JP2021176721A - Vehicle control system - Google Patents

Abstract

To provide an operation environment necessary to change in dynamic requirement of a salary to correspond to the operation environment efficiently.SOLUTION: Functional execution parts (5, 6) are implemented in a vehicle and execute preassigned function. Non-functional IF parts (2, 3) provide one or more non-functions to the respective functional execution parts. The non-function indicates an operation environment necessary for achieving the function of the functional execution parts. An allocation control part (4) sets assignment of the non-function provided by the non-functional IF parts to the respective functional execution parts by using restriction information which at least contains disposition restrictions of the functional execution parts and the non-functional IF parts.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a technique for providing a necessary operating environment for an in-vehicle device.

A layered distributed control platform is used in a large-scale vehicle control system in which a plurality of controlled devices are linked and controlled by a plurality of electronic control devices (hereinafter referred to as ECUs) mounted on the vehicle. In the distributed control platform, the development period can be shortened and the variation can be easily supported by sharing the lower layer parts other than the control logic showing the specific control contents in each ECU.

Patent Document 1 describes a technique for centrally managing the operating environment related to power supply, communication, safety, etc., which is necessary for realizing individual control logic, instead of managing each control logic. .. This makes it easy to add, integrate, and delete control logic, and to switch the operating environment according to the driving scene.

JP-A-2017-7642

By the way, the required amount for the operating environment dynamically changes according to the addition or deletion of the control logic by PnP and the selection or limitation of the function in the implemented control logic. PnP is an abbreviation for Plug and Play. The platform that provides the operating environment to follow the change in the required amount is provided with a margin for the supply amount of the operating environment to cope with the shortage.

However, as a result of detailed examination by the inventor, if the shortage of the operating environment is repeatedly compensated from the portion where the supply amount is sufficient, the supply route of the operating environment becomes complicated and the operating environment is used. The problem of reduced efficiency was found.

One aspect of the present disclosure provides a technique for efficiently providing the required operating environment in response to a dynamic change in the amount required for the operating environment.

One aspect of the present disclosure is a vehicle control system mounted on a vehicle, which includes at least one function execution unit (5, 6), a non-functional IF unit (2, 3), and an allocation control unit (4). , Equipped with.
The function execution unit is mounted on the vehicle and executes a pre-assigned function. The non-functional IF unit provides one or more non-functions for each of the function execution units. Non-functional refers to the operating environment required to realize the functions of the function execution unit. The allocation control unit sets the non-functional allocation provided by the non-functional IF unit to each of the function execution units by using the constraint information including at least the arrangement restrictions of the function execution unit and the non-functional IF unit.

According to such a configuration, since the constraint information includes the arrangement constraint of the function execution part and the non-functional IF part, when the non-functional shortage occurs, it is only necessary to have a margin in the supply amount. Instead, the supply method can be reset in consideration of where to supply. As a result, it is possible to efficiently provide non-functional requirements according to the situation.

It is a block diagram which shows the structure of a vehicle control system. It is a block diagram which shows the outline of the power supply part. It is a block diagram which shows the outline of a communication providing part. It is a functional block diagram which shows an example of the logical structure of the control which the ECU group realizes in cooperation with each other in order to make the ECU group function as a vehicle control unit. It is a flowchart of a non-functional IF setting process. It is a flowchart of a setting change process.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. composition]
The vehicle control system 1 shown in FIG. 1 is applied to a vehicle. The vehicle may have an automatic driving function in addition to the manual driving function. The vehicle may be a hybrid vehicle having an engine and an electric motor as a traveling drive source. Further, the vehicle is not limited to a vehicle having an automatic driving function and a hybrid vehicle, but may be a vehicle having only a manual driving function, or a vehicle having only an engine or an electric motor as a traveling drive source. Hereinafter, the vehicle to which the vehicle control system 1 is applied is simply referred to as a vehicle.

