JP2019190361A - Control device - Google Patents

Abstract

To provide a control device which can quickly start the proper control of a vehicle after the clearance of data.SOLUTION: A control device is employed to a vehicle having a power supply part (60), an on-vehicle storage part (52) for storing vehicle data in a state that power is supplied from the power supply part, and a communication part (70) for receiving and transmitting the vehicle data between a vehicle external device (200) and itself. The control device comprises a determination part for determining that the vehicle data stored in the on-vehicle storage part are cleared, and a reception control part for receiving the vehicle data from the vehicle external device when it is determined that the vehicle data are cleared.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device that controls a vehicle based on vehicle data stored in an in-vehicle storage unit.

  In vehicles such as automobiles, various vehicle data required for vehicle travel are stored in the in-vehicle storage unit. The in-vehicle data includes, for example, a deposit coefficient learning value indicating the degree of deposit (deposit) accumulation in the throttle valve and the surrounding intake passage. The vehicle control device sets a target value (target throttle opening) of the throttle valve opening based on the learned value, and controls the actual throttle valve opening so as to be the target throttle opening. The in-vehicle storage unit is, for example, a RAM, and stores vehicle data in a state where power is supplied from the in-vehicle battery (power source unit).

  In such a vehicle, the vehicle data stored in the in-vehicle storage unit may be cleared (data clear) when the electrical connection between the power source unit and the in-vehicle storage unit is interrupted for some reason. In Patent Document 1, when a drop in engine rotation is detected at the first engine start after data clear, correction is performed to increase the throttle opening at the next engine start. By this correction, it is possible to suppress a drop in engine rotation due to data clear at the next engine start.

JP 2012-36803 A

  With the technique described in Patent Document 1, it is possible to suppress a decrease in engine rotation due to data clearing at the next engine start, but it is not possible to suppress a decrease in engine rotation at the first engine start. That is, with the technique described in Patent Document 1, it is not possible to properly control the vehicle until the learned value is learned again after the data is cleared. There is a demand for a technology that can start appropriate control of a vehicle at an early stage after clearing data. In addition, such a subject is not restricted to a learning value, but is a subject common to various vehicle data.

  An object of this invention is to provide the control apparatus which can start appropriate control of a vehicle at an early stage after data clear.

  The present invention is applied to a vehicle including a power supply unit, an in-vehicle storage unit that stores vehicle data in a state in which power is supplied from the power supply unit, and a communication unit that receives and transmits the vehicle data between external devices. A determination unit that determines that the vehicle data stored in the in-vehicle storage unit is cleared, and the vehicle exterior device when it is determined that the vehicle data is cleared. A reception control unit for receiving the vehicle data from the vehicle.

  When the determination unit determines that the vehicle data is cleared, the vehicle data is received from the external device. Therefore, even when the vehicle data stored in the in-vehicle storage unit is cleared, the vehicle data can be immediately acquired from the external device, and appropriate control of the vehicle can be started at an early stage.

The block diagram which shows the outline of an engine control system. 1 is an overall configuration diagram of a vehicle. The flowchart which shows the reception control processing of 1st Embodiment. The flowchart which shows the transmission control processing of 2nd Embodiment.

(First embodiment)
Hereinafter, an engine control system of the vehicle 100 to which the control device of the first embodiment is applied will be described with reference to the drawings. As shown in FIG. 1, the vehicle 100 includes an engine 10 as an internal combustion engine and an ECU 50 as a control device. The engine 10 is an in-cylinder injection type four-cycle gasoline engine mounted on the vehicle 100. Specifically, the engine 10 is a four-cylinder engine including four cylinders 23. In FIG. 1, only one cylinder 23 is shown, and the other cylinders are not shown.

  The engine 10 communicates with the engine body 20 and the intake port of the engine body 20, communicates with the intake passage 11 through which intake air taken into the cylinder 23 flows, and the exhaust port of the engine body 20, and is exhausted from the cylinder 23. And an exhaust passage 35 through which exhaust flows.

  The intake port 31 and the exhaust port 32 of the engine body 20 are respectively provided with an intake valve 31 and an exhaust valve 32 that open and close according to the rotation of a cam shaft (not shown). The intake air flowing through the intake passage 11 is introduced into the cylinder 23 by the opening operation of the intake valve 31. Further, the exhaust after combustion is discharged into the exhaust passage 35 by the opening operation of the exhaust valve 32.

