JP2018090169A - Vehicular control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control system that can improve accuracy in abnormality detection between a plurality of control parts and make effective use of the plurality of control parts.SOLUTION: A vehicular control system 100 has a first control part 10 and a second control part 20, where either one of the first control part 10 and the second control part 20 acts as a master control part and the other acts as a sub control part depending on a situation of a vehicle. The master control part calculates a control target value of each on-vehicle equipment and outputs the value to an equipment control part of each on-vehicle equipment. On the other hand, the sub control part also calculates the control target value of each on-vehicle equipment but does not output the calculated control target value to each equipment control part, and uses the value to monitor whether or not the control target value calculated by the main control part is abnormal.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control system for controlling at least one on-vehicle equipment mounted on a vehicle.

  For example, in Patent Document 1, two information processing units are provided, the processing results of the two information processing units are collated by a collation circuit, and if the collation result is normal, the output circuit A safety control device configured to output an operation instruction signal based on a processing result to a target device and output an instruction signal for stopping on the safe side when the collation result is abnormal is disclosed.

JP 2010-262432 A

  In the safety control device described above, the two systems of information processing units are configured to execute the same processing in parallel using the same input information. The obtained processing result is stored in a memory included in each information processing unit. And a collation circuit collates the processing result stored in each memory.

  However, even if two systems of information processing units are provided, when the same processing is performed in the two systems of information processing units, for example, common software may be used in the two systems of information processing units. In this case, if there is an abnormality such as a bug in the common software, the same abnormality will occur in both systems despite the fact that two systems of information processing units are provided. May not be detected. Even if there is no abnormality in the software, for example, when an unexpected control action occurs in an unexpected situation, the unexpected control action also occurs at the same time. There is a risk of being.

  Furthermore, in the apparatus of Patent Document 1, the two systems of information processing units are provided only for the purpose of ensuring the accuracy of the processing results, and the two systems of information processing units can be used effectively. I can not say.

  The present invention has been made in view of the above-described points, and it is possible to improve the abnormality detection accuracy among a plurality of control units and to control the vehicle more effectively using the plurality of control units. The purpose is to provide a system.

In order to achieve the above object, a vehicle control system according to the present invention is for controlling at least one on-vehicle equipment (33 to 35) mounted on a vehicle,
A first control unit (10) for calculating a control target value when controlling the on-vehicle equipment according to the first control strategy;
A second control unit (20) for calculating a control target value for controlling the in-vehicle equipment according to a second control strategy different from the first control strategy,
Depending on the situation of the vehicle, either the first control unit or the second control unit is the main control unit, the other is the sub-control unit,
The in-vehicle equipment is controlled according to the control target value calculated by the main control unit,
The sub-control unit is configured to monitor an abnormality of the main control unit based on a comparison result between the control target value calculated by itself and the control target value calculated by the main control unit.

  As described above, the first control unit (10) calculates a control target value for controlling the on-vehicle equipment (33 to 35) according to the first control strategy. On the other hand, the second control unit (20) calculates a control target value for controlling the on-vehicle equipment according to a second control strategy different from the first control strategy. As described above, since the control strategy is different between the first control unit and the second control unit, as a natural result, different control logic is used in the first control unit and the second control unit. Become. As a result, when an abnormality occurs in the control target value calculated by the first control unit or the second control unit that is the main control unit, the control target value calculated by the sub-control unit is greatly different. . Accordingly, it is possible to improve the accuracy of detection of abnormality of the main control unit by the sub control unit.

  Further, since the control strategy differs between the first control unit and the second control unit, the situation of the vehicle to which each control strategy is suitable is also different. Therefore, the vehicle control system according to the present invention is configured such that either one of the first control unit and the second control unit is a main control unit and the other is a sub-control unit depending on the situation of the vehicle. ing. In other words, when the situation of the vehicle changes, the roles of the main control unit and the sub control unit are switched between the first control unit and the second control unit. As described above, both the first control unit and the second control unit are configured to control the in-vehicle equipment as the main control unit, so that the first control unit and the second control unit are effective. This makes it possible to switch the control content of the in-vehicle equipment to a more appropriate one according to the vehicle situation.

  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 structure of the vehicle control system for controlling the various vehicle equipment in a hybrid vehicle. It is a flowchart which shows an example of the calculation method of the control target value by the 1st target value calculation part of a 1st control part. It is a flowchart which shows an example of the calculation method of the control target value by the 2nd target value calculation part of a 2nd control part. It is a flowchart which shows an example of the control processing in a 1st control part.

