JP2017121842A - Control system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle which can easily operate control parts included in the system while making them interlocked with one another, and is improved in the versatility of the control parts included in the system.SOLUTION: A domain control part collects service information from an apparatus control part, selects a usable control function and a non-usable control function on the basis of the service information, and imparts a control command corresponding to the usable control function to the apparatus control part. As above, related to the interlocking of the domain control part and the apparatus control part, since a form of the interlocking is decided by using the service information which is possessed by the apparatus control part, both the domain control part and the apparatus control part can be extremely easily interlocked with each other, and operated. Furthermore, since the domain control part selects the usable control part function and the non-usable control function on the basis of the collected service information, even if a function of the apparatus control part is varied, the domain control part becomes adaptable without being changed, and the versatility of the domain control part can be enhanced.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle control system that controls a plurality of in-vehicle devices mounted on a vehicle.

  For example, Patent Document 1 discloses the authenticity of each ECU and software so that each ECU storing a regular version of a control program operates normally with a single function and a cooperative function through an in-vehicle network. An in-vehicle network system including a configuration management server for managing the configuration information is disclosed.

  In this in-vehicle network system, a network registration device is connected to the in-vehicle network. Then, the configuration management server authenticates the network registration device, and when it becomes clear that the device is a legitimate terminal, distributes the configuration certification key to the target ECU that is to participate in the in-vehicle network via the network registration device. To do.

JP 2013-17140 A

  The procedure for distributing the configuration certification key from the configuration management server to the target ECU via the network registration device for each target ECU to be joined to the in-vehicle network, as in the in-vehicle network system of Patent Document 1 described above. When stepping on, the workload increases as the number of target ECUs to participate in the in-vehicle network increases.

  Further, when the type of vehicle-mounted device and the presence / absence of mounting change depending on the vehicle type and grade of the vehicle on which the vehicle-mounted network system of Patent Document 1 is mounted, the configuration and software of the ECU are changed according to the change. Become. In that case, the system of Patent Document 1 requires a dedicated ECU or software every time the configuration or software of the ECU is changed, and the versatility of the ECU is poor.

  The present invention has been made in view of the above-described points, and can easily operate the control units included in the system in cooperation with each other, and further improve the versatility of the control units included in the system. An object of the present invention is to provide a vehicle control system.

In order to achieve the above object, a vehicle control system according to the present invention comprises:
A plurality of in-vehicle devices (31 to 37) mounted on a vehicle,
This vehicle control system is hierarchized into a device control unit (24-30) for controlling a plurality of in-vehicle devices and a domain control unit (21-23) that controls the control of the device control unit.
At least the device control unit has, as configuration information, service information that can be provided by its own control function and specific information for specifying a domain control unit that uses the control function represented by the service information. And
The domain control unit collects service information from the device control unit using the specific information, selects a control function that can be used and a control function that cannot be used based on the service information, and uses the control function as a control function that can be used. A corresponding control instruction is given to the device control unit.

  In the vehicle control system according to the present invention, the device control unit and the domain control unit are hierarchized, and the device control unit located on the lower layer side includes, as configuration information, service information that can be provided by its own control function, Specific information for specifying a domain control unit that uses the control function represented by the service information.

  The domain control unit collects service information from the device control unit, selects a control function that can be used and a control function that cannot be used based on the service information, and issues a control instruction according to the control function that can be used. It is comprised so that it may give to an apparatus control part. Thereby, the domain control unit can give a control instruction that matches the control function of the device control unit. In other words, since the mode is determined using the service information held by the device control unit for the cooperation between the domain control unit and the device control unit, the two can be operated in a very simple manner. become. Furthermore, since the domain control unit selects the control function that can be used and the control function that cannot be used based on the collected service information, in principle, even if the function of the device control unit changes, the domain control unit This makes it possible to cope without changing, and the versatility of the domain control unit can be enhanced.

  The reference numerals in the parentheses merely show an example of a correspondence relationship with a specific configuration in an embodiment described later in order to facilitate understanding of the present invention, and are intended to limit the scope of the present invention. Not intended.

  Further, the technical features described in the claims of the claims other than the features described above will become apparent from the description of embodiments and the accompanying drawings described later.

It is the functional block diagram which showed an example of the various functions which the control system for vehicles has. It is the figure which showed the hierarchical internal logical structure in ECU in which an integrated control part, a domain control part, an apparatus control part, and an apparatus control part are mounted. It is the figure which showed an example of each state setting of the pointer | guide layer of an integrated control part, a restriction | limiting layer, and a system operation layer. It is the figure which showed an example of each state setting of the pointer | guide layer of an energy domain control part, a restriction | limiting layer, a system operation layer, and an apparatus behavior layer. It is the figure which showed an example of each state setting of the pointer | guide layer of an MG control part, a restriction | limiting layer, a system operation layer, and an apparatus behavior layer. It is the figure which showed an example of each state setting of the restrictions layer of the ECU by which MG control part is mounted, a system operation layer, and an apparatus behavior layer. It is the figure which showed an example of the state which can be set in each layer of ECU in which the integrated control part, energy domain control part, MG control part, and MG control part of a control system are mounted in a certain timing. It is the block diagram which showed the energy domain control part 21, and the EMS control part 24, the MG control part 25, and the battery control part 26 which are the equipment control parts provided in the lower layer side, Comprising: The technical feature of this embodiment It is explanatory drawing for demonstrating. It is the flowchart which showed the processing content by the side of the apparatus control part in the transmission / reception process of the service information between a domain control part and an apparatus control part. FIG. 10 is a flowchart illustrating processing contents performed on the domain control unit side in correspondence with processing on the device control unit side of the flowchart of FIG. 9. FIG.

  An embodiment of a vehicle control system according to the present invention will be described with reference to the drawings. In the embodiment described below, an example in which the vehicle control system according to the present invention is applied to various in-vehicle devices mounted on a hybrid vehicle having an engine and an electric motor as a driving drive source of the vehicle will be described. . However, the vehicle control system according to the present invention is not only applied to control of in-vehicle devices in a hybrid vehicle, but also for control of various in-vehicle devices of a normal vehicle having only an engine and an electric vehicle having only an electric motor. May be applied. In addition, for the sake of convenience, the description is divided into domains. However, since this domain division is closely related to the control structure of the control system, it is not always necessary to perform the same domain division as the example described below. Domain separation is sufficient.

  FIG. 1 is a functional block diagram illustrating an example of various functions of the vehicle control system 10 for various vehicle-mounted devices in the hybrid vehicle described above. However, FIG. 1 does not show all the functions of the vehicle control system 10. This is because, for convenience of explanation, FIG. 1 shows only an example of the configuration necessary for explaining the characteristics of the vehicle control system 10 according to the present embodiment.