  The intake valve 31 and the exhaust valve 32 are respectively provided with variable valve mechanisms 33 and 34 that make the opening / closing timing of the intake valve 31 and the exhaust valve 32 variable. The variable valve mechanisms 33 and 34 adjust the relative rotational phase between the output shaft 43 of the engine 10 and the intake and exhaust camshafts. Phase adjustment is possible. As the variable valve mechanisms 33 and 34, hydraulically driven or electric variable valve mechanisms may be used.

  The engine body 20 is provided with an electromagnetically driven injector 21 for each cylinder 23, and fuel is directly injected from the injector 21 into a combustion chamber defined by the cylinder inner wall and the upper surface (top) of the piston 22. The

  A spark plug 36 is attached to the cylinder head of the engine 10, and a high voltage is applied to the spark plug 36 at a desired ignition timing through an ignition coil (not shown). By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 36, and the fuel in the cylinder 23 is ignited.

  The engine body 20 is provided with a crank angle sensor 42 that outputs a rectangular crank angle signal for each predetermined crank angle during operation of the engine 10. Further, the rotational speed of the output shaft 43 can be detected from the crank angle signal from the crank angle sensor 42.

  A knock sensor 41 that detects knocking of the piston 22 is attached to the engine body 20. The cylinder 23 of the engine body 20 is provided with an in-cylinder pressure sensor 40 that detects the pressure in the cylinder 23.

  The intake passage 11 is provided with an air flow meter 12 that detects the amount of intake air taken into the cylinder 23 as the intake air amount. In the intake passage 11, a throttle valve 14 whose opening degree is adjusted by a throttle actuator 13 such as a DC motor is provided downstream of the air flow meter 12. The throttle valve 14 is provided with a throttle opening sensor 15 that detects the opening of the throttle valve 14 (throttle opening). In the intake passage 11, a surge tank 16 and an intake manifold 18 that introduces intake air flowing through the surge tank 16 into each cylinder 23 are provided downstream of the throttle valve 14.

  In the intake passage 11, a canister 25, a purge pipe 26, and a purge control valve 27 that constitute a purge control unit are provided downstream of the throttle valve 14. The canister 25 is connected to the fuel container 24 via the vapor pipe 28 and temporarily adsorbs the evaporated fuel in the fuel container 24. The fuel container 24 is provided with a fuel temperature sensor 29 that detects the temperature (fuel temperature) of the fuel in the fuel container 24. In addition, an outside air temperature sensor 49 that detects the outside air temperature is provided. The canister 25 is filled with an adsorbent such as activated carbon, for example.

  The purge pipe 26 connects the canister 25 and the intake passage 11, and forms a flow path through which evaporated fuel flows from the canister 25 toward the intake passage 11. The purge control valve 27 is provided in the middle of the purge pipe 26 and switches the communication state between the canister 25 and the intake passage 11. When the purge control valve 27 is changed from the closed state to the opened state, the air-fuel mixture containing the evaporated fuel (evaporative gas) adsorbed by the canister 25 is supplied to the intake passage 11 through the purge pipe 26.

  The exhaust passage 35 is provided with a three-way catalyst 37 for purifying exhaust gas. The three-way catalyst 37 purifies CO, HC and NOx in the exhaust. An air-fuel ratio sensor 38 that detects the air-fuel ratio of the exhaust gas is provided in the exhaust passage 35 upstream of the three-way catalyst 37.

  The surge tank 16 and the exhaust passage 35 of the intake passage 11 are connected via an EGR pipe 45, and an EGR valve 46 whose opening is adjusted by an EGR actuator 47 such as a DC motor is provided in the middle of the EGR pipe 45. It has been. The opening degree of the EGR valve 46 (EGR opening degree) is adjusted, and the amount of exhaust gas recirculated from the exhaust passage 35 to the intake passage 11 is controlled. The EGR valve 46 is provided with an EGR opening sensor 48 that detects the EGR opening.

  As shown in FIG. 2, the vehicle 100 further includes a power supply unit 60, a communication unit 70, an imaging device 82, and an acceleration detection sensor 84.

  The power supply unit 60 is electrically connected to various electric devices such as the injector 21 and the throttle actuator 13 provided in the engine 10. These various in-vehicle devices are driven using the power supply unit 60 as a power supply source. In addition, as the power supply part 60, a lead battery can be used, for example.

  The power supply unit 60 is electrically connected to the ECU 50. The ECU 50 is a control device that receives power from the power supply unit 60 and operates various in-vehicle devices provided in the engine 10. The outputs of the various sensors described above are input to the ECU 50, and the ECU 50 operates various in-vehicle devices based on these outputs. Further, the ECU 50 detects the remaining electric capacity of the power supply unit 60 based on the charging / discharging current of the power supply unit 60 detected by a current sensor (not shown).

