal shift shock and clutch burnout during shifting are calculated. First, a clutch pressure command is set (S640). This clutch pressure command is based on vehicle speed, AT
The calculation is performed by referring to a map set in advance according to the transmission torque, the shift progress status, and the retard permission flag. The details of the calculation of the clutch pressure command will be omitted, but
The basic idea is that the time required for shifting is long from the viewpoint of reducing shift shock and short from the viewpoint of preventing clutch burnout. Set the command.

Next, the required retard amount is set (S65).
0). When the retard prohibition flag transmitted from the engine ECU 6 is ON, the required retard amount is set to zero. On the other hand, when the retard inhibition flag is OFF, the AT transmission torque,
The required retard amount is calculated in advance according to the vehicle speed, the type of shift, and the progress of the shift.

The details of the setting of the required retardation amount will not be described, but the basic concept is that in the region where the vehicle speed is high or the engine torque is large, from the viewpoints of both shift shock and clutch burnout prevention. In some cases, shifting within the allowable range cannot be realized only by setting the clutch pressure. Therefore, the engine torque is reduced only for a short period of time during shifting so that the shifting is within the allowable range in terms of both shift shock and clutch burnout prevention. .

As described above, in the vehicle control system according to the embodiment of the present invention, the general information communication line L
Apart from the above, an engine AT dedicated line L1 is provided which directly connects the engine ECU 6 and the ATECU 7 which are particularly closely connected to each other in the vehicle, and enables transmission of such information.

Therefore, even if the transmission state via the general information communication line L2 becomes abnormal, these engines E
Cooperative control between the CU 6 and the ATECU 7 can be ensured, and the safe running of the vehicle and, consequently, the safety of the vehicle occupants can be guaranteed. [Second Embodiment] Next, a second embodiment of the present invention will be described with reference to FIG.

The vehicle control system according to the present embodiment includes the first
The engine ECU 6 and the ATECU 7 in the embodiment are stored in the engine AT integrated ECU 206 separately for the engine control unit 6 'and the AT control unit 7'. The engine control unit 6 'and the AT control unit 7' are mounted on the same board, and the engine AT dedicated line L1 is configured as a signal line provided on the board, and has the same casing for electromagnetic wave shielding. Housed in the body.

For this reason, external high-frequency waves and the like cause engine AT
Superimposition on the dedicated line L1 can be effectively prevented, and a normal communication state between the engine control unit 6 'and the AT control unit 7' can be ensured. The configuration other than the above is the same as that of the first embodiment, and the description thereof is omitted.

The embodiments of the present invention have been described above. However, the embodiments of the present invention are not limited to the above-described embodiments, and may take various forms within the technical scope of the present invention. Needless to say. For example, in the above-described embodiment, in order to briefly describe the vehicle control system of the present invention, the engine 2, the AT,
4 and the system for integrally controlling the brake device 5 have been described as an example.
T).

Further, it goes without saying that the present invention can be applied to a system for integrally controlling auxiliary equipment such as an air conditioner and other various components in the same manner.

[Brief description of the drawings]

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

FIG. 2 is an explanatory diagram showing control processing executed by a manager ECU for vehicle control in functional blocks.

FIG. 3 is an explanatory diagram showing a control process executed by the engine ECU for vehicle control in a functional block.

FIG. 4 is an explanatory diagram showing, in functional blocks, control processing executed by the ATECU for vehicle control.

FIG. 5 is an explanatory diagram showing, in functional blocks, control processing executed for vehicle control by a brake ECU.

FIG. 6 is an explanatory diagram showing contents of data transmitted from each ECU via a general information communication line.

FIG. 7 is an explanatory diagram showing contents of data transmitted between an engine ECU and an ATECU via a dedicated line for an engine AT.

FIG. 8 is a flowchart showing a control process executed by an engine ECU.

FIG. 9 is a flowchart illustrating a control process executed by an engine ECU.

FIG. 10 is a flowchart showing a control process executed by the ATECU.

FIG. 11 is a flowchart showing a control process executed by the ATECU.

FIG. 12 is a flowchart illustrating a control process executed by the ATECU.

FIG. 13 is a block diagram illustrating a configuration of an entire vehicle control system according to a second embodiment.

[Explanation of symbols]

2 ... Engine, 4 ... AT, 5 ... Brake device, 6 ... Engine ECU, 7 ... ATEC
U, 8: brake ECU, 10: manager ECU, L1: engine AT dedicated line, L2
..General information communication lines

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/00 F02D 29/00 H 29/02 29/02 K F16H 63/40 F16H 63/40 H04L 12 / 28 100 H04L 12/28 100A (72) Inventor Noboru Miyamoto 1-1-1, Showa-cho, Kariya-shi, Aichi F-term in DENSO Corporation (Reference) 3D041 AA69 AA71 AB01 AC01 AC09 AC15 AC30 AD02 AD04 AD05 AD14 AD23 AD31 AD46 AE04 AE07 AE09 AE32 AE37 AE39 AF09 3G093 AA05 BA04 CA12 DA01 DA05 DA06 DA07 DA09 DA11 DB05 DB11 DB15 DB16 DB17 EA05 EA09 EA13 EB03 EC01 FA00 3J552 MA01 MA12 NA01 NB01 PB01 QC02 UA06 UA07 VA32 5

Claims (6)

[Claims] 1. A plurality of component control units for controlling a plurality of components of a vehicle according to a preset control program, and the plurality of component control units are connected to each other. And a general-purpose communication line that enables information transmission between the components, wherein each component control unit refers to transmission information received from another component control unit, thereby cooperatively controlling each component. A power control unit that controls a driving force generator mounted on a vehicle as the component, and a transmission mounted on the vehicle as the component, as the component control unit And a dedicated communication line for directly connecting the power control unit and the shift control unit and enabling information transmission between the two control units. Vehicle control system to be. 2. The vehicle control system according to claim 1, further comprising: a communication unit configured to communicate with the plurality of component control units via the general-purpose communication line. A manager control unit for instructing each of the operation guidelines of each of the components controlled by the component control unit, wherein each of the component control units responds to the operation guidelines received from the manager control unit via the general-purpose communication line. A vehicle control system for controlling corresponding components on the basis of the respective components. 3. The general-purpose communication line includes, as the transmission information, information transmitted by the power control unit to another component control unit except the shift control unit; and the transmission control unit excludes the power control unit. Information to be transmitted to another component control unit, and information to be transmitted to another component control unit from each of the component control units except the power control unit and the shift control unit. The dedicated communication line transmits, as the transmission information, information transmitted by the power control unit to the shift control unit, and information transmitted by the shift control unit to the shift control unit. The vehicle control system according to claim 1. 4. When there is overlapping information between transmission information transmitted on the general-purpose communication line and transmission information transmitted on the dedicated communication line, the general-purpose communication line and the dedicated communication The vehicle control system according to claim 3, wherein the transmission information is transmitted on both lines. 5. The vehicle control system according to claim 1, wherein each of the control units is configured by an independent electronic control unit including a microcomputer. 6. The power control unit according to claim 1, wherein the power control unit, the shift control unit, and the dedicated communication line are arranged in one casing for shielding electromagnetic waves. Vehicle control system.