  In FIG. 1, the vehicle control system 10 functions to control an engine 31, a motor generator (MG) 32, a high voltage battery 33, an air conditioner 34, a seat heater 35, a brake device 36, and a steering device 37 as in-vehicle devices. Have As described above, the vehicle control system 10 may further have a function for controlling other in-vehicle devices such as transmissions, suspensions, and vehicle interior lighting.

  As shown in FIG. 1, in the vehicle control system 10, functions for controlling various in-vehicle devices 31 to 37 are divided into a plurality of logical blocks (functional blocks) 20 to 30 in advance, and the plurality of logical blocks 20. It is comprised by prescribing | regulating the connection relationship between ~ 30. That is, the logical structure for controlling the various vehicle-mounted devices 31 to 37 in the vehicle control system 10 is defined by the logical blocks 20 to 30 and the connection relationship between the logical blocks 20 to 30. And the control system 10 for vehicles controls various vehicle equipment 31-37, when several logic blocks 20-30 operate | move in cooperation according to the defined connection relation.

  The vehicle control system 10 according to the present embodiment is divided into a plurality of domains according to the roles (functions) of the in-vehicle devices 31 to 37, and controls the in-vehicle devices 31 to 37 in the respective domains. Device control units 24 to 30 and domain control units 21 to 23 that supervise the device control units 24 to 30.

  Specifically, in the example shown in FIG. 1, the engine 31 and the MG 32 play a role of accelerating or decelerating the vehicle or applying power for keeping the speed constant to the vehicle. Further, the high voltage battery 33a plays a role of supplying drive power to the MG 32 and storing the power generated by the MG 32. For this reason, these in-vehicle devices 31 to 33 are classified into energy domains as those relating to the running energy of the vehicle. In this energy domain, an engine control unit (EMS control unit) 24 that controls the engine 31, an MG control unit 25 that controls the MG 32, and a battery control unit 26 that controls the high-voltage battery 33 a are provided as device control units. . Furthermore, an energy domain control unit 21 is provided as a domain control unit that controls the EMS control unit 24, the MG control unit 25, and the battery control unit 26.

  In addition, since the air conditioner 34 and the seat heater 35 that perform air conditioning in the passenger compartment play a role of adjusting the environment in the passenger compartment, the in-vehicle devices 34 and 35 are classified into body domains. In this body domain, an air conditioner control unit 27 that controls the air conditioner device 34 and a seat heater control unit 28 that controls the seat heater 35 are provided as device control units, and a body domain control unit 22 is provided as a domain control unit. ing. Furthermore, since the brake device 36 and the steering device 37 play a role of stabilizing the behavior of the vehicle and determining the traveling direction of the vehicle, the in-vehicle devices 36 and 37 are classified into motion domains. In this motion domain, a brake control unit 29 that controls the brake device 36 and a steering control unit 30 that controls the steering device 37 are provided as device control units, and a motion domain control unit 23 is provided as the domain control unit. Yes.

  Furthermore, the vehicle control system 10 includes an integrated control unit 20 for coordinating and coordinating the control performed by the domain control units 21 to 23 described above. The integrated control unit 20 is responsible for control that cooperates between domains, and does not necessarily exist independently, but may be integrated with a highly tight domain control unit.

  The vehicle control system 10 is actually embodied by mounting each of the logic blocks 20 to 30 as a program or database in an electronic control unit (ECU). At this time, as long as the connection relationship (vertical relationship) between the logic blocks 20 to 30 can be maintained, the number of electronic control devices on which the logic blocks 20 to 30 are mounted is arbitrary. However, it is preferable to change the electronic control device in which the logic blocks 20 to 30 are mounted at least for each domain.

  Next, various functions of the vehicle control system 10 exemplified as the logic blocks 20 to 30 in FIG. 1 will be described in detail.

  Various information necessary for each logic block 20-30 to perform a given function is input to the vehicle control system 10. For example, various sensors (not shown) detect various operation parts (accelerator pedal, brake pedal, shift lever, steering wheel, etc.) operated by the driver for driving the hybrid vehicle, and the operation detection signal Is input to the vehicle control system 10. In addition, the operation from a sensor that detects the running state of the vehicle (for example, speed, acceleration, yaw rate, etc.) and the operating state of various in-vehicle devices (for example, engine speed, motor speed, brake oil pressure, steering angle, etc.). The detection signal is also input to the vehicle control system 10.

  In addition, a signal from a mode switch for selecting a traveling mode of the vehicle from a sports mode, an eco mode, and a normal mode, and a signal from an operation switch for operating an in-vehicle device such as an air conditioner 34 are also used for a vehicle. Input to the control system 10.

  Furthermore, the vehicle control system 10 according to the present embodiment recognizes, for example, semi-automatic driving such as adaptive cruise control and lane keep assist control, and the situation of the surroundings of the vehicle with a camera, etc. While avoiding the vehicle, it is possible to perform a fully automatic operation for causing the vehicle to reach the destination based on the map data. Therefore, a selection switch for automatic operation and manual operation is provided, and a signal from the selection switch is also input to the vehicle control system 10.

  The various signals described above are given to the integrated control unit 20 and the domain control units 21 to 23 of the vehicle control system 10. For example, the energy domain control unit 21 is provided with an operation detection signal for detecting an operation state of the engine 31 and the MG 32 in addition to an operation detection signal for an accelerator pedal and a shift lever. And the energy domain control part 21 calculates the required drive torque as the whole vehicle for accelerating a vehicle or maintaining a vehicle speed based on these operation detection signals and motion detection signals. Then, the energy domain control unit 21 calculates the drive torque that the engine 31 and the MG 32 should share from the necessary drive torque of the entire vehicle, and outputs the drive torque to the EMS control unit 24 and the MG control unit 25. In addition, the energy domain control unit 21 determines the amount of regenerative power that the MG 32 should generate when the vehicle is decelerating and the like, and outputs it to the MG control unit 25. At this time, the energy domain control unit 21 instructs the motion domain control unit 23 to generate the insufficient braking torque when the necessary braking torque cannot be obtained by the regenerative braking by the MG 32. Then, the motion domain control unit 23 operates the brake device 36 via the brake control unit 29 to generate insufficient braking torque. Note that such cooperative control between the regenerative brake and the mechanical brake may be commanded by the integrated control unit 20.

  The EMS control unit 24 outputs a control signal necessary for achieving the target engine torque output from the energy domain control unit 21 to the engine 31. More specifically, the EMS control unit 24 inputs sensor signals from various sensors (rotation speed, temperature, air flow rate, etc.) that detect the operating state of the engine 31. Then, the current generated torque is calculated from the engine operating state grasped from the sensor signal. And the EMS control part 24 calculates the engine driving | running state for increasing / decreasing the torque of the difference with a target engine torque. The EMS control unit 24 calculates the fuel injection amount, the fuel injection timing, and the ignition timing for achieving the calculated engine operating state, and outputs an injection control signal and an ignition control signal corresponding to these to the engine 31.