  The ECU 50 includes a microcomputer including a CPU, RAM, ROM, and the like, a backup RAM 52 that stores vehicle data while being supplied with power from the power supply unit 60, and the like. The backup RAM 52 is maintained in a state where power is supplied from the power supply unit 60 regardless of the state of the main connection (ignition switch) between the ECU 50 and the power supply unit 60, whereby vehicle data stored in the backup RAM 52 is stored in the backup RAM 52. Is retained. In this embodiment, the backup RAM 52 corresponds to an “on-vehicle storage unit”.

  The vehicle data includes various data required for vehicle travel, for example, a plurality of vehicle control data used for travel control of the vehicle 100. The backup RAM 52 stores a learning value Lb used for traveling control of the vehicle 100 among the vehicle data as a plurality of vehicle control data.

  The learned value Lb includes the deposit coefficient learned value Lbd, the injection amount learned value Lbv of the injector 21, the knock learned value Lbn, the evaporated gas concentration learned value Lbe of the canister 25, the throttle valve position learned value Lbf of the throttle valve 14, and the EGR valve 46 The EGR valve position learning value Lbc, the reference position learning value Lbk of the variable valve mechanisms 33 and 34, and the like are included. Hereinafter, the learning value Lb will be briefly described.

  The deposit coefficient learning value Lbd is a learning value indicating the accumulation degree of deposits (deposits) in a throttle valve (not shown) and its surrounding intake passage. The ECU 50 sets a target value of the throttle valve opening (target throttle opening) based on the throttle valve opening based on the deposit coefficient learning value Lbd, and corrects the throttle valve opening so as to be the target throttle opening. To implement.

  The injection amount learning value Lbv is a learning value for correcting variation among the cylinders 23 in the fuel injection amount of the injector 21 provided in each cylinder 23. The ECU 50 calculates, for each cylinder 23, a fluctuation amount (rotation fluctuation amount) of the rotation speed of the output shaft 43 due to combustion of the injected fuel by the injector 21, and calculates an injection amount correction value based on the difference in the rotation fluctuation amount. To do. And the injection quantity correction value is memorize | stored as the injection quantity learning value Lbv for every some learning area | region defined according to engine operating conditions.

  Knock learning value Lbn is a learning value for suppressing knocking of engine 10. The ECU 50 determines the presence or absence of knocking for each ignition of the spark plug 36 based on the detection value of the knock sensor 41. When it is determined that knocking has not occurred, the ignition timing of the spark plug 36 is phase-adjusted to the advance side with respect to the current ignition timing, and when it is determined that knocking has occurred, the spark plug 36 The ignition timing correction value for correcting the phase of the ignition timing to the retard side with respect to the current ignition timing is calculated. And an ignition timing correction value is memorize | stored as knock learning value Lbn for every some learning area | region defined according to engine operating conditions.

  The evaporated gas concentration learning value Lbe is a learned value for correcting the evaporated gas concentration supplied to the intake passage 11 through the purge pipe 26. The ECU 50 estimates the amount of change in the evaporation gas concentration while the engine is stopped, based on the fuel temperature and outside temperature when the engine is stopped, the fuel temperature and outside temperature when the engine is started, and the engine stop time. Then, the ECU 50 calculates an evaporation gas concentration correction value for correcting the evaporation gas concentration estimated before the engine is stopped, using the amount of change in the evaporation gas concentration. Then, the evaporation gas concentration correction value is stored as an evaporation gas concentration learning value Lbe.

  The throttle valve position learned value Lbf is a learned value for setting the fully closed position of the throttle valve 14. The ECU 50 adjusts the throttle valve 14 to the fully closed position by the throttle actuator 13, and acquires and stores the detected value of the throttle opening sensor 15 at the adjusted position as the throttle valve position learning value Lbf. When the throttle valve 14 is controlled, the detection value of the throttle opening sensor 15 is corrected according to the throttle valve position learning value Lbf.

  The EGR valve position learning value Lbc is a learning value for setting the fully closed position of the EGR valve 46. The ECU 50 adjusts the EGR valve 46 to the fully closed position by the EGR actuator 47, and acquires and stores the detected value of the EGR opening sensor 48 at the adjusted position as the EGR valve position learning value Lbc. When the EGR valve 46 is controlled, the detection value of the EGR opening degree sensor 48 is corrected according to the EGR valve position learning value Lbc.