  Hereinafter, 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 a hybrid vehicle having an engine and an electric motor as a travel drive source of the vehicle will be described. The electric motor not only generates driving torque for running the vehicle, but also generates regenerative braking torque by converting the kinetic energy of the vehicle into electric energy and generating regenerative power when the vehicle decelerates. It is possible to act. However, the vehicle control system according to the present invention is not limited to a hybrid vehicle, and may be applied to a normal vehicle having only an engine or an electric vehicle having only an electric motor.

  FIG. 1 is a block diagram illustrating an example of a configuration of a vehicle control system 100 for controlling various on-vehicle equipments in the hybrid vehicle described above. In FIG. 1, an engine 33, an electric motor 34, and a brake device 35 are shown as on-vehicle equipment to be controlled. However, other in-vehicle equipment may be added as a control target, or another in-vehicle equipment may be set as a control object instead of the illustrated in-vehicle equipment.

  The vehicle control system 100 includes a first control unit 10 and a second control unit 20. In the present embodiment, the first control unit 10 is mounted on a first electronic control device, and the second control unit 20 is mounted on a second electronic control device that is separate from the first electronic control device. However, the first control unit 10 and the second control unit 20 may be mounted on a common electronic control device.

  One of the first control unit 10 and the second control unit 20 is a master control unit and the other is a sub-control unit depending on the situation of the vehicle. The first control unit 10 or the second control unit 20 that has become the master control unit calculates a control target value of each on-vehicle equipment and outputs it to the equipment control unit of each on-vehicle equipment. That is, the on-vehicle equipment is controlled according to the control target value calculated by the main control unit.

  On the other hand, the first control unit 10 or the second control unit 20 that is the sub-control unit also calculates the control target value of each on-vehicle equipment. However, the control target value calculated by the first control unit 10 or the second control unit 20 serving as the sub-control unit is not output to each equipment control unit. The first control unit 10 or the second control unit 20 that has become the sub-control unit has an abnormality in the control target value calculated by the first control unit 10 or the second control unit 20 that has become the main control unit. Monitor whether or not. That is, the first control unit 10 or the second control unit 20 that has become the sub-control unit receives the control target value calculated by the first control unit 10 or the second control unit 20 that has become the main control unit. Then, it is compared with the control target value calculated by itself. As a result of the comparison, when it is determined that the difference between the control target values is equal to or greater than the reference value, an abnormality occurs in the control target value calculated by the first control unit 10 or the second control unit 20 that is the main control unit. It is determined that there is a possibility. In this case, the first control unit 10 or the second control unit 20 serving as the sub-control unit shifts to the retreat travel mode so that the vehicle can stop at an appropriate place while ensuring safe travel of the vehicle.

  The vehicle control system 100 of this embodiment includes an engine control unit 30, a motor control unit 31, and a brake control unit 32 as equipment control units.

  The engine control unit 30 is supplied with the target engine torque from the first control unit 10 or the second control unit 20 that is the main control unit. The engine control unit 30 controls the intake air amount, ignition timing, fuel injection amount, injection timing, and the like of the engine 33 so that the engine 33 generates the target engine torque.

  The motor control unit 31 is supplied with the target motor torque (or target regenerative braking torque) from the first control unit 10 or the second control unit 20 that is the main control unit. When the target motor torque is received, the motor control unit 31 detects the rotation of the electric motor 34, and each coil of the electric motor 34 generates the target motor torque based on the detected rotation state. The inverter that switches the energization of the current to is controlled. When the target regenerative brake torque is received, the motor control unit 31 controls the inverter so that the electric motor 34 generates the target regenerative brake torque.

  The brake control unit 32 is given a target brake torque from the first control unit 10 or the second control unit 20 that is the main control unit. The brake control unit 32 controls the operation state of the brake device 35 so that the brake device 35 generates the target brake torque.

  Next, functions of the first control unit 10 and the second control unit 20 will be described in more detail with reference to FIG. FIG. 1 shows the functions of the first control unit 10 and the second control unit 20 as functional blocks. These functions are realized by executing corresponding programs in the first electronic control unit and the second electronic control unit. However, the first storage unit 13 and the second storage unit 23 include nonvolatile memories provided in the first electronic control unit and the second electronic control unit, and exhibit a function of writing predetermined information in the respective memories. Is.