  The MG control unit 25 also outputs a control signal for realizing the target MG torque output from the energy domain control unit 21 to the MG 32. For example, when the engine torque is assisted by the driving torque generated by the MG 32, the MG control unit 25 controls the energization current to each stator coil of the MG 32 by, for example, vector control so that the MG 32 generates the target MG torque. Further, during regenerative braking, the MG control unit 25 controls the inverter of the MG 32 so that the regenerative power amount determined by the energy domain control unit 21 is obtained.

  The battery control unit 26 performs an equalization process on the high voltage battery 33a composed of a plurality of cells so that the charge amount of each cell is uniform, calculates the charge rate (SOC) of the high voltage battery 33a, The temperature of the high-voltage battery 33a is managed using a cooling fan that is not used.

  The high voltage battery 33a can be charged by an external charging facility. When the high voltage battery 33a is charged by the external charging facility, the battery control unit 26 prevents the high voltage battery 33a from entering an overcharged state. The state of charge of the high-voltage battery 33 is monitored, and charge stop processing and the like are executed as necessary.

  The body domain control unit 22 includes a main switch signal for the vehicle, an operation signal for the air conditioner 34, an operation signal for the seat heater 35, an occupant detection signal, a temperature detection signal inside and outside the vehicle, a detection signal for solar radiation, a seat detection signal, A temperature detection signal or the like is given. When an occupant is in the vehicle and an operation signal for the air conditioner 34, the seat heater 35, or the like is detected, the vehicle interior environment is determined based on the operation signal or various detection signals. A target signal indicating a target state when controlling the air conditioner device 34, the seat heater 35, and the like is generated and output to the air conditioner control unit 27 and the seat heater control unit 28 in order to match the environment instructed by.

  The air conditioner control unit 27 controls the number of rotations of the fan of the air conditioner 34 and the opening degree of the air mix door based on the target signal from the body domain control unit 22, so that the temperature in the vehicle interior approaches the target state. And control humidity. Further, the seat heater control unit 28 controls the seat temperature by controlling the energization current to the heater 35 built in the seat based on the target signal from the body domain control unit 22.

  The motion domain control unit 23 is provided with a detection signal for detecting a situation around the vehicle, in addition to a signal from a selection switch for automatic driving and manual driving. When the automatic driving is selected, the motion domain control unit 23 adjusts the speed and controls the traveling direction according to the detected situation around the vehicle, and the brake control unit 29 and the steering control unit 30. Output a control signal. Furthermore, when adjusting the speed, the motion domain control unit 23 gives information on the speed adjustment to the energy domain control unit 21 to instruct the adjustment of the driving force generated in the vehicle. In this way, the motion domain control unit 23 links brake control, engine control, and motor control as necessary. Further, when manual driving is selected, the motion domain control unit 23 outputs a control signal to the brake control unit 29 and the steering control unit 30 so that steering and braking are performed in accordance with the driving operation of the vehicle in principle. .

  The brake control unit 29 controls the operation of the brake device 36 according to the control signal output from the motion domain control unit 23. The steering control unit 30 also controls the operation of the steering device 37 according to the control signal output from the motion domain control unit 23.

  Here, an example of the internal logical structure of the integrated control unit 20, the domain control units 21 to 23, and the device control units 24 to 30 will be described. In the following, an example in which the vehicle is automatically driven by the control system 10 will be described.

  FIG. 2 shows a hierarchical internal logical structure in each ECU in which the integrated control unit 20, the domain control units 21 to 23, the device control units 24 to 30, and the device control units 24 to 30 are mounted. As shown in FIGS. 2 and 3, the integrated control unit 20 is hierarchized into three layers: a pointer layer 20a, a constraint layer 20b, and a system operation layer 20c. The reason why the device behavior layer is not provided in the integrated control unit 20 is that an in-vehicle device that is directly responsible for the execution of control by the integrated control unit 20 is not assigned to the integrated control unit 20. If such an in-vehicle device is assigned to the integrated control unit 20, the integrated control unit 20 has the device behavior layer 20d, and generates a control signal to be output to the in-vehicle device in the device behavior layer 20d.

  FIG. 3 shows an example of state settings of the pointer layer 20a, the constraint layer 20b, and the system operation layer 20c of the integrated control unit 20. First, in the pointer layer 20a, a plurality of control guidelines are determined in advance as control guidelines for the entire control system, and one control guideline is selected from the plurality of control guidelines to set the control guidelines for the entire control system. To do.

  In the example shown in FIG. 3, “comfort priority”, “fuel consumption priority”, and “travel priority” are predetermined as control guidelines of the integrated control unit 20. The pointer layer 20a selects one of the control pointers based on, for example, a signal from a switch for selecting a vehicle travel mode (sport mode, eco mode, or normal mode). When the sport mode is selected, the control pointer is “running priority”, when the eco mode is selected, the control pointer is “fuel efficiency priority”, and when the normal mode is selected, the control pointer is “comfort priority”. " However, the control guideline is not limited to these exemplified control guideline, and another control guideline can be added or replaced with another control guideline. This also applies to the domain control units 21 to 23 and the device control units 24 to 30 described later.

  Next, the constraint layer 20b will be described. The constraint layer 20b sets a constraint condition for the setting of the system control mode in the system operation layer 20c, which is a lower layer, and / or the control contents according to the set system control mode.

  For example, in the example shown in FIG. 3, when “fuel economy priority” is selected as the control guideline, the constraint layer 20 b displays “acceleration / deceleration speed limitation”, “power generation fuel minimization”, and “heat generation fuel minimization”. One constraint condition is selected and set from the three constraint conditions. For example, when “acceleration / deceleration restriction” is selected, the maximum acceleration and the maximum deceleration of the vehicle are limited to predetermined values or less, respectively. In addition, when “minimize power generation fuel” is selected, in order to reduce the fuel consumption in the engine 31 as much as possible, restrictions are imposed so as to more actively generate the drive torque and regenerate the power by the MG 32. For example, the operation condition of the regenerative brake is relaxed, and regenerative power can be easily obtained by the regenerative brake. At the same time, the operating range by MG32 is expanded to increase the operating ratio of MG32. When “minimum heat generation fuel” is selected, a restriction is imposed so that the fuel consumed in the engine 31 to generate heat energy is minimized. Specifically, for example, when the air conditioner 34 uses a compressor driven by the engine 31, the driving of the compressor is prohibited or restricted. Alternatively, when the air conditioner 34 uses an electric compressor, the power consumption by the electric compressor is prohibited or restricted.

  In the above example, which constraint condition the constraint layer 20b imposes can be determined based on the SOC of the high-voltage battery 33a and the operating state of the air conditioner device 34. For example, when the SOC of the high-voltage battery 33a is close to the lower limit value, the constraint layer 20b limits the drive torque that can be generated by the MG 32. Therefore, the constraint layer 20b has “acceleration / deceleration limit” as a constraint condition for suppressing fuel consumption. Select. On the other hand, when the SOCa of the high-voltage battery 33 is sufficiently high, the constraint layer 20b selects “minimize power generation fuel” in order to actively utilize torque assist by the MG 32 and suppress fuel consumption. In addition, the restriction layer 20b selects “heat generation fuel minimization” when the air conditioner 34 is turned off or the compressor can be driven with low capacity.