  The reference position learning value Lbk is a learning value for setting the reference position of the variable valve mechanisms 33 and 34. The ECU 50 sets the fixed positions of the variable valve mechanisms 33 and 34 while the engine is stopped to a reference position that is an intermediate position of the movable range of the variable valve mechanisms 33 and 34, and opens and closes the intake valve 31 and the exhaust valve 32. The adjustable range of timing is expanded. The ECU 50 adjusts the variable valve mechanisms 33 and 34 to an intermediate position, and acquires and stores the phase adjustment value of the variable valve mechanisms 33 and 34 at the adjusted position as the reference position learning value Lbk. When the variable valve mechanisms 33 and 34 are controlled, correction and feedback control according to the reference position learning value Lbk are performed on the target positions of the variable valve mechanisms 33 and 34.

  As shown in FIG. 2, the communication unit 70 transmits and receives vehicle data to and from the management server 200 outside the vehicle 100 by a wireless communication method via a communication network. The management server 200 includes an external control unit 202, an external communication unit 204, and an external storage unit 206. The external control unit 202 determines abnormality of the vehicle data received via the external communication unit 204, and stores the received vehicle data in the external storage unit 206 when the received vehicle data is normal. On the other hand, when the received vehicle data is abnormal, an abnormality determination result is transmitted to the communication unit 70 via the external communication unit 204. Further, the external control unit 202 transmits the vehicle data stored in the external storage unit 206 to the communication unit 70 in accordance with a transmission request from the communication unit 70. In the present embodiment, the management server 200 corresponds to an “external device”.

  The imaging device 82 is an in-vehicle camera, such as a CCD camera, a CMOS image sensor, or a near infrared camera. The imaging device 82 is attached so as to photograph, for example, the front of the vehicle 100 in the traveling direction. The acceleration detection sensor 84 detects acceleration based on a force acting on itself by, for example, a rapid acceleration operation or a sudden brake operation. The ECU 50 can determine the possibility of collision indicating the possibility of a collision of the vehicle 100 based on the captured image taken by the imaging device 82 and the detection value of the acceleration detection sensor 84.

  By the way, in the vehicle 100, the learning value Lb stored in the backup RAM 52 may be cleared when the electrical connection between the power supply unit 60 and the ECU 50 is interrupted for some reason such as a collision of the vehicle 100, for example. . In this case, even if the power supply unit 60 and the ECU 50 are subsequently reconnected and the operation of the engine 10 is resumed, the control value used for the travel control of the vehicle 100 cannot be appropriately corrected using the learned value Lb. In this case, the vehicle 100 cannot be appropriately controlled until the learning value Lb is optimized by re-learning the learning value Lb. Therefore, in some cases, engine stall (engine stall) or the like may occur. Since a relatively long time is required for the relearning of the learning value Lb, there arises a problem that the time until the vehicle 100 starts appropriate control becomes longer.

  The ECU 50 of this embodiment performs a reception control process in order to solve the above problem. In the reception control process, vehicle data is received from the management server 200 when it is determined that the learned value Lb stored in the backup RAM 52 has been cleared by power interruption from the power supply unit 60. Thereby, even when the vehicle data stored in the backup RAM 52 is cleared, the vehicle data can be immediately acquired from the management server 200, and appropriate control of the vehicle 100 can be started at an early stage.

  In addition, ECU50 of this embodiment performs the transmission control process which transmits the learning value Lb memorize | stored in backup RAM52 to the management server 200 with a reception control process. In the transmission control process of the present embodiment, the learning value Lb stored in the backup RAM 52 is transmitted to the management server 200 when a predetermined transmission condition is satisfied.

  FIG. 3 shows a flowchart of the reception control process of this embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle, for example, in a state where the ignition switch is turned on.

  When the reception control process is started, it is first determined in step S10 whether or not the vehicle data stored in the backup RAM 52 has been cleared. For example, it is determined whether or not the power supply from the power supply unit 60 to the backup RAM 52 is interrupted. Specifically, it is determined whether stop information indicating that the power supply from the power supply unit 60 has stopped instantaneously or disconnection information indicating that the wiring connecting the power supply unit 60 and the ECU 50 is disconnected has been acquired. judge. In the present embodiment, the process of step S10 corresponds to a “determination unit”.

  If a negative determination is made in step S10, it is determined in step S12 whether an abnormality determination result has been received from the external communication unit 204. If a negative determination is made in step S12, it is determined in step S14 whether or not there is an instruction from the user of the vehicle 100. As an instruction from the user, for example, there is a vehicle inspection instruction. When the vehicle is inspected, there is a high possibility that the learning value Lb is cleared from the backup RAM 52 by replacing the power supply unit 60 or the like. Therefore, when there is a vehicle inspection instruction from the user, the learning value Lb is backed up by transmitting the learning value Lb stored in the backup RAM 52 to the management server 200 before the vehicle inspection, and from the management server 200 after the vehicle inspection. It is necessary to restore the learning value Lb by receiving the learning value Lb. If a negative determination is made in step S12, the reception control process ends.