As shown in FIG. 1, the vehicle control system 1 includes a power providing unit 2, a communication providing unit 3, and an allocation control unit 4. An ECU group 5 which is a plurality of electronic control devices (hereinafter referred to as ECUs) mounted on a vehicle and a controlled device group 6 which are a plurality of controlled devices are connected to the power providing unit 2 and the communication providing unit 3, respectively. Will be done.

The ECU group 5 and the controlled device group 6 correspond to the function executing unit, and the power providing unit 2 and the communication providing unit 3 correspond to the non-functional interface (hereinafter, IF) unit.
[1-1. ECU group]
Each ECU belonging to the ECU group 5 operates by receiving power supply via the power supply unit 2. Further, each ECU has a function assigned to its own ECU by communicating with another ECU belonging to the ECU group 5 and a controlled device belonging to the controlled device group 6 via the communication providing unit 3. Is realized in cooperation with other devices.

As shown in FIGS. 2 and 3, the ECU group 5 includes one central ECU 51 and a plurality of zone ECUs 52.
By controlling the plurality of zone ECUs 52, the central ECU 51 realizes coordinated control of the entire vehicle.

The zone ECU 52 is provided for each zone in which the vehicle is divided into a plurality of zones, and mainly controls the controlled device existing in the zone. Here, the zone ECU 52 includes a front zone ECU and a rear zone ECU.

Each ECU 51, 52 may include a plurality of MPU cores. MPU is an abbreviation for Micro-Processing Unit. In addition, so that different operating environments can be set for each MPU core or MPU core group (hereinafter, processing unit), circuits necessary for setting the operating environment such as independent power supply circuits and communication circuits are provided for each processing unit. You may prepare. The operating environment here includes the amount of electric power per unit time, the amount of communication, the occupied time of the MPU core (that is, the amount of processing), the required level of safety to be observed, and the like. In the following, the operating environment is also referred to as non-functional.

[1-2. Controlled device group]
The individual controlled devices belonging to the controlled device group 6 operate by receiving power supply via the power providing unit 2 as in the ECU group 5. Further, each controlled device realizes the function assigned to its own device by communicating with any of the ECUs 51 and 52 belonging to the ECU group 5 directly or via the communication providing unit 3.

As shown in FIG. 4, the controlled devices belonging to the controlled device group 6 include an engine 61, a motor generator (hereinafter, MG) 62, a brake device 63, an electric power steering device (hereinafter, EPS) 64, and an air conditioner device 65. , Seat heater 66 and the like are included. Here, six controlled devices are illustrated, but the controlled devices are not limited to these.

The engine 61 generates a driving force for driving the vehicle. In the engine 61, the ignition timing, fuel injection amount, injection time, opening / closing of the throttle valve, and the like are controlled by instructions from the ECU.

The MG 62 is arranged on the output shaft of the engine 61 via a clutch. The MG 62 operates as a motor by supplying power from the high-voltage battery BT1 described later, and generates a driving force for assisting the engine 61 and a driving force for driving the vehicle independently when the engine 61 is stopped. The MG 62 operates as a generator when the vehicle is decelerated, and charges the high-voltage battery BT1 with the regenerated energy.

The brake device 63 uses, for example, hydraulic pressure or an electric motor to generate braking force regardless of the operation of the brake pedal by the driver.
The EPS64 not only assists the steering force when the driver steers the steering wheel with an electric motor, but also rotates the steering shaft regardless of the steering operation by the driver to drive the steering wheel of the vehicle in the steering direction. To control.

The air conditioner 65 air-conditions the interior of the vehicle by using a known refrigerating cycle and a heater using cooling water of the engine 61.
The seat heater 66 heats the seat by using, for example, a heater built in the seat.

[1-3. Functional block]
FIG. 4 is a functional block diagram showing an example of a control logical structure realized in cooperation with the ECU group 5 in order to make the ECU group 5 function as a vehicle control unit 7 that realizes manual driving, automatic driving, and the like. .. The logical structure of the vehicle control unit 7 is defined by the functional blocks 71 to 81 and the connection structure between the functional blocks 71 to 81. Then, the vehicle control unit 7 controls the controlled device group 6 by the plurality of functional blocks 71 to 81 operating in cooperation with each other according to the defined connection structure. However, the method of dividing the functional blocks and the connection structure are not limited to these.