  Next, the system operation layer 20c will be described. In the system operation layer 20c, a plurality of system control modes are preset as selectable system control modes for each control guideline and constraint condition. The system operation layer 20c includes a control environment set in the pointer layer 20a and a plurality of system control modes that can be selected under the constraint conditions set in the constraint layer 20b. One system control mode is selected and the system control mode is set according to the operating state of the in-vehicle device.

  For example, in the example shown in FIG. 3, when “fuel efficiency priority” is selected as the control guideline and “acceleration / deceleration limit” is selected as the constraint condition, the system operation layer 20 c displays “route prediction control”, “purpose” One system control mode is selected and set from the three system control modes of “land change transient control” and “route change response control”.

  “Route prediction control” calculates a predicted travel route until the vehicle reaches the destination, and is consumed while predicting energy consumed or generated by the vehicle in the calculated predicted travel route. This is a control mode that determines the control state of the engine 31, the MG 32, etc. so that the difference between the energy and the generated energy is minimized. “Destination change transient control” calculates the estimated travel route to a new destination when the destination is changed by a vehicle occupant, and the energy consumed based on the predicted travel route. This is a control mode that determines the control state of the engine 31, the MG 32, etc. so that the difference between the generated energy and the generated energy becomes as small as possible. “Route change support control” also changes the original predicted travel route to another predicted travel route when, for example, the predicted travel route cannot be traveled due to construction work or is congested due to traffic congestion. This is a control mode that determines the control state of the engine 31, the MG 32, and the like so that the difference between the consumed energy and the generated energy becomes as small as possible based on the expected path.

  FIG. 3 shows an example of the system control mode selected under the constraint condition selected under the control guideline of “fuel efficiency priority” and the constraint condition of “acceleration / deceleration limit”. However, when other control guidelines are selected, the constraint conditions to be selected may be different or the same. Similarly, even when the constraint conditions are different, the system control modes to be selected may be different or the same. The same applies to the domain control units 21 to 23 and the device control units 24 to 30 described below.

  Next, the internal logical structure of each domain control unit 21 to 23 will be described. In addition, since each domain control part 21-23 has the same internal logical structure, the energy domain control part 21 is demonstrated as a representative example below.

  As shown in FIG. 4, the energy domain control unit 21 is hierarchized into four layers: a pointer layer 21a, a constraint layer 21b, a system operation layer 21c, and a device behavior layer 21d. FIG. 4 shows an example of the state settings of the pointer layer 21a, the constraint layer 21b, the system operation layer 21c, and the device behavior layer 21d of the energy domain control unit 21.

  In the example shown in FIG. 4, “control within a predetermined time”, “follow within a predetermined distance range”, and “energy fluctuation suppression priority” are predetermined as control guidelines of the energy domain control unit 21. “Following within a predetermined time” is a control indicator that controls to follow a change in speed of a preceding vehicle within a predetermined time when the preceding vehicle accelerates or decelerates. “Following within a predetermined distance range” is a control guide for controlling the change in the reference inter-vehicle distance to be within the predetermined distance range when the preceding vehicle performs acceleration or deceleration. “Energy fluctuation suppression priority” is a control guideline that focuses on suppression of fluctuations in the SOC of the high-voltage battery 33a.

  For example, the pointer layer 21a selects one of the control pointers based on a signal from a selection switch that selects fast, normal, or slow to follow the preceding vehicle. When “following preceding vehicle: fast” is selected, the control pointer becomes “following within a predetermined time”, and when “following preceding vehicle: normal” is selected, the control pointer is “predetermined distance range”. When “follow-up to the preceding vehicle: slow” is selected, the control guideline is “energy fluctuation suppression priority”.

  In the example shown in FIG. 4, when “follow within a predetermined distance range” is selected as the control guideline, the constraint layer 21 b displays “target SOC upper / lower limit constraint”, “target SOC upper limit constraint”, “target SOC lower limit”. One constraint condition is selected and set from the three constraint conditions. In addition to the state of the high voltage battery 33a, the selection of the constraint condition is affected by the setting contents of the constraint layer 20b of the integrated control unit 20, as shown in FIG.

  When the “target SOC upper / lower limit constraint” is selected, the SOC of the high voltage battery 33a is more strictly limited than the normal upper limit and lower limit. When “target SOC upper limit constraint” is selected, only the upper limit of the SOC of the high voltage battery 33 is severely limited. Furthermore, when the “target SOC lower limit constraint” is selected, only the lower limit of the SOC of the high voltage battery 33 is severely limited.

  Further, in the example shown in FIG. 4, when “target SOC upper / lower limit constraint” is selected as the constraint condition, the system operation layer 21 c performs “ENG restart control”, “stop control”, “drive / regenerative control”. One system control mode is selected and set from the three system control modes. The selection of the system control mode is influenced by the setting contents of the system operation layer 20c of the integrated control unit 20 in the same manner as the restriction layer 20b, in addition to the running state of the vehicle.

  “ENG restart control” is a control mode in which the MG 32 restarts the engine 31 by predicting the driver's intention to start running when the vehicle is stopped and the engine 31 is stopped by idling stop. It is. “Stop control” is a control mode in which the driving of the engine 31 and the MG 32 is stopped when the vehicle is capable of coasting. The “drive / regenerative control” is a control mode in which the vehicle is started by the driving torque of the MG 32, the generated driving torque of the engine 31 is assisted, or regenerative power is generated by the MG 32.

  In the control system 10 of this embodiment, the energy domain control unit 21 is assigned an in-vehicle device that is directly responsible for control execution without going through the device control unit. The in-vehicle device is an integrated cooling device that integrates a cooling system of the engine 31 and the inverter of the MG 32, although not shown. The integrated cooling device is configured to share the cooling system of the engine 31 and the cooling system of the MG32 inverter so that the same coolant circulates between the engine 31 and the inverter of the MG32. The integrated cooling device uses a pump and a flow path switching valve or the like according to the necessity of temperature adjustment (cooling or the like), and the coolant circulates only through the engine 31 or the coolant circulates only through the inverter. It is configured to be able to switch between the state and the state in which the coolant circulates through the engine 31 and the inverter.