  On the other hand, if an affirmative determination is made in steps S10, S12, and S14, transmission request processing (S16 to S20) for requesting the management server 200 to transmit vehicle data is performed. That is, the ECU 50 executes the transmission request process when it is determined in step S10 that the vehicle data stored in the backup RAM 52 has been cleared.

  In the transmission request process, first, in step S16, data received from the management server 200, that is, data requested to be transmitted from the management server 200 (hereinafter referred to as transmission request data) is selected. ECU 50 selects learning value Lb as transmission request data in order to start traveling control of vehicle 100 at an early stage. When there are a plurality of learning values Lb, some learning values Lb are selected as transmission request data. In the present embodiment, the process of step S16 corresponds to a “reception data selection unit”.

  When selecting some learning values Lb from a plurality of learning values Lb, for example, when only some learning values Lb are cleared, the ECU 50 uses the some learning values Lb as transmission request data. select. Further, a learning value Lb that is highly important for travel control of the vehicle 100 or a learning value Lb that requires a relatively long time for learning, such as an injection amount learning value Lbv and a throttle valve position learning value Lbf, may be selected. .

  Further, the learned value Lb that is highly important for the travel control of the vehicle 100 changes according to the situation of the vehicle 100 when it is determined that the vehicle data stored in the backup RAM 52 has been cleared. For example, in the vehicle 100 where the outside air temperature is low, the amount of change in the evaporation gas concentration while the engine is stopped is greater than in the vehicle 100 where the outside air temperature is high, and therefore the importance of the evaporation gas concentration learning value Lbe is increased. Therefore, the transmission request data may be selected according to the situation of the vehicle 100 when it is determined that the vehicle data stored in the backup RAM 52 has been cleared.

  Next, in step S18, the priority order of the selected learning value Lb is set. When the ECU 50 selects two or more learning values Lb as transmission request data, the ECU 50 sets the priority order. The priority order is set so that the learning value Lb that is highly important for the travel control of the vehicle 100 is received with priority.

  Next, in step S20, a transmission request instruction is transmitted to the management server 200. This transmission request instruction includes information on the learning value Lb selected in step S16 and information on the priority set in step S18. As a result, the learning value Lb selected in step S16 is transmitted from the management server 200 according to the priority set in step S18. The transmission request instruction is associated with a vehicle ID for identifying the vehicle 100. Therefore, the vehicle data of the own vehicle is transmitted from the management server 200. In the present embodiment, the process of step S20 corresponds to a “reception control unit”.

  In step S22, the learning value Lb transmitted from the management server 200 is received. In subsequent step S24, it is determined whether or not all the learning values Lb instructed by the transmission request instruction have been received. If a negative determination is made in step S24, the process returns to step S22.

  On the other hand, if an affirmative determination is made in step S24, whether or not the received learning value Lb is normal is verified in step S26. For example, it is verified whether the received learning value Lb is vehicle data of the own vehicle. In addition, for example, it is verified whether the received learning value Lb is not incomplete data due to deterioration of the communication state or the like. The ECU 50 verifies that the received learning value Lb is incomplete data when the number of data items constituting the received learning value Lb is different from the number of data items of the normal learning value Lb.

  In step S28, it is determined whether there is abnormal data. Specifically, when it is verified in step S26 that the received learned value Lb includes vehicle data or incomplete data of another vehicle, it is determined that there is abnormal data. If there is abnormal data, the travel control of the vehicle 100 cannot be started. Therefore, if an affirmative determination is made in step S28, a retransmission request instruction is transmitted to the management server 200 in step S30, and the process returns to step S22. In the re-transmission request instruction, the learning value Lb verified as the vehicle data or incomplete data of the other vehicle in step S26 is selected as the transmission request data.

  On the other hand, if an affirmative determination is made in step S28, it is determined in step S32 whether or not the vehicle state is a rewritable state of the learned value Lb. For example, if the learning value Lb is rewritten while the vehicle 100 is traveling, the traveling control of the vehicle 100 may suddenly change, and the vehicle 100 may not be able to continue traveling safely. Therefore, the learning value Lb cannot be rewritten. . If a negative determination is made in step S32, the process of step S32 is repeated until an affirmative determination is made in step S32.

  On the other hand, for example, when the vehicle 100 is stopped running, the learning value Lb is in a state that can be rewritten. If an affirmative determination is made in step S32, the received learning value Lb is stored in the backup RAM 52, and the reception control process is terminated.