The vehicle control unit 7 is embodied by mounting each function block 71 to 81 as a program or database in the ECU group 5. One functional block may be mounted on each ECU, or a plurality of functional blocks may be mounted on each ECU.

However, functional blocks that need to be operated in different operating environments are distributed and implemented in different processing units. That is, an ECU on which a plurality of functional blocks operating in different operating environments are mounted needs to have a plurality of processing units. Further, when two functional blocks connected by a logical structure are mounted on different ECUs, these ECUs need to be configured to be communicable via the communication providing unit 3.

The vehicle control unit 7 has an integrated control unit 71, a behavior control unit 72, an environment control unit 73, a front-rear behavior control unit 74, and a left-right behavior control unit 75 as functional blocks. Further, the vehicle control unit 7 includes an engine management system (hereinafter referred to as EMS) control unit 76, an MG control unit 77, a brake control unit 78, an EPS control unit 79, an air conditioner control unit 80, and a seat as functional blocks. It has a heater control unit 81.

The integrated control unit 71 inputs signals from the state sensor 11 and the environment sensor 12, and also inputs a map of the area to which the vehicle belongs from the map database 13.
The state sensor 11 includes sensors that detect information related to driving operations by the driver, such as an accelerator sensor, a brake sensor, and a steering sensor. Further, the state sensor 11 may include a sensor that detects information on vehicle behavior such as engine speed, vehicle speed, and steering angle. Further, the state sensor 11 is a sensor that detects the state of a switch for switching a vehicle control mode (for example, manual driving / automatic driving) and a setting of a controlled device (for example, an air conditioner device 65 or a seat heater 66). May be included. Switching the settings of the controlled device may include turning the device on and off, selecting the service to be used, and the like. Further, the state sensor 11 includes a sensor that detects information necessary for estimating the state of charge of the battery, and a sensor that detects the state of a connection port such as a USB connector provided for connecting an external device operated by PnP. May be included.

The environment sensor 12 is a sensor that acquires information on the external environment in which the vehicle is placed and the internal environment in the vehicle interior. For example, a radar device that detects a preceding vehicle or an obstacle, or an image of the surroundings of the vehicle is acquired. Includes cameras and the like. Further, the environment sensor 12 may include a sensor for detecting the presence / absence of an occupant, etc., in addition to a sensor for detecting the temperature, the amount of solar radiation, etc. outside and inside the vehicle.

The integrated control unit 71 determines whether the vehicle is manually driven or automatically driven based on the signal from the state sensor 11. Then, when it is determined that the vehicle is manually driven, the target vehicle behavior is calculated based on the driving operation by the driver grasped by the signal from the state sensor 11, and the target vehicle behavior is determined by the behavior control unit 72. Output to. The integrated control unit 71 may output a signal from the state sensor 11 together with an instruction for manual driving to the behavior control unit 72, and the behavior control unit 72 may calculate the target vehicle behavior. In addition, when calculating the target vehicle behavior based on the driving operation by the driver, if it is predicted that the behavior of the vehicle will become unstable if the driving operation by the driver is reflected as it is, the behavior of the vehicle will be changed. It is preferable to calculate the target vehicle behavior within a stable range.

On the other hand, when it is determined that the automatic operation should be executed, the integrated control unit 71 determines the target traveling line based on the information on the external environment from the environment sensor 12 and the map information from the map database 13. stipulate. Further, the integrated control unit 71 sets a control target for automatic driving such as a target speed when traveling on the traveling line. The control target determined in this way is output to the behavior control unit 72.