  When only the temperature adjustment of the engine 31 is necessary, the device behavior layer 21d of the energy domain control unit 21 enters the in-vehicle device control mode of “WP on, ENG cooling” to control the pump and the flow path switching valve. Thus, the coolant is circulated only through the engine 31. Thereby, temperature adjustment control can be performed so that the heat generation temperature of the engine 31 is appropriate. On the other hand, when only the temperature control of the inverter is necessary, the device behavior layer 21d enters the in-vehicle device control mode of “WP on, MG cooling”, controls the pump and the flow path switching valve, and the coolant is supplied to the inverter. Just to circulate. This makes it possible to appropriately adjust the temperature of the inverter that operates to adjust the drive current of MG32. Furthermore, when the temperature of both the engine 31 and the inverter needs to be adjusted, the device behavior layer 21d becomes the in-vehicle device control mode of “WP on, ENG / MG cooling”, and both the engine 31 and the inverter are cooled. To circulate.

  As described above, the device behavior layer 21d selects one in-vehicle device control mode from a plurality of control modes of the in-vehicle devices constituting the system, which can be selected under the system control mode set by the system operation layer 21c. Select and set. Further, the device behavior layer 21d determines the control content to be executed for the in-vehicle device in order to operate the in-vehicle device according to the set in-vehicle device control mode, and outputs a control signal corresponding to the control content.

  Note that the device behavior layer 21d of the domain control unit 21 can be omitted when the in-vehicle device directly responsible for control execution is not assigned to the domain control units 21 to 23. When the integrated control unit 20 does not have a device behavior layer, the device behavior layer 21 d of the domain control unit 21 is not affected by the device behavior layer of the integrated control unit 20.

  Next, taking the MG control unit 25 as an example of the device control unit, its internal logical structure will be described. As shown in FIG. 5, the MG control unit 25 is hierarchized into four layers: a pointer layer 25a, a constraint layer 25b, a system operation layer 25c, and a device behavior layer 25d. FIG. 5 shows an example of state settings of the pointer layer 25a, the constraint layer 25b, the system operation layer 25c, and the device behavior layer 25d of the MG control unit 25.

  In the example shown in FIG. 5, “engine stop prohibition”, “engine stop permission”, and “engine start prohibition” are determined in advance as control guidelines of the MG control unit 25. The pointer layer 25a selects one of the control pointers based on the temperature of the engine 31, for example. For example, when the temperature of the engine 31 is lower than a predetermined lower limit temperature, in order to warm up the engine 31, a control guideline of “engine stop prohibition” is selected. Then, when the temperature of the engine 31 rises to a predetermined lower limit temperature or more, a control guideline for “engine stop permission” is selected. However, when the temperature of the engine 31 rises above a predetermined upper limit temperature, a control guideline of “engine start prohibition” is selected to prevent overheating.

  Further, in the example shown in FIG. 5, when “engine stop permission” is selected as the control guideline, the constraint layer 25 b has three constraints: “engine warming unnecessary”, “engine warming necessary”, and “engine heating prevention”. One constraint condition is selected from the conditions and set. The selection of the constraint condition is influenced by the setting contents of the constraint layer 21b of the energy domain control unit 21 which is the upper layer, in addition to the temperature of the engine 31.

  When “no engine warm-up” is selected as the constraint condition, the engine 31 can be started and stopped without any limitation. When “engine warm-up required” is selected, the engine 31 is stopped and the engine speed is restricted. When “preventing engine heating” is selected, the engine speed is limited to a predetermined speed or less when the engine 31 is in addition to starting the stopped engine 31.

  Furthermore, in the example shown in FIG. 5, when “ENG warm-up unnecessary” is selected as the constraint condition, the system operation layer 25 c displays “idling stop (IS) control below a predetermined vehicle speed” and “idling stop control when the vehicle is stopped”. ”And“ ENG start-up / cooperation control ”, one system control mode is selected and set from the three system control modes. “IS control below a predetermined vehicle speed” is a control mode in which the engine 31 is stopped even when the vehicle is not stopped when the traveling speed of the vehicle drops below a predetermined vehicle speed. “IS control when the vehicle is stopped” is a control mode in which the engine 31 is also stopped after the vehicle is stopped. “ENG activation / cooperation control” is a control mode in which the engine 31 stopped by the IS control is activated and the activated engine 31 and the MG 32 are controlled in cooperation.

  For example, when the engine 31 is sufficiently warmed up, “IS control below a predetermined vehicle speed” is selected in order to extend the stop period of the engine 31. On the other hand, when the degree of warming of the engine 31 is insufficient, “IS control when the vehicle is stopped” is selected. Further, “ENG activation / cooperation control” is selected from when the engine 31 is stopped due to idling stop until the vehicle decelerates and stops.

  Further, in the example shown in FIG. 5, when “ENG activation / cooperation control” is selected as the system control mode, the device behavior layer 25 d displays “ENG restart with MG”, “MG pause”, “regeneration by MG”. "In-vehicle device control mode is selected and set from the four in-vehicle device control modes" MG drive ". The selection of the in-vehicle device control mode is mainly selected based on the traveling state of the vehicle, but may be influenced by the device behavior layer 21d of the energy domain control unit 21. And device behavior layer 25d outputs the control signal according to the target operation state to MG32, following the set in-vehicle device control mode.

  Next, state management of the ECU 40 in which the MG control unit 25 is mounted will be described. As shown in FIG. 6, the ECU 40 is hierarchized into three layers: a restriction layer 40b, a system operation layer 40c, and a device behavior layer 40d. FIG. 6 shows an example of state settings of the restriction layer 40b, the system operation layer 40c, and the device behavior layer 40d of the ECU 40. This state management is executed by basic software in an in-vehicle software platform such as AUTOSAR.

  In the example illustrated in FIG. 6, three constraint conditions of “power saving degeneration permission”, “power saving degeneration prohibition”, and “start / stop” are defined in the restriction layer 40 b of the ECU 40. The constraint layer 40b sets any constraint condition under the influence of the setting contents of the constraint layer 25b of the MG control unit 25 mounted on the ECU 40. Note that “power saving degeneration permission” means that a part of the function of the ECU 40 is suspended and power consumption in the ECU is allowed to be reduced. In this case, the ECU 40 can operate, but performance such as processing speed and processing capacity is reduced. “Power saving degeneration prohibition” means prohibiting a partial suspension of the function of the ECU 40 in order to secure the processing capability of the ECU 40. “Start / stop” means stopping main functions of the ECU 40 such as so-called sleep.

  In the example illustrated in FIG. 6, when “power saving degeneration permission” is selected as the constraint condition, the system operation layer 40 c displays “EMS alone”, “EMS-MG cooperation”, “EMS-MG-BAT cooperation”. The system control mode is selected and set from the three system control modes. The selection of the system control mode is performed based on the setting contents of the system operation layer 25c of the MG control unit 25.

  “EMS alone” is a control mode in which only the EMS control unit 24 executes drive control of the engine 31 and the drive of the MG 32 by the MG control unit 25 is suspended. “EMS-MG cooperation” is a control mode in which the EMS control unit 24 and the MG control unit 25 cooperate to drive the engine 31 and the MG 32. The “EMS-MG-BAT linkage” means that when the power of the high voltage battery 33a is consumed in addition to the MG 32, the EMS control unit 24 and the MG control unit 25 predict the SOC of the high voltage battery 33a usable in the MG 32. Is a control mode for driving the engine 31 and the MG 32 in cooperation with each other.