  As shown in FIG. 1, the first control unit 10 includes a first target value calculation unit 11, a first monitoring unit 12, a first storage unit 13, a first role determination unit 14, and a first unique processing unit 15. I have. The second control unit 20 includes a second target value calculation unit 21, a second monitoring unit 22, a second storage unit 23, a second role determination unit 24, and a second unique processing unit 25.

  The 1st target value calculation part 11 calculates the control target value of each vehicle equipment so that the energy consumed in a vehicle may be optimized as a 1st control strategy. An example of a specific control target value calculation method by the first target value calculation unit 11 will be described based on the flowchart of FIG.

  First, in step S100, thermal energy required for vehicle interior air conditioning is calculated. Specifically, the first target value calculation unit 11 calculates thermal energy necessary for air conditioning in the vehicle interior based on the outside air temperature, the target vehicle interior temperature, and the like. For example, when an air conditioner control unit (not shown) heats the passenger compartment by using an air conditioner, the thermal energy required to heat the air is calculated. In step S110, electric energy required for driving each electric equipment mounted on the vehicle is calculated. In step S120, the kinetic energy required to drive the vehicle is calculated based on the driver's driving operation such as an accelerator or a brake so as to correspond to the driving operation.

  In the calculation of the kinetic energy, it is preferable to receive information related to the running resistance of the vehicle from the second control unit 20 described later and to consider the running resistance. This is because, for example, when the running resistance changes depending on the tire pressure or the road surface condition, the kinetic energy required to run the vehicle also changes. Note that the travel resistance information is calculated by the second control unit 20 because it is closely related to the control target value calculation process according to the second control strategy in the second control unit 20.

  Conversely, the first control unit 10 provides the second control unit 20 with information on the allowable current amount when charging / discharging the battery from the ambient temperature of the battery that provides drive power to the electric motor 34. Anyway. By using this information, the second control unit 20 can calculate the target motor torque within a range that does not cause an overheating state of the battery. In addition, since the 1st control part 10 makes the control strategy that the energy consumed in a vehicle is optimized, information, such as external temperature, has been acquired. For this reason, it is possible to easily calculate the allowable current amount when charging / discharging the battery with the outside air temperature as the ambient temperature of the battery.

  In the subsequent step S130, it is determined whether the necessary kinetic energy is positive, that is, whether it is necessary to maintain or accelerate the speed of the vehicle. If it is determined that the necessary kinetic energy is positive and it is necessary to maintain or accelerate the speed of the vehicle, the process proceeds to step S140. On the other hand, if the kinetic energy of the vehicle is negative and it is determined that the vehicle needs to be decelerated, the process proceeds to step S180.

  In addition, this description is a principle, and when the vehicle is traveling uphill, the necessary kinetic energy may be determined to be positive even when the vehicle is decelerated. Conversely, when the vehicle is traveling downhill, the necessary kinetic energy may be determined to be negative even when the vehicle is accelerated.

  In step S140, the target engine torque and the target motor torque are calculated so that the total torque of the engine torque generated by the engine 33 and the motor torque generated by the electric motor 34 corresponds to the driving energy calculated in step S120. To do. At this time, if the calculated target motor torque of the electric motor 34 exceeds the maximum motor torque calculated from the maximum allowable discharge current of the battery or the charge amount of the battery, The target motor torque is corrected to be smaller than the maximum motor torque. When the target motor torque is corrected to decrease, the target engine torque is increased by that amount.

  In a succeeding step S150, it is determined whether the necessary heat energy calculated in the step S100 can be secured from the cooling water of the engine 33. For example, in a hybrid vehicle, if driving of the electric motor 34 is prioritized, the waste heat of the engine 33 is reduced, so that there is a possibility that necessary heating energy cannot be secured. Therefore, if it is determined in step S150 that the necessary heat energy cannot be secured, the process proceeds to step S170, where the target engine torque of the engine 33 is increased, and the target motor torque of the electric motor 34 is reduced by the increase. . At this time, the heat cost is calculated from the thermal energy obtained by increasing the engine torque of the engine 33 and the amount of fuel that will be consumed excessively by increasing the engine torque of the engine 33 so that the heat cost is minimized. In addition, the increase amount of the engine torque may be determined.

  In addition, when it is estimated that the required heating energy cannot be secured even by an increase in engine torque, or it takes a considerable time to secure, for example, when the heat pump unit is equipped, the heat pump unit May be used as a heat source.