  According to the embodiment described in detail above, the following effects can be obtained.

  When it is determined that the vehicle data stored in the backup RAM 52 has been cleared by power interruption from the power supply unit 60 or the like, the vehicle data is received from the management server 200. Therefore, even when the vehicle data stored in the backup RAM 52 is cleared, the vehicle data can be immediately acquired from the management server 200, and appropriate control of the vehicle 100 can be started at an early stage.

  Since the learning value Lb included in the vehicle data is data used for traveling control of the vehicle 100, it is preferably received from the management server 200 when the vehicle data is cleared. However, when there are a plurality of learning values Lb in the vehicle data, if all of them are received from the management server 200, the time required to receive the learning values Lb is prolonged. Therefore, for example, there is a concern that the start of the engine 10 is delayed. In the present embodiment, since the learning value Lb to be received is selected from a plurality of learning values Lb, the time required to receive the learning value Lb can be shortened, and appropriate control of the vehicle 100 is started at an early stage. can do.

  Since the situation of the vehicle 100 when it is determined that the vehicle data stored in the backup RAM 52 has been cleared is different, the required learning value Lb differs depending on the situation of the vehicle 100. In the present embodiment, the learning value Lb received from the management server 200 is selected depending on the situation of the vehicle 100 when the vehicle data is cleared. The learning value Lb required depending on the situation of the vehicle 100 can be received from the management server 200.

  A relatively long time is required for learning the learning value Lb, and appropriate control of the vehicle 100 cannot be started until the learning value Lb is optimized by learning the learning value Lb. In the present embodiment, this learning value Lb is stored in the backup RAM 52, and when the vehicle data is cleared, the learning value Lb is received from the management server 200. Therefore, the time required for learning the learning value Lb can be shortened, and appropriate control of the vehicle 100 can be started at an early stage.

(Second Embodiment)
Next, a vehicle 100 according to the second embodiment will be described with reference to FIG. The vehicle 100 according to the second embodiment is different in transmission control processing from the vehicle 100 according to the first embodiment. Therefore, hereinafter, a transmission control process according to the second embodiment will be described.

  In the transmission control process of the present embodiment, the vehicle data stored in the backup RAM 52 is transmitted to the management server 200 when it is determined that there is a high possibility that power interruption from the power supply unit 60 will occur. Thereby, even when the vehicle data stored in the backup RAM 52 is cleared by power interruption, the vehicle data immediately before being cleared from the management server 200 can be acquired, and appropriate control of the vehicle 100 is started at an early stage. be able to.

  For this reason, the implementation timing differs between the reception control process and the transmission control process. That is, the reception control process is performed after the vehicle data stored in the backup RAM 52 is cleared, while the transmission control process is performed before the vehicle data stored in the backup RAM 52 is cleared.

  FIG. 4 shows a flowchart of the transmission control process of this embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle, for example, in a state where the ignition switch is turned on.

  When the transmission control process is started, first, in step S40, it is determined whether or not a transmission condition is satisfied. For example, it is determined whether or not a predetermined time has elapsed since the vehicle data was transmitted to the management server 200 by the previous transmission control process. The predetermined time is set to a time when the learning value Lb is updated by learning the learning value Lb, and is, for example, one week.

  If a negative determination is made in step S40, it is determined in step S42 whether or not the collision possibility of the vehicle 100 is high. The ECU 50 determines the possibility of a collision based on the captured image captured by the imaging device 82 and the detection value of the acceleration detection sensor 84. If a negative determination is made in step S42, it is determined in step S44 whether or not the remaining electric capacity of the power supply unit 60 has decreased. The ECU 50 determines that the remaining electric capacity of the power supply unit 60 has decreased when the remaining electric capacity of the power supply unit 60 has decreased below a predetermined reference capacity. The predetermined reference capacity is set in advance based on the remaining electric capacity required when the engine 10 is started.

  If a negative determination is made in step S44, the transmission control process is terminated. On the other hand, if an affirmative determination is made in steps S40, S42, and S44, it is determined that there is a high possibility that power interruption from the power supply unit 60 will occur, and transmission processing (S46, S48) for transmitting vehicle data to the management server 200 is performed. That is, the ECU 50 determines the possibility of power interruption based on the possibility of collision in step S42 and based on the degree of decrease in the remaining electric capacity of the power supply unit 60 in step S44. In the present embodiment, the processes in steps S42 and S44 correspond to a “blocking determination unit”.