  Furthermore, in the example illustrated in FIG. 6, when “ENG-MG cooperation” is selected as the system control mode, the device behavior layer 40 d displays “all control MPU core operation” and “partial control MPU core operation”. , One in-vehicle device control mode is selected and set from the three in-vehicle device control modes of “Diversion of control value of other ECU”. The selection of the in-vehicle device control mode is performed under the influence of the device behavior layer 25d of the MG control unit 25.

  “All control MPU core operation” is a control mode in which, for example, all control MPU cores for predicting a target control state are operated when the engine 31 and the MG 32 are controlled in cooperation. “Partial control MPU core operation” is a control mode in which a part of the control MPU core is operated. “Diversion of control value of other ECU” is a control mode in which the ECU 40 does not predict the control state and diverts the control value from the other ECU. These control modes are selected according to the processing content and processing load for MG control in the device behavior layer 25d of the MG control unit 25.

  As described above, with reference to FIG. 2 to FIG. 6, the control guidelines set in each layer of the integrated control unit 20, the energy domain control unit 21, the MG control unit 25, and the ECU 40 of the control system 10 and the state of the control mode are described. did. Furthermore, FIG. 7 shows an example of a state that can be set in each layer of the integrated control unit 20, the energy domain control unit 21, the MG control unit 25, and the ECU 40 of the control system 10 at a certain timing.

  As shown in FIG. 2, the state in each layer is as follows. In the integrated control unit 20, the domain control units 21 to 23, the device control units 24 to 29, and the ECU 40, the pointer layer, the constraint layer, the system operation layer, In the order of the device behavior layer, it is set according to the setting contents of the upper layer. Furthermore, as shown in FIG. 2, the restriction layer and system operation layer of the domain control unit, the restriction layer of the device control unit, the system operation layer and the device behavior layer, and the system operation layer and device behavior layer of the ECU It is affected by the setting contents in the adjacent layer.

  Below, an example of the flow of the setting of each layer in the integrated control part 20, the domain control parts 21-23, the apparatus control parts 24-29, and ECU40 is demonstrated. The domain control units 21 to 23 will be described using the energy domain control unit 21 and the device control units 24 to 30 using the MG control unit 25 as a representative example.

  First, as shown in FIG. 2, the control pointers are set in the pointer layer 20 a of the integrated control unit 20, the pointer layer 21 a of the energy domain control unit 21, and the pointer layer 25 a of the MG control unit 25. As described above, the pointer layer 20a of the integrated control unit 20, the pointer layer 21a of the energy domain control unit, and the pointer layer 25a of the MG control unit 25 set control guidelines independently of each other.

  Next, the state of the constraint layer 20b of the integrated control unit 20, the constraint layer 21b of the energy domain control unit 21, the constraint layer 25b of the MG control unit 25, and the constraint layer 40b of the ECU 40 is set. However, regarding the state settings of these constraint layers 20b, 21b, 25b, and 40b, the settings of the constraint layer 20b of the integrated control unit 20, the settings of the constraint layer 21b of the energy domain control unit 21, and the constraints layer 25b of the MG control unit 25 This is performed in the order of setting and setting of the restriction layer 40b of the ECU 40. This is because the setting of the restriction layer 21b of the energy domain control unit 21 is affected by the setting contents of the restriction layer 20b of the integrated control unit 20 as an adjacent layer of the upper control unit. Similarly, the setting of the restriction layer 25b of the MG control unit 25 is affected by the setting contents of the restriction layer 21b of the energy domain control unit 21, and the setting of the restriction layer 40b of the ECU 40 is set in the restriction layer 25b of the MG control unit 25. This is because it is affected by the setting contents.

  For example, as shown in FIG. 7, when “acceleration / deceleration limit” is set in the constraint layer 20 b of the integrated control unit 20, the control set in the pointer layer 21 a in the constraint layer 21 b of the energy domain control unit 21. From the constraints that can be selected under the guideline, select an option that matches the “acceleration / deceleration limit”. Specifically, since it is necessary to limit both acceleration and deceleration, for example, the “SOC upper / lower limit constraint” is selected in the constraint layer 21 b of the energy domain control unit 21.

  Thereafter, the system operation layer 20c of the integrated control unit 20, the system operation layer 21c of the energy domain control unit 21, the system operation layer 25c of the MG control unit 25, and the state setting of the system operation layer 40c of the ECU 40 are shifted to. In the state setting of the system operation layers 20c, 21c, 25c, and 40c, the system operation of the system operation layer 20c of the integrated control unit 20 and the system operation of the energy domain control unit 21 is performed as in the case of the constraint layers 20b, 21b, 25b, and 40b. State setting is performed in the order of the layer 21c, the system operation layer 25c of the MG control unit 25, and the system operation layer 40c of the ECU 40.

  Finally, the process proceeds to the state setting of the device behavior layer 21d of the energy domain control unit 21, the device behavior layer 25d of the MG control unit 25, and the device behavior layer 40d of the ECU 40. Also in the state setting of the device behavior layers 21d, 25d, and 40d, the state setting is performed in the order of the device behavior layer 21d of the energy domain control unit 21, the device behavior layer 25d of the MG control unit 25, and the device behavior layer 40d of the ECU 40. .

  By the way, in the above-described vehicle control system 10 described as an example, the control function of the device control unit changes when the type of vehicle-mounted device and the presence or absence of mounting change depending on the vehicle type and grade of the mounted vehicle, Along with this, when it becomes necessary to modify the control function over the entire system, such as the domain control unit and the integrated control unit, the effort and cost for dealing with the design and modification become excessive.

  Therefore, in the present embodiment, the vehicle control system 10 changes the domain control unit as a general rule even if the control function of the device control unit changes, such as when the type of on-vehicle device or the presence or absence of mounting changes. It was possible to respond without any problem. Thereby, even when the control functions of the device control units are different, the same domain control unit can be used, and the versatility of the domain control unit can be improved.

  In the following, a point to be able to cope with the change of the control function of the device control unit without changing the domain control unit will be described with reference to the block diagram of FIG. 8 and the flowcharts of FIGS. .

  FIG. 8 is for explaining the contrivance points, and in particular, the energy domain control unit 21 and the device control unit provided on the lower layer side, the EMS control unit 24, the MG control unit 25, and the battery control unit. 26. In addition, with respect to the device control units (air conditioner control unit 27, seat heater control unit 28, brake control unit 29, steering control unit 30) corresponding to other domain control units (body domain control unit 22, exercise domain control unit 23). Also, it has a configuration similar to the configuration described below.