  On the other hand, if it is determined in step S150 that the necessary heat energy can be secured, the process proceeds to step S160. In step S160, it is determined whether the electrical energy required for driving each electric equipment calculated in step S110 is equal to or greater than a predetermined reference value. In this determination process, if it is determined that the required electrical energy is greater than or equal to a predetermined reference value, the process proceeds to step S170, and in order to prepare for power supply to each electric equipment, according to the magnitude of the required electrical energy, The target motor torque of the electric motor 34 is decreased, and the target engine torque of the engine 33 is increased by the decrease. At this time, the electric cost is calculated from the amount of electric power that can be saved by reducing the target engine torque of the electric motor 34 and the amount of fuel that will be consumed excessively by the increase of the target engine torque of the engine 33, to drive the electric equipment. The reduction amount of the target motor torque and the increase amount of the target engine torque may be determined so that the power consumption becomes as small as possible within a range in which the electric energy can be secured.

  On the other hand, in step S180 executed when it is determined in step S130 that the necessary kinetic energy is negative, the total brake torque of the regenerative brake torque by the electric motor 34 and the brake torque by the brake device 35 is required. The target regenerative brake torque and the target brake torque are calculated so as to correspond to the negative kinetic energy. At this time, the first target value calculation unit 11 determines that the calculated target regenerative brake torque of the electric motor 34 exceeds the maximum regenerative brake torque calculated from the maximum allowable charging current of the battery or the charge amount of the battery. The target regenerative brake torque is corrected to be smaller than the maximum regenerative brake torque. When the target regenerative brake torque is corrected to decrease, the target brake torque is increased by that amount.

  Next, the second target value calculation unit 21 will be described. The second target value calculation unit 21 calculates the control target value of each on-vehicle equipment as a second control strategy that is different from the first control strategy, with the main viewpoint being that the behavior of the vehicle can be quickly controlled. An example of a specific control target value calculation method by the second target value calculation unit 21 will be described based on the flowchart of FIG.

  First, in step S200, a torque target value to be generated in the vehicle is calculated based on the operation of the accelerator pedal and the brake pedal. That is, when the driver is operating the accelerator pedal, the target acceleration corresponding to the depression amount and the depression speed is calculated, and the axle torque target value (positive torque target value) for realizing the target acceleration is calculated. To do. Conversely, when the driver is operating the brake pedal, the target deceleration corresponding to the amount of depression and the depression speed is calculated, and the brake torque target value (negative torque) for realizing the target deceleration is calculated. Target value).

  In subsequent step S210, it is determined whether or not the torque target value is positive. If it is determined that the torque target value is positive, the process proceeds to step S220, and the electric motor 34 shares the range of torque that the electric motor 34 can output based on the charge amount of the battery and the maximum allowable discharge current. The power torque is calculated as the target motor torque. Then, in step S230, an amount that is insufficient with the calculated target motor torque with respect to the axle torque target value calculated in step S200 is calculated as the target engine torque. In this way, by calculating the respective target torques so that the electric motor 34 with good responsiveness is used preferentially, it becomes possible to quickly control the behavior of the vehicle.

  On the other hand, if it is determined in step S210 that the torque target value is not positive, the process proceeds to step S240. In step S240, the maximum regenerative brake torque that can be generated by the electric motor 34 is calculated as the target regenerative brake torque based on the charge amount of the battery and the maximum allowable charge current. In step S250, an amount that is insufficient for the target regenerative brake torque with respect to the brake torque target value calculated in step S200 is determined as the target brake torque. Thus, even when the vehicle is braked, the behavior of the vehicle can be quickly controlled by preferentially using the regenerative braking by the electric motor 34.

  Next, the first monitoring unit 12 and the second monitoring unit 22 will be described. However, since the first monitoring unit 12 and the second monitoring unit 22 have substantially the same function, only the first monitoring unit 12 will be described below, and only the differences between the second monitoring unit 22 will be described. explain.