  In the transmission process, first, in step S46, data to be transmitted to the management server 200 (hereinafter referred to as transmission data) is selected. ECU 50 selects learning value Lb used for travel control of vehicle 100 as transmission data. When there are a plurality of learning values Lb, some learning values Lb are selected as transmission data. In the present embodiment, the process of step S46 corresponds to a “transmission data selection unit”.

  When selecting some learning values Lb from a plurality of learning values Lb, for example, when only some learning values Lb are updated, the ECU 50 selects the some learning values Lb as transmission data. To do. Further, a learning value Lb that is highly important for the travel control of the vehicle 100 or a learning value Lb that requires a relatively long time for learning may be selected.

  Next, in step S48, transmission data is transmitted to the management server 200, and the transmission control process is terminated. For the plurality of learning values Lb stored in the backup RAM 52, priorities are determined in advance based on, for example, the importance for traveling control of the vehicle 100, the length of time required for learning, and the like. In transmission data transmission, the learning value Lb selected in step S46 is transmitted according to this priority order.

  The transmission data is associated with a vehicle ID. The external control unit 202 of the management server 200 stores the transmission data in association with the vehicle ID when storing the received transmission data in the external storage unit 206. Thereby, the external control part 202 can transmit the vehicle data of the said vehicle 100 to the vehicle 100 in a reception control process, and ECU50 can receive the vehicle data of the own vehicle. In the present embodiment, the process of step S48 corresponds to a “transmission control unit”.

  According to the present embodiment described above, the vehicle data stored in the backup RAM 52 is transmitted to the management server 200 when it is determined that the possibility of power interruption is high. Therefore, even when the vehicle data stored in the backup RAM 52 is cleared by power interruption, the vehicle data immediately before being cleared from the management server 200 can be acquired, and appropriate control of the vehicle 100 can be started at an early stage. Can do.

  Since the learning value Lb included in the vehicle data is data used for traveling control of the vehicle 100, it is preferably transmitted to the management server 200 when it is determined that the possibility of power interruption is high. However, when it is determined that the possibility of power interruption is high, for example, when it is determined that the possibility of collision is high, there is a case where a sufficient transmission time for transmitting the transmission data cannot be secured. In the present embodiment, the learning value Lb to be transmitted is selected from a plurality of learning values Lb, so that the selected learning value Lb is reliably transmitted to the management server 200 even when the transmission time cannot be sufficiently secured. Can do.

  In the present embodiment, the possibility of power interruption is determined based on the possibility of collision or the degree of decrease in the remaining electric capacity of the power supply unit 60. Accordingly, when the vehicle data stored in the backup RAM 52 is cleared due to a collision of the vehicle 100 or due to a decrease in the remaining electric capacity of the power supply unit 60, appropriate control of the vehicle 100 can be started at an early stage. .

  The present invention is not limited to the description of the above embodiment, and may be implemented as follows.

  The vehicle data may include travel distance information and failure history information (diagnostic information) in addition to a plurality of vehicle control data that are learning values Lb used for travel control of the vehicle 100. In particular, since the failure history information is related to the travel control of the vehicle 100, it may be transmitted to the management server 200 or received from the management server 200 together with the learning value Lb or instead of the learning value Lb.

  In each said embodiment, although the communication part 70 illustrated the form which transmits / receives vehicle data between the specific management servers 200, you may make it the communication part 70 transmit / receive vehicle data between cloud servers. .

  In each said embodiment, although the communication part 70 illustrated the form which transmits / receives vehicle data directly with the management server 200, it is not restricted to this. For example, the communication unit 70 may transmit / receive vehicle data to / from the management server 200 via a mobile terminal owned by the user. In this case, the terminal ID of the user may be associated with the vehicle data instead of the vehicle ID.

  In the said 1st Embodiment, although the vehicle data of the own vehicle were received from the management server 200 in the reception control process, it illustrated, but it is not restricted to this. For example, when vehicle data received from another vehicle of the same vehicle type as the own vehicle is stored in the external storage unit 206 of the management server 200, the vehicle data of this other vehicle may be received. Further, when there are a plurality of vehicle data of other vehicles, the vehicle data of other vehicles whose situation of the vehicle 100 is close to the own vehicle may be selected and the vehicle data of other vehicles may be received.

  In the first embodiment, as an example of verifying whether or not vehicle data or incomplete data of another vehicle is included as verification of the learning value Lb received from the management server 200, the present invention is not limited to this. Absent. For example, it may be verified whether or not the management server 200 that has received the learning value Lb is a normal management server. Further, it may be verified whether or not the learning value Lb received from the management server 200 includes a learning value Lb that is not requested for transmission in the transmission request data.