  As shown in FIG. 8, each device control unit, that is, the EMS control unit 24, the MG control unit 25, and the battery control unit 26 includes, as configuration information, service information that can be provided by its own control function, and the service information Specific information for specifying a domain control unit that uses the control function represented by

  Regarding the service information, as shown in FIG. 8, for example, the EMS control unit 24 “provides engine torque”, the MG control unit 25 “provides MG torque” and “electricity generation”, and the battery control unit 26 “provides power supply ( Each device control unit holds information conceptually representing its own function as service information such as “high pressure, low pressure”.

  The battery control unit 26 not only performs various controls on the high voltage battery 33a, but also manages the state of charge of the low voltage battery 33b. For this reason, the battery control unit 26 holds information “power supply (high voltage, low voltage)” as service information. The high voltage battery 33a provides power to the electric compressors of the MG 32 and the air conditioner 34, and the low voltage battery 33b provides power to the other in-vehicle electric loads.

  In order for the battery control unit 26 to manage the state of charge of the low voltage battery 33b, for example, the low voltage battery 33b is connected to the high voltage battery 33a via a step-down converter, and the charge amount of the low voltage battery 33b decreases. It is possible to receive power supply from the high voltage battery 33a. The battery control unit 26 operates the step-down converter as necessary based on the amount of charge of the low-voltage battery 33b and the amount of power consumed by the in-vehicle electric load, and charges the low-voltage battery 33b.

  However, regarding service information, not only information conceptually indicating the control function of each device control unit, but also each device control unit is set in at least one of the above-described pointer layer, system operation layer, and device behavior layer. May be held as service information. This is because the control function of the corresponding device control unit can be inferred from the operation states set in the pointer layer, the system operation layer, and the device behavior layer.

  The service information may include a specific physical quantity that can be provided by the service. For example, when the service is related to providing engine torque, the service information may include engine torque that can be output by the engine 31. When the service relates to MG torque provision, the service information may include a motor torque that can be output by the MG 32. When the service relates to electricity generation by the MG 32, the service information may include the amount of electricity that can be generated by the MG 32. When the service is related to power supply, the service information may include the battery capacities of the high-voltage battery 33a and the low-voltage battery 33b.

  Furthermore, the service information may include information regarding the change characteristics when the physical quantity that can be provided changes due to external factors such as environmental temperature. For example, the upper drive temperature of the motor, the temperature characteristic of the battery capacity of the battery, and the like may be included as service information. When the service information includes such information, the domain control unit can appropriately determine whether to provide the service.

  As for the specific information for specifying the domain control unit that uses the control function represented by the service information, each device control unit, for example, as shown in FIG. 8, name information of the interface held by the corresponding domain control unit Is held.

  Each domain control unit has a unique interface for collecting service information. For example, in the example shown in FIG. 8, the energy domain control unit 21 has an exercise IF and an electrical IF, and the start / stop control unit 40 has a power supply IF. The interface mentioned here is not a physical configuration such as a communication interface, but merely information indicating that it is a receiver of service information transmitted from the device control unit.

  In FIG. 8, the start / stop control unit 40 is for controlling the start and stop of the vehicle control system 10, and controls the supply and stop of power to the control units 20 to 30. The start / stop control unit 40 may be provided independently of the integrated control unit 20 and each of the domain control units 21 to 23, or may be provided, or the integrated control unit 20 or any of the domain control units 21 to 23, for example. May also be held concurrently.

  In this way, each domain control unit is provided with a unique interface for collecting related service information. Therefore, the device control unit uses the interface of the domain control unit to which the service information should be transmitted as specific information. By holding the name information, it is possible to transmit its own service information to the corresponding domain control unit. By transmitting and receiving service information with such interface information, each device control unit does not need to have ID information indicating the corresponding domain control unit itself as specific information, and with the corresponding domain control unit. Service information can be easily transmitted and received between them. However, each device control unit may use ID information indicating the corresponding domain control unit itself as the specific information.

  When the domain control unit collects the service information from the device control unit, the domain control unit sorts out the usable control function and the unusable control function based on the collected service information, and performs control according to the usable control function. An instruction is given to the device control unit. As a result, the domain control unit can give a control instruction that matches the control function of the device control unit. As described above, regarding the cooperation between the domain control unit and the device control unit, the mode is determined using the service information held by the device control unit, so that both can be operated in a very simple manner. Is possible. Furthermore, since the domain control unit selects the control function that can be used and the control function that cannot be used based on the collected service information, in principle, even if the function of the device control unit changes, the domain control unit This makes it possible to cope without changing, and the versatility of the domain control unit can be enhanced.

  For example, in the example illustrated in FIG. 8, the energy domain control unit 21 grasps that the engine torque and the MG torque can be used for controlling the driving force of the vehicle based on the service information from the ESM control unit 24 and the MG control unit 25. . The energy domain control unit 25 also recognizes that electricity is generated during regenerative braking in which a negative MG torque is generated, based on service information from the MG control unit 25. Furthermore, the energy domain control unit 21 grasps that the driving power can be provided to the MG 32 by the high voltage battery 33a based on the service information from the battery control unit 26.

  For this reason, the energy domain control unit 21 uses, for example, vehicle start-up by the MG 32, assistance of the engine 31 by the MG 32 during acceleration or high-load driving, regenerative braking by the MG 32 during deceleration, etc. As a possible control function, according to the control hierarchical structure described above, it is possible to give a control instruction according to the traveling state of the vehicle and the operation of the driver to the EMS control unit 24 and the MG control unit 25.

  Further, the start / stop control unit 40 grasps that it is possible to control power supply and stop to each control unit of the vehicle control system 10 based on the service information from the battery control unit 26, and Based on the operation of the main switch, etc., it is possible to control the supply and stop of power.

  And in the vehicle control system 10 by this embodiment, the apparatus control part has service information and specific information as structure information. As described above, since the configuration information is distributed and arranged in each control unit, unlike the conventional configuration, a configuration for centrally managing the configuration information can be eliminated.

  Hereinafter, an example of specific processing from transmission / reception of service information between the domain control unit and the device control unit to change of control contents using the collected service information in the domain control unit will be described with reference to FIG. This will be described with reference to the flowchart of FIG. The process shown in the flowchart of FIG. 9 is performed by the device control unit, and the process shown in the flowchart of FIG. 10 is performed by the domain control unit.

  In step S100 of the flowchart of FIG. 9, the device control unit transmits the service information held to the interface that matches the specific information held by itself. At this time, the domain control unit receives the service information transmitted toward the interface owned by itself in step S200 of the flowchart of FIG.

  When the service information is received, the domain control unit transmits a service information receipt notification to the service information transmission source in step S210 of the flowchart of FIG. In step S110 of the flowchart of FIG. 9, the device control unit determines whether or not a receipt notification has been received for the transmission of service information. If it is determined that the receipt notification has been received, the process proceeds to step S120. If it is determined that it has not been received, the process returns to step S100, and service information is transmitted again. Although not shown in the flowchart of FIG. 9, when the number of service information transmissions reaches a predetermined number without receiving a receipt notification, further service information transmission is stopped and the domain control unit The abnormality that the link cannot be established is stored.