  The first monitoring unit 12 has two monitoring functions. The first monitoring function is a self-monitoring function that monitors whether control based on the first control strategy is normally performed when the first control unit 10 becomes the main control unit. For example, in the self-monitoring function, if the target energy consumption and the actual energy consumption do not match, if the torque that matches the target kinetic energy cannot be generated, the recharge brake can also charge the battery. Detects an abnormality when the number does not increase. Similarly to the first monitoring unit 12, the second monitoring unit 22 also monitors whether the control based on the second control strategy is normally performed when the second control unit 20 becomes the main control unit. Has a monitoring function. For example, the second monitoring unit 22 determines whether the vehicle is changing its behavior at a target acceleration / deceleration or whether the engine 33 or the electric motor 34 is generating torque according to a control target value. It is monitored whether the control by the control unit 20 is normally performed.

  The second monitoring function of the first monitoring unit 12 is that the control target value calculated by the first control unit 10 and the second control unit 20 are calculated when the first control unit 10 becomes a sub-control unit. This is a monitoring function for monitoring the abnormality of the second control unit 20 that is the main control unit in comparison with the control target value. In this case, the first monitoring unit 12 acquires the control target value calculated by the second control unit 20 through the second monitoring unit 22. Information about whether the first control unit 10 is a main control unit or a sub control unit is provided from the first role determination unit 14.

  When the first monitoring unit 12 detects that an abnormality has occurred in the control by the first control unit 10 by the monitoring function described above, or when it detects an abnormality in the second control unit 20, 2 is notified that an abnormality has been detected. At the same time, the first monitoring unit 12 shifts the first control unit 10 to the retreat travel mode in response to the detection of the abnormality. When the first control unit 10 shifts to the retreat travel mode, the control target values of the engine 33 and the electric motor 34 are limited to the extent that retreat travel is possible. The second monitoring unit that has received the abnormality detection notification from the first monitoring unit 12 also causes the second control unit 20 to shift to the retreat travel mode. As a result, the second control unit 20 also calculates a control target value that is limited to the extent that retreat travel is possible. As a result, even if an abnormality occurs in the first control unit 10 or the second control unit 20, the vehicle can continue to travel safely and can be stopped at an appropriate place. It becomes possible.

  Further, the first monitoring unit 12 instructs the first storage unit 13 to store information such as a control target value at the time of occurrence of an abnormality in response to the abnormality detection. At this time, for example, the abnormality detection notification transmitted from the first monitoring unit 12 to the second monitoring unit 22 preferably includes timing information for performing a storage instruction. Accordingly, the timing at which the first monitoring unit 12 issues a save instruction to the first storage unit 13, and the second monitoring unit 22 that has received the abnormality detection notification from the first monitoring unit 12 issues a save instruction to the second storage unit 23. It becomes possible to match the timing. As a result, various data when an abnormality occurs can be stored at the same timing, and the cause of the abnormality can be easily and accurately analyzed later based on the data.

  Next, the first storage unit 13 and the second storage unit 23 will be described. Since the first storage unit 13 and the second storage unit 23 have substantially the same function, the first storage unit 13 will be mainly described below, and the description regarding the second storage unit 23 will be omitted.

  The first storage unit 13 includes a nonvolatile memory as described above. The first storage unit 13 always stores the control target value calculated by the first target value calculation unit 11 and various detection signals used as a basis for calculating the control target value in the nonvolatile memory for the latest predetermined period. I remember only minutes. That is, every time the first target value calculation unit 11 calculates the latest control target value, the first storage unit 13 always updates the stored content so that the oldest stored data is rewritten with the latest data. The state in which data for a predetermined period of time is stored is maintained.

  Then, the first storage unit 13 stores the data for a predetermined period stored at that time based on the storage instruction from the first monitoring unit 12. For example, the first storage unit 13 stores a new data storage area in another area or moves the stored data to the storage area in accordance with a save instruction, and stores the data at that time. Data for a predetermined period can be stored.

  Next, the 1st role determination part 14 and the 2nd role determination part 24 are demonstrated. Since the first role determination unit 14 and the second role determination unit 24 have substantially the same function, the first role determination unit 14 will be mainly described below.

  The first role determination unit 14 grasps the situation of the vehicle based on detection signals from various sensors, and whether the grasped situation is a situation in which the first control unit 10 becomes the main control unit, It is determined whether the situation is a control unit. Then, the first role determination unit 14 notifies the first monitoring unit 12 of information about whether the first control unit 10 is a main control unit or a sub control unit based on the determination result. Thereby, the 1st role determination part 14 performs the information exchange regarding the role of each control part 10 and 20 with the 2nd role determination part 24. FIG. Then, it is confirmed that one of the control units is a main control unit and the other control unit is a sub-control unit. If it is determined that neither is a main control unit, or if neither is determined to be a sub-control unit, the role of the main control unit continues to the control units 10 and 20 that were previously main control units. The control units 10 and 20 that have been sub-control units until then continue to play the role of the sub-control unit. As a result, it is possible to avoid a situation in which the main control unit is absent or the sub-control unit is absent.