Further, the integrated control unit 71 sets control targets such as the target vehicle interior temperature and the target seat temperature based on the signal from the state sensor 11, and outputs the control targets to the environment control unit 73.
When the vehicle is manually driven, the behavior control unit 72 calculates the target acceleration or the target deceleration in the front-rear direction and the target acceleration in the left-right direction based on the target vehicle behavior. The calculated target acceleration in the front-rear direction is output to the front-rear behavior control unit 74, and the target acceleration in the left-right direction is output to the left-right behavior control unit 75. Further, when the vehicle is automatically driven, the behavior control unit 72 calculates a target acceleration or a target deceleration in the front-rear direction based on a control target for automatic driving, and also calculates a target acceleration and a target steering angle in the left-right direction. Is calculated.

When a positive acceleration is given as the target acceleration in the front-rear direction, the front-rear behavior control unit 74 calculates and outputs the respective target drive torques to the EMS control unit 76 and the MG control unit 77. At this time, the front-rear behavior control unit 74 sets the target engine torque and the MG control unit in the EMS control unit 76 while considering the maximum MG torque that the MG 62 can generate in order to most efficiently realize the drive torque required for the vehicle. The target MG torque is given to 77.

When a negative acceleration (that is, deceleration) is given as the target acceleration in the front-rear direction, the front-rear behavior control unit 74 receives the target regenerative braking torque by the MG 62 and the target braking torque by the braking device 63 according to the target deceleration. Are calculated and given to the MG control unit 77 and the brake control unit 78, respectively.

The EMS control unit 76 controls the operating state of the engine 61 by adjusting the throttle valve opening degree, the fuel supply amount, and the like so that the engine 61 generates the target engine torque based on the information such as the engine speed. The MG control unit 77 includes an inverter circuit for generating a drive signal of the MG 62, and controls the operating state of the MG 62 so that the MG 62 generates a target MG torque based on information such as the rotation speed and the rotation position of the MG 62. The drive signal for the operation is output.

The brake control unit 78 drives the brake hydraulic pressure and the electric motor so that the brake device 63 generates the target brake braking torque based on information such as the speed of each wheel of the four wheels and the hydraulic pressure of each brake of the four wheels. Control. The target brake braking torque is calculated so as to make up for the shortage when the target regenerative braking torque alone is insufficient with respect to the target braking torque. In this case, the MG control unit 77 controls the MG 62 to operate as a generator, and the electricity generated by the MG 62 is charged into the high voltage battery BT1.

When the vehicle is manually driven, the left-right behavior control unit 75 calculates a target assist torque according to a given target acceleration in the left-right direction and applies the target assist torque to the brake control unit 78. Further, when the left-right behavior control unit 75 executes automatic operation, the left-right behavior control unit 75 calculates a target torque for matching the steering angle of the EPS 64 with the target steering angle while considering the target acceleration in the left-right direction, and performs EPS control. Give to part 79. The EPS control unit 79 controls the EPS 64 so that the torque generated by the EPS 64 becomes the target assist torque or the target torque based on the information such as the drive current of the electric motor.

The environment control unit 73 generates a target signal based on the control targets such as the target vehicle interior temperature and the target seat temperature given by the integrated control unit 71 and the actual vehicle interior environment detected by various sensors. Then, the output is output to the air conditioner control unit 80 and the seat heater control unit 81. The environment inside the vehicle is detected by, for example, a occupant detection signal, a temperature detection signal inside and outside the vehicle, a solar radiation detection signal, and a seat temperature detection signal. The target signal is a signal indicating a target state when the air conditioner 65, the seat heater 66, and the like are controlled so that the environment in the vehicle interior matches the control target.

The air conditioner control unit 80 controls the rotation speed of the fan of the air conditioner device 65 and the opening degree of the air mix door based on the target signal from the environment control unit 73, so that the temperature inside the vehicle interior can be adjusted so as to approach the target state. Control humidity. Further, the seat heater control unit 81 controls the seat temperature by controlling the energizing current to the seat heater 66 based on the target signal from the environment control unit 73.

[1-3. Power supply department]
As shown in FIG. 2, the power supply unit 2 includes a battery group 21, a power network group 22, and a plurality of repeaters 23.