  In step S120 of the flowchart of FIG. 9, the device control unit establishes a link with the domain control unit that has transmitted the receipt notification. Thereafter, the device control unit controls the corresponding in-vehicle device according to the control instruction from the domain control unit that has established the link. In step S130, when the device control unit has a plurality of pieces of service information, all service information held by the device control unit is transmitted, and the domain control unit receives all the service information from the domain control unit. It is determined whether or not the receipt notification has been received. In this determination process, when it is determined that reception of the receipt notification from the domain control unit for all service information has not been completed yet, the process returns to the process of step S100. On the other hand, when it is determined that the reception notification from the domain control unit for all service information has been received, the processing shown in the flowchart of FIG.

  In addition, the domain control unit selects the usable control function and the unusable control function in step S220 based on the service information collected from the device control unit through the processing of steps S200 and S210 in the flowchart of FIG. . In step S230, selectable operating states of the above-described pointer layer, constraint layer, system operation layer, and device behavior layer are selected so that control processing is performed using only the available control functions. As a result, a control instruction that matches an available control function is given to the device control unit from the domain control unit.

  For example, it is assumed that the in-vehicle device to be controlled by the MG control unit 25 is changed to a motor generator that only assists the engine 31 instead of a motor generator that can drive the engine alone. When the energy domain control unit 24 recognizes the fact based on the service information from the MG control unit 25, the energy domain control unit 24, for example, prevents the MG alone drive state from being selected as the system state.

  As described above, in the domain control unit, various operation states when using a high-function vehicle-mounted device are determined in advance, and when the vehicle-mounted device actually used has a low function, a predetermined operation is performed. By controlling only the operating states that can be taken in the state. It is also possible to cope with changes in the types of on-vehicle devices and whether or not they are installed.

  In addition, as described above, when the service information includes a specific physical quantity that can be provided by the service, the condition for switching the operation state of the in-vehicle device may be determined in consideration of the physical quantity.

  For example, when the service information includes a motor torque that can be output by the MG 32, a switching condition such as single driving / cooperative driving of the MG 32 and the engine 31 may be determined according to the motor torque that can be output by the MG 32. More specifically, a determination for determining whether the torque necessary for driving the vehicle is a torque that can be provided by the MG 32 alone or a torque that can be provided by the MG 32 assisting the engine 31. The value may be determined by the motor torque that the MG 32 can output. Thereby, optimization of control with engine 31 and MG32 can be aimed at.

  The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  For example, in the embodiment described above, an example in which the device control unit includes service information and specific information as configuration information, and the domain control unit collects related service information using the specific information will be described. did.

  A similar method may be applied to the domain control unit and the integrated control unit. That is, the domain control unit specifies service information that can be provided by its own control function as configuration information, and an integrated control unit that uses the control function represented by the service information, as with the device control unit. Specific information. The integrated control unit collects service information from the domain control unit using the specific information, selects an available control function and an unavailable control function based on the collected service information, and uses the available control function. A control instruction corresponding to the is given to the domain control unit. In this way, even if the domain control unit is changed, a common integrated control unit can be used, and versatility of the integrated control unit can be improved.

  When the integrated control unit collects service information from the domain control unit, an interface may be used as in the above-described embodiment, or without using any interface, for example, from each domain control unit. In order, the service information of each domain control unit may be received.

  Further, the domain control unit may store in advance service information that can be provided by the control function provided by the domain control unit. For example, the domain control unit can provide the service information based on the service information collected from the device control unit by the above-described method. Service information may be determined.

  Furthermore, between the device control unit and the in-vehicle device, for example, the device control unit obtains information on the function of the in-vehicle device from the in-vehicle device, and can provide a service based on the acquired function of the in-vehicle device. The information may be determined. In this case, the same device control unit can be used regardless of the change in the type of the in-vehicle device, and the versatility of the device control unit can be improved.

DESCRIPTION OF SYMBOLS 10 Control system, 20 Integrated control part, 21 Energy domain control part, 22 Body domain control part, 23 Movement domain control part, 24 EMS control part, 25 MG control part, 26 Battery control part, 27 Air-conditioner control part, 28 Seat heater Control unit, 29 Brake control unit, 30 Steering control unit, 31 Engine, 32 MG, 33 High voltage battery, 34 Air conditioner device, 35 Seat heater, 36 Brake device, 37 Steering device

Claims (8)

A vehicle control system (10) for controlling a plurality of in-vehicle devices (31 to 37) mounted on a vehicle,
The vehicle control system is hierarchized into a device control unit (24-30) for controlling the plurality of in-vehicle devices, and a domain control unit (21-23) that controls the device control unit,
At least the device control unit has, as configuration information, service information that can be provided by a control function included in the device control unit and specific information for specifying a domain control unit that uses the control function represented by the service information. And
The domain control unit collects the service information from the device control unit using the specific information, selects a usable control function and an unusable control function based on the service information, and allows the use. The vehicle control system which gives the control instruction according to the control function to the said apparatus control part. The device control unit has interface information associated with the service information as the specific information,
The domain controller comprises the interface associated with the service information to be collected;
The vehicle control system according to claim 1, wherein the domain control unit collects the service information associated with the specific information indicating the interface included in the domain control unit.   The said apparatus control part acquires the information regarding the function with which the said vehicle equipment is provided from the said vehicle equipment, and determines the said service information which can be provided based on the function of the acquired said vehicle equipment. The vehicle control system described. A plurality of the domain control units are provided, and the plurality of domain control units give a control instruction to control the control of at least one of the device control units,
Furthermore, the integrated control unit (20) is positioned above each domain control unit of the plurality of domains, and supervises control of each domain control unit,
The domain control unit, like the device control unit, specifies service information that can be provided by its own control function as configuration information and an integrated control unit that uses the control function represented by the service information. Specific information, and
The integrated control unit collects the service information from the domain control unit using the specific information, selects a control function that can be used and a control function that cannot be used based on the service information, and enables the use The vehicle control system according to claim 1, wherein a control instruction corresponding to a control function is provided to the domain control unit. The domain control unit has information of an interface associated with the service information as the specific information,
The integrated control unit includes the interface associated with the service information to be collected,
The vehicle control system according to claim 4, wherein the integrated control unit collects the service information associated with the specific information indicating the interface included in the integrated control unit.   The vehicle control system according to claim 4 or 5, wherein the domain control unit determines the service information that can be provided as the domain control unit based on the service information collected from the device control unit.   The vehicle control system according to claim 1, wherein the service information includes a specific physical quantity that can be provided by the service.   The vehicle control system according to claim 7, wherein the service information includes information on a change characteristic when a physical quantity that can be provided by the service changes due to an external factor.

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