JP2019093808A - Vehicular control apparatus - Google Patents

Abstract

To provide a vehicular control device that performs automatic driving control and enables a battery durability to be secured even if comes under cyberattack.SOLUTION: Even if the vehicular control device performing automatic driving control comes under cyberattack such as an illegal access tampering data during automatic driving control, the vehicular control device reduces at least one of a charge limiting amount and discharge limiting amount that are preset to a battery in comparison with a normal control time when there is no cyberattack. This makes it possible to prevent a battery from excessively charged or discharged, thus securing the durability of the battery.SELECTED DRAWING: Figure 6

Description

  The present invention prevents deterioration of battery durability due to excessive charge and discharge of the battery when there is a cyber attack during automatic operation.

  According to Patent Document 1, when it is determined that the communication data is due to an unauthorized access, the hydraulic clutch of the forward / reverse switching mechanism is released, the lockup clutch of the torque converter is released, or the automatic transmission Techniques for controlling the vehicle to the safe side have been described, such as changing the transmission ratio or reducing the output of the engine.

JP, 2017-026105, A

  However, in the technology described in Patent Document 1, no study has been made on a hybrid vehicle or an electric vehicle equipped with a battery that is a power source of a driving motor. By the way, in a hybrid vehicle or an electric vehicle, there is a possibility that battery temperature data, battery charge residual quantity (SOC) data, etc. may be altered due to an external cyber attack such as an unauthorized access during automatic driving. As described above, if the battery temperature data and the battery charge remaining data are altered, there is a possibility that the durability of the battery may be impaired due to excessive charging and discharging.

  The present invention has been made against the background described above, and an object of the present invention is to provide a control device of a vehicle in which battery durability is not impaired even when there is a cyber attack. It is in.

  The subject matter of the present invention is a control device of a vehicle including a drive motor and a battery for supplying electric power to the drive motor and performing automatic operation control, which receives cyber attack during automatic operation control. In this case, at least one of the charge limit amount and the discharge limit amount of the battery is reduced.

  According to the vehicle control device of the present invention, at least one of the charge limit amount and the discharge limit amount of the battery is reduced when a cyber attack is received during automatic driving control, so that the battery can be operated even when there is a cyber attack. It is possible to prevent the deterioration of the durability of the

BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic explaining the drive device and electronic control part of the vehicle to which this invention is applied. It is a skeleton figure which illustrates the structure of the drive device with which the vehicle of FIG. 1 is equipped. It is an engagement table | surface which demonstrates the combination of the friction engagement apparatus which establishes the automatic shift speed which comprises a part of drive device of FIG. FIG. 6 is a diagram showing a shift diagram used for shift control by the electronic control unit of FIG. 1; It is a time chart explaining the principal part of the control action of the electronic control unit of FIG. It is a flowchart explaining the principal part of the control action of the electronic control unit of FIG. It is a skeleton figure which shows the other structural example of the automatic transmission provided in the vehicle of FIG. It is an engagement table | surface explaining the combination of the friction engagement apparatus which establishes the automatic gear stage of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a view for explaining the schematic configuration of a vehicle 10 to which the present invention is applied. The vehicle 10 includes an engine 12 functioning as a motive power source, a drive wheel 14, and an electric continuously variable transmission 16 and an automatic transmission 18 provided on a power transmission path between the engine 12 and the drive wheel 14. ing. The automatic transmission 18 is configured, for example, as shown in the skeleton view of FIG. The electric continuously variable transmission 16 includes a mechanical oil pump MOP directly driven to rotate by the engine 12, and a differential gear mechanism in which rotating elements are connected to the engine 12, the first electric motor MG1 and the second electric motor MG2. The automatic transmission 18 is provided with the direct transmission torque from the engine 12 and the output torque of the second electric motor MG2.

  For example, as shown in FIG. 3, the automatic transmission 18 is advanced by a plurality of stages (four stages in this embodiment) by selectively operating the hydraulic friction engagement devices C1, C2, B1, B2 and B3. Stages and one reverse stage are obtained.

  Returning to FIG. 1, the hydraulic control circuit 20 includes a solenoid valve so as to operate in accordance with a command from the electronic control unit 22 using hydraulic oil supplied from the mechanical oil pump MOP and the electric oil pump EOP as a hydraulic source. The engagement and release of the hydraulic friction engagement devices C1, C2, B1, B2 and B3 in the transmission 18 are controlled using the solenoid valve.

  The electronic control unit 22 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU follows a program stored in advance in the ROM while using a temporary storage function of the RAM. The output of the engine 12 is controlled by performing signal processing, and based on the actual vehicle speed V (km / h) and the accelerator opening Acc (%), for example, from the pre-stored shift map shown in FIG. The transmission ratio of the transmission 16 and the automatic transmission 18 is controlled, and various controls such as switching of the hydraulic pump are executed. For example, the electronic control unit 22 calculates the required driving force of the driver based on the degree of opening of the accelerator pedal (not shown), and controls the output of the engine 12 so that the required driving force can be obtained with the minimum fuel consumption. The first control motor MG1 and the second control motor MG2 in the electric continuously variable transmission 16 and the solenoid valves in the hydraulic control circuit 20 are controlled, and the engine 12 and the engine using the first control motor MG1 and the second control motor MG2 Traveling and electric traveling using the second electric motor MG2 are selected according to FIG. In the electric travel, the power supplied from the battery 26 which is a secondary battery to the second motor MG2 is controlled by the inverter 28. Further, when the automatic driving / manual driving selection switch 32 is operated by the driver to the automatic driving side, the electronic control unit 22 performs a part of the driving operation of the driver necessary for causing the vehicle to travel, for example, acceleration / deceleration operation Automatic operation control such as partial automatic operation control that automates (i.e., accelerator operation and brake operation) or completely automatic operation that does not require a driver's operation based on a travel plan between preset target locations is implemented.