  In the second embodiment, the example in which the possibility of collision and the degree of decrease in the remaining electric capacity of the power supply unit 60 is used for determining the possibility of power interruption has been described. For example, the possibility of abnormality indicating that an abnormality has occurred in the power supply unit 60 or the opening of the hood of the vehicle 100 may be used. When the hood is opened, there is a high possibility that the power supply unit 60 will be replaced by the user, and there is a high possibility that the vehicle data will be cleared from the backup RAM 52. Furthermore, it may be used that a maintenance tool is connected to the vehicle 100 for vehicle inspection.

  In the second embodiment, the example in which the degree of decrease in the electric remaining capacity of the power supply unit 60 is determined based on the electric remaining capacity detected based on the charging / discharging current of the power supply unit 60 has been described. Instead, the determination may be made based on the detected value of the voltage of the power supply unit 60. In the power supply unit 60, the voltage decreases as the electric residual capacity decreases. Therefore, by determining the degree of decrease in the remaining electric capacity based on the detected value of the voltage of the power supply unit 60, the degree of decrease in the remaining electric capacity can be determined suitably and easily.

  In the second embodiment, the transmission condition is exemplified that a predetermined time has elapsed since the vehicle data was transmitted to the management server 200 by the previous transmission control process, but the transmission condition is not limited thereto. For example, a transmission condition may be that an event that occurs at a certain frequency, such as turning off an ignition switch, or an instruction from the user.

  In the first embodiment, the transmission control data is selected in the reception control process. However, the present invention is not limited to this, and all vehicle data or all learning values Lb may be selected as transmission request data. . The ECU 50 may select all the vehicle data or all the learned values Lb from the management server 200 and then select the vehicle data or the learned values Lb that need to be stored and store them in the backup RAM 52.

  In each of the above embodiments, the vehicle 100 is provided with one ECU 50 as a control device, but the present invention is not limited to this. For example, the vehicle 100 may be provided with a plurality of control devices. Each control device is associated with a different control target, and each control device includes a backup RAM 52 that stores a learning value Lb of the corresponding control target. Each control device is electrically connected to the power supply unit 60, and the backup RAM 52 of each control device holds the learning value Lb stored by maintaining the state where power is supplied from the power supply unit 60. Yes.

  52 ... Backup RAM, 60 ... Power supply unit, 70 ... Communication unit, 200 ... Management server.

Claims (9)

A power supply unit (60), an in-vehicle storage unit (52) that stores vehicle data in a state where power is supplied from the power supply unit, and a communication unit (70) that receives and transmits the vehicle data between an external device (200). ), And a vehicle comprising
A determination unit that determines that the vehicle data stored in the in-vehicle storage unit is cleared;
A control apparatus comprising: a reception control unit that receives the vehicle data from the outside device when it is determined that the vehicle data is cleared. The vehicle data includes a plurality of vehicle control data used for driving control of the vehicle,
A reception data selection unit that selects vehicle control data to be received from the outside device among the plurality of vehicle control data,
The control device according to claim 1, wherein the reception control unit receives the vehicle control data selected by the reception data selection unit.   The control device according to claim 2, wherein the reception data selection unit selects vehicle control data to be received from the vehicle exterior device according to a situation of the vehicle when it is determined that the vehicle data is cleared. The vehicle data includes a plurality of vehicle control data used for driving control of the vehicle,
The control device according to any one of claims 1 to 3, wherein a learning value (Lb) used for driving control of the vehicle is stored in the in-vehicle storage unit as the plurality of vehicle control data. An interruption determination unit for determining that there is a high possibility that an electric power interruption from the power supply unit occurs
The transmission control part which transmits the said vehicle data memorize | stored in the said vehicle-mounted memory | storage part to the said external device when it determines with the possibility of electric power interruption being high, Either of Claim 1 to 4 The control device according to one item. The vehicle data includes a plurality of vehicle control data used for driving control of the vehicle,
A transmission data selection unit for selecting vehicle control data to be transmitted to the outside device from the plurality of vehicle control data;
The control device according to claim 5, wherein the transmission control unit transmits the vehicle control data selected by the transmission data selection unit.   The control device according to claim 5 or 6, wherein the interruption determination unit determines the possibility of the electric power interruption based on a possibility that a collision of the vehicle occurs.   The control device according to any one of claims 5 to 7, wherein the interruption determination unit determines the possibility of the electric power interruption based on a reduction degree of an electric remaining capacity of the power supply unit.   The control device according to claim 8, wherein the shut-off determination unit determines a degree of decrease in an electric remaining capacity of the power supply unit based on a detected value of the voltage of the power supply unit.

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