  Note that only one of the first role determination unit 14 and the second role determination unit 24 is provided, and the roles of the first control unit 10 and the second control unit 20 are determined by the common role determination unit. , May be configured to determine.

  Here, in what kind of vehicle the first role determination unit 14 and the second role determination unit 24 are, the first control unit 10 is used as a main control unit, and the second control unit 20 is used as a main control unit. Here are some examples of what to do.

  For example, when a vehicle is traveling on a highway at a constant speed or following a preceding vehicle, the behavior of the vehicle is stable, and it is not necessary to change its behavior quickly. The first controller 10 is selected as the main controller, and the second controller 20 is selected as the sub controller. Thereby, the energy efficiency of a vehicle can be improved. On the other hand, when the vehicle is traveling in an urban area, since the agility is required for the behavior of the vehicle, the second control unit 20 is selected as the main control unit, and the first control unit 10 is used as the sub-control unit. Select. In other situations, either the first control unit 10 or the second control unit 20 may be set in advance to be the main control unit and the other to be the sub control unit, or In other situations, it is possible to determine which control unit is to be the main control unit by inputting the driver's preference with a switch or the like.

  Next, the first unique processing unit 15 and the second unique processing unit 25 will be described.

  As described above, the first control unit 10 performs control mainly for the purpose of optimizing the use of energy in the vehicle, and thus has high affinity with control related to energy. Therefore, for example, the first unique processing unit 15 performs power management for managing the supply and stop of power to each control unit at the time of starting and stopping the vehicle control system, and when each control unit performs control. Distribution management that distributes the power required for maintenance.

  On the other hand, the second control unit 20 performs control mainly for controlling the behavior of the vehicle quickly, and particularly has high affinity with control related to the operation of the engine 33 and the electric motor 34. Therefore, the second specific processing unit 25 performs control for suppressing transient fluctuations associated with changes in the operating state of the engine 33 and the electric motor 34.

  The engine 33 and the electric motor 34 are connected via the output shaft of the engine 33, and their operations affect each other. For example, if the electric motor 34 suddenly stops while the engine 33 and the electric motor 34 are driven simultaneously, the electric motor 34 suddenly fluctuates or the engine stalls. The rotation of the suddenly fluctuates. In order to suppress such transient fluctuations, for example, when one of the engine 33 and the electric motor 34 changes the output, the second inherent processing unit 25 seems to change the other output contrary to the change. Then, correction control is performed.

  Next, an example of the control process executed in the first control unit 10 in order to perform the above-described function will be described with reference to the flowchart of FIG. 4 taking the first control unit 10 as an example. Note that the second controller 20 performs the same process.

  First, in step S300, various sensor signals necessary for controlling the engine 33, the electric motor 34, and the brake device 35, which are on-vehicle equipment, are input. The sensor signal includes, for example, an accelerator pedal sensor, a brake pedal sensor, various sensors (crank sensor, cam sensor, air flow sensor, throttle opening sensor, water temperature sensor, etc.) for detecting the operating state of the engine 33, an electric motor, and the like. 34 for detecting various driving states (rotation sensor, current sensor, temperature sensor, etc.), for detecting the driving state of the brake device 35, various sensors (wheel speed sensor, brake fluid pressure sensor, etc.), and vehicle status. Signals from various sensors to be detected (GPS, vehicle speed sensor, etc.) are included.

  In subsequent step S <b> 310, information usable for calculation of the control target value in the second control unit 20 is calculated and exchanged with the second control unit 20. As described above, the information to be exchanged includes the allowable current amount when charging / discharging the battery calculated by the first control unit 10, the running resistance of the vehicle calculated by the second control unit 20, and the like. To do. Note that the running resistance of the vehicle can be obtained from, for example, the magnitude of the acceleration of the vehicle when the engine 33 and / or the electric motor 34 generates a certain torque.

  And the 1st control part 10 computes the control target value of each in-vehicle equipment in Step S320. An example of the calculation method of the control target value is as described with reference to the flowchart of FIG.

  In subsequent step S330, the first control unit 10 grasps the situation of the vehicle based on detection signals from various sensors, and the grasped situation is a situation where the first control unit 10 becomes the main control unit. It is determined whether or not. In this determination process, when it is determined that the current situation is the main control unit, the process proceeds to step S360. On the other hand, if it is determined that the situation is a sub-control unit, the process proceeds to step S340. As described above, information is exchanged with the second control unit 20 as to whether the current state is the main control unit or the sub control unit.

  In step S340, a control target value is acquired from the second control unit 20 that is the main control unit. In step S350, it is determined whether the difference between the control target value of the first control unit 10 and the control target value of the second control unit 20 is equal to or greater than a predetermined reference value. The processes in steps S340 and S350 correspond to a monitoring function for the second control unit 20.

  In the determination process of step S350, if it is determined that the difference between the control target values is greater than or equal to the reference value, there is a possibility that an abnormality has occurred in the second control unit 20; 2 to the control unit 20. Receiving this notification, the second control unit 20 saves the transition of the control target value and the like for a predetermined period in the memory and shifts to the retreat travel mode. The first control unit 10 also saves the transition of the control target value and the like for a predetermined period before the occurrence of abnormality in step S380, and shifts to the retreat travel mode in step S390.

  In step S360, it is determined whether the control is normally performed when the first control unit 10 becomes the main control unit. That is, the process in step S360 corresponds to the self-diagnosis function. In this determination process, when it is determined that the control is not normally performed, the processes of steps S370 to S390 described above are executed. On the other hand, if it determines with control being performed normally, it will progress to the process of step S400.

  In step S400, it is determined whether or not it is immediately after the first control unit 10 is switched from the sub control unit to the main control unit. In this determination process, if it is determined that it is immediately after switching from the sub control unit to the main control unit, the process proceeds to step S410. On the other hand, if it is determined that it is not immediately after switching from the sub control unit to the main control unit, the process proceeds to step S430.

  In step S410, before and after switching, at least one of the control target value calculated by the second control unit 20 and the control target value calculated by the first control unit 10 for a plurality of on-vehicle equipment is equal to or greater than a predetermined value. It is determined whether or not there is a divergence. Note that as the control target value calculated by the second control unit 20 before switching, the control target value acquired in step S340 in the previous processing cycle can be used.

  When the control of the in-vehicle equipment is started according to the control target value of the first control unit 10 serving as the main control unit in a state where at least one of the control target values is deviated by a predetermined value or more, the state change of the in-vehicle equipment becomes large. There is a risk of shock and noise. For this reason, if it is determined in step S410 that at least one of the control target values before and after the change has deviated by a predetermined value or more, the process proceeds to step S420. In step S420, the control target value that gradually changes from the control target value calculated by the second control unit 20 before switching to the control target value calculated in step S320 is output. Thereby, the state change of in-vehicle equipment can be made gentle.

  On the other hand, if it is not immediately after switching, or if the control target value does not deviate before and after switching, the process of step S430 is executed. In step S430, the control target value calculated in step S320 is output as it is.

  The preferred embodiments of the present invention have been described above. However, 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, when the roles of the main control unit and the sub control unit between the first control unit 10 and the second control unit 20 are switched frequently, the vehicle control is performed. Once the roles have been switched for reasons such as being unstable, the roles of the main control unit and the sub-control unit will be maintained for a predetermined period of time even if the vehicle status corresponds to the role switching again. The switching may be prohibited.

  Further, in the above-described embodiment, while the engine 33, the electric motor 34, and the brake device 35 are controlled, the first control unit 10 uses the optimization of energy consumed in the vehicle as a control strategy. The example which controls these control objects and the 2nd control part 20 controlled these control objects as the 2nd control strategy demonstrated realizing the agile behavior of a vehicle.

  However, the control target is not limited to the above-described in-vehicle equipment, and other in-vehicle equipment can be controlled. And if a control object changes, the control strategy of the 1st control part and the 2nd control part will also change, respectively. For example, when an air conditioner is a control target, the first control strategy is to control the temperature in the vehicle interior to the target temperature as a control strategy for keeping the environment in the vehicle interior comfortable, and the second control strategy is The humidity in the passenger compartment can be controlled to the target humidity. Which of these control strategies is used to control the air conditioner may be determined in accordance with detection results such as the temperature and humidity inside the passenger compartment, the temperature outside the passenger compartment, and humidity.

  Further, for example, in addition to the above-described in-vehicle equipment as a control object, a steering apparatus is also an object. As a control strategy for controlling these in-vehicle equipment, the first control strategy automatically drives the vehicle, and the second control The strategy is mainly driven by the driver, and can provide advanced driving support such as following-up driving, lane keeping assistance, and rear-end collision prevention. In order to determine which of these control strategies is used to control the vehicle, for example, the second control strategy is selected when the detection accuracy of the surrounding environment decreases due to the weather or the like, and otherwise the first control strategy is selected. You may make it select.

  Furthermore, in the above-described embodiment, at least one of the first control unit 10 and the second control unit 20 is provided with a role determination unit that determines each role according to the situation of the vehicle. A role determination unit may be provided outside the control unit 10 and the second control unit 20 so as to instruct each role to the first control unit 10 and the second control unit 20.

10: first control unit, 11: first target value calculation unit, 12: first monitoring unit, 13: first storage unit, 14: first role determination unit, 15: first unique processing unit, 20: first 2 control unit, 21: second target value calculation unit, 22: second monitoring unit, 23: second storage unit, 24: second role determination unit, 25: second specific processing unit, 30: engine control unit, 31: Motor control unit, 32: Brake control unit, 33: Engine, 34: Electric motor, 35: Brake device, 100: Control system for vehicle

Claims (9)

A vehicle control system for controlling at least one on-vehicle equipment (33 to 35) mounted on a vehicle,
A first control unit (10) for calculating a control target value for controlling the in-vehicle equipment according to a first control strategy;
A second control unit (20) for calculating a control target value for controlling the in-vehicle equipment according to a second control strategy different from the first control strategy,
Depending on the situation of the vehicle, either the first control unit or the second control unit is a main control unit, the other is a sub-control unit,
The in-vehicle equipment is controlled according to a control target value calculated by the main control unit,
The sub-control unit is a vehicle control system that monitors an abnormality of the main control unit based on a comparison result between a control target value calculated by the sub-control unit and a control target value calculated by the main control unit.   A storage unit (13, 23) for storing a control target value calculated by the main control unit and a control target value calculated by the sub control unit when the sub control unit detects an abnormality in the main control unit. The vehicle control system according to claim 1 provided. The first control unit and the second control unit have a self-monitoring function for monitoring whether control based on their control strategy is normally performed,
When an abnormality is detected by the self-monitoring function of at least one of the first control unit and the second control unit, the storage unit calculates the control calculated by the first control unit and the second control unit. The control system for vehicles according to claim 2 which memorizes a target value.   The first control unit and the second control unit calculate a control target value for controlling the in-vehicle equipment according to each control strategy based on different input information, and the storage unit 4. The vehicle control system according to claim 2, wherein input information input to the first control unit and the second control unit to calculate a control target value is also stored together with each control target value. 5. The first control unit and the second control unit are mounted on a first electronic control device and a second electronic control device, respectively.
The storage units (13, 23) store a control target value calculated by the first control unit and a first storage unit (13) that stores the control target value calculated by the first control unit. Two storage units (23),
5. The vehicle control system according to claim 2, wherein the first storage unit is provided in the first electronic control unit, and the second storage unit is provided in the second electronic control unit. The first electronic control device is mounted with a first unique processing unit (15) that executes a first unique process associated with the first control strategy,
6. The second electronic control unit is provided with a second specific processing unit (25) that executes a second specific process related to the second control strategy, which is different from the first specific process. The vehicle control system described in 1.   When the roles of the main control unit and the sub-control unit are switched between the first control unit and the second control unit, the new main control unit displays the calculated control target value immediately before the switching. A control target value that gradually changes from a control target value immediately before switching to a control target value calculated by itself is generated as a control target value for controlling the in-vehicle equipment when there is a deviation from the control target value. The vehicle control system according to any one of 1 to 6.   After the roles of the main control unit and the sub control unit are switched between the first control unit and the second control unit, the situation in which the vehicle status corresponds to the role switching for a predetermined time. Even if it becomes, the control system for vehicles in any one of the Claims 1 thru | or 7 with which the switching of the role of the said main control part and the said sub control part is prohibited.   The first control unit and the second control unit exchange information that can be used to control the in-vehicle equipment, and the first control unit and the second control unit acquire The vehicle control system according to claim 1, wherein the control target value is calculated in consideration of the processed information.

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