  The electronic control unit 22 exchanges road traffic information and infrastructure information that can be used for automatic driving and the like with a server provided at a center (not shown) and with other vehicles via the transmitter / receiver 24. Do.

  The electronic control unit 22 is provided with an engine stop prohibition control that prohibits the engine 12 from stopping when a cyber attack is received during automatic operation control. As a result, the bearings in the electric continuously variable transmission 16 and the automatic transmission 18 burnt, overheating of the first driving motor MG1 and the second motor MG2 due to insufficient cooling, and the hydraulic friction engagement devices C1, C2, B1. , B2 and B3 are eliminated, so that the traveling of the vehicle is secured.

  Further, the electronic control unit 22 operates the electric oil pump EOP in a state in which it is difficult to maintain the minimum necessary number of revolutions of the engine 12 in a state in which the stop of the engine 12 is prohibited. As a result, even if the engine rotational speed can not be obtained sufficiently, the hydraulic control circuit 20 is supplied with hydraulic oil pressure-fed from the electric oil pump EOP in addition to the mechanical pump MOP rotationally driven by the engine 12 Hydraulic pressure is secured.

  In addition, when the electronic control device 22 receives a cyber attack during automatic operation control, at least one of the charge limit amount and the discharge limit amount set in advance in the battery 26 during normal control without the cyber attack. Compare and make smaller. The charge limit amount is a charge amount that may impair the battery life if it is further charged, and is a value determined in advance with respect to the maximum charge remaining amount SOCmax of the battery 26. In order to cope with the small alteration of the charge remaining amount SOC due to the unauthorized access, the charge limit amount is reduced. This is substantially the same as changing the maximum charge remaining amount SOCmax or the maximum charge voltage to a smaller value. Further, the discharge limit amount is a discharge amount that may deteriorate the battery life if the battery is discharged further, and is a value determined in advance with respect to the minimum charge remaining amount SOCmin of the battery 26. In order to cope with the fact that the charge residual amount SOC is largely tampered with by the unauthorized access, the discharge limit amount is reduced. This is substantially the same as largely changing the minimum charge remaining amount SOCmin or the minimum charge voltage.

  FIG. 5 is a time chart for conceptually explaining the operation of the battery charge / discharge control of the electronic control unit 22. In FIG. 5, from time t0, the charge amount and the discharge amount for the battery 26 in the normal state where the vehicle 10 is not subjected to the cyber attack are shown. At time t1, when a cyber attack, for example, unauthorized access such as hijacking from outside or data tampering is detected, the charge amount and discharge amount for the battery 26 are greatly reduced. Thus, the durability of the battery 26 is secured even if the charge residual data of the battery 26 is altered due to unauthorized access.

  FIG. 6 is a flow chart for explaining the main part of the control operation of the electronic control unit 22. If it is determined in S1 of FIG. 6 that the determination as to whether or not the automatic driving is in progress is denied regardless of the presence of the driver and the passenger, the normal control of S11 is executed, but if the determination of S1 is affirmed, S2 is executed. In S2, for example, it is determined whether or not a cyber attack is detected based on the fact that the behavior of data transmitted on the data bus in the electronic control unit 22 is different from that at the normal time. If the determination of S2 is negative, the normal control of S11 is executed, but if the determination of S2 is affirmed, the charge limit amount and the discharge limit amount for the battery 26 are smaller in S3 than in the normal control. Be done.

  FIG. 7 shows an example where the vehicle 10 is a so-called one-motor hybrid vehicle. The vehicle 10 includes an engine 12 functioning as a motive power source, an engagement / disengagement clutch K0, an electric motor MG, and an eight-speed automatic transmission 30 having a torque converter TC with a clutch Bs permitting rotation of a stator in series. It is a 1-motor hybrid vehicle. Automatic transmission 30 is configured, for example, as shown in the skeleton diagram of FIG. 7, and hydraulic friction engagement devices C1, C2, C3, C4, B1, B2 are selectively operated as shown, for example, in FIG. As a result, a plurality of (eight in this embodiment) forward gears and one reverse gear can be obtained.

10: Vehicle 22: electronic control unit (control unit)
26: battery MG2: second motor (drive motor)

Claims (1)

A control device of a vehicle including a driving motor and a battery for supplying electric power to the driving motor and performing automatic operation control,
A control apparatus for a vehicle, wherein at least one of a charge limit amount and a discharge limit amount of the battery is reduced when a cyber attack is received during automatic driving control.

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