The battery group 21 includes a high-voltage battery BT1, a main low-voltage battery BT2, and a sub-low-voltage battery BT3.
The high-voltage battery BT1 supplies the electric power required to operate the MG 62 as a motor. Further, the high-voltage battery BT1 is charged by the regenerative power generated by the MG 62 operating as a generator.

Both the main low voltage battery BT2 and the sub low voltage battery BT3 provide the low voltage power required for operation to various electric loads mounted on the vehicle (that is, the ECU group 5 and the controlled device group 6). do. Both the main low-voltage battery BT2 and the sub low-voltage battery BT3 are connected to the high-voltage battery BT1 via a buck converter, and are charged by operating the buck converter.

The power supply network group 22 includes a plurality of power supply networks ND1 to ND3 provided for each of the individual batteries BT1 to BT3 belonging to the battery group 21. The power supply networks ND1 to ND3 are basically wired to different locations, but they may be partially wired to the same location.

Each repeater 23 is connected to at least one of the power supply networks ND1 to ND3. Further, at least one of the plurality of repeaters 23 has one or more power supply point PP to which the ECU or the controlled device is connected.

The repeater 23 having the power supply point PP branches the power supply line of the power supply network NDi and connects to the power supply point PP. i = 1, 2, and 3. Further, the repeater 23 connected to the plurality of power supply networks NDi is configured to be able to switch the power supply network NDi connected to the power supply point PP according to an instruction from the allocation control unit 4.

That is, the power supply point PP can receive power from any one or two of the three batteries BT1 to BT3 belonging to the battery group 21. May be mixed with other things.

Each ECU may be connected to one power supply point PP, or when the ECU has a plurality of processing units, it may be connected to a different power supply point PP for each processing unit. That is, a plurality of power supply point PPs may be connected to one ECU.

Here, the repeater 23 is provided with a function of switching the power supply network NDi (that is, the battery BTi as the power supply source) connected to the power supply point PP, but this function may be provided in each ECU.

[1-4. Communication provider]
The communication providing unit 3 includes a communication network group 31. The communication network group 31 includes a plurality of communication networks NC1 and NC2 that connect terminals to each other. The terminal is a general term for each ECU belonging to the ECU group 5 and each controlled device belonging to the controlled device group 6. Further, the number of communication network NCs belonging to the communication network group 31 may be 3 or more.

The communication networks NC1 and NC2 may use different communication protocols or the same communication protocol. CAN, Ethernet, or the like may be used as the communication protocol. Both CAN and Ethernet are registered trademarks. Not all terminals need to be connected to all communication networks NC1 and NC2, but may be connected to at least one of them.

The communication networks NC1 and NC2 may each have a structure in which a plurality of sub-networks are connected to each other via a gateway. Further, different communication networks NC1 and NC2 may have a structure in which they are connected to each other via a gateway.

The communication connection point CP for connecting the terminal to the communication networks NC1 and NC2 may be provided integrally with the repeater 23 constituting the power providing unit 2, or may be provided separately from the repeater 23. The connection point of the repeater 23 having both the power supply point PP and the communication connection point CP corresponds to the composite connection point.

In communication via the communication networks NC1 and NC2, there are a control channel for transmitting and receiving control signals and a data channel for transmitting and receiving information. A certain communication capacity is secured in the control channel, and communication can be performed regardless of the degree of congestion of communication via the data channel. As for the data channel, the usable communication capacity is appropriately allocated to each terminal connected to the communication connection point CP according to the instruction from the allocation control unit 4.

[1-5. Allocation control unit]
As shown in FIG. 1, the allocation control unit 4 includes a PnP detection unit 41, a scene extraction unit 42, a change detection unit 43, a battery state estimation unit 44, an allocation execution unit 45, and an information storage unit 46. Be prepared. The allocation control unit 4 is mounted on any of a plurality of ECUs belonging to the ECU group 5 (hereinafter referred to as the allocation ECU) as a functional block for realizing a non-functional provision system that provides non-functions according to the situation. Will be done. For example, the central ECU 51 becomes the allocation ECU.

The PnP detection unit 41 detects that a new function different from the function originally implemented is added by PnP. For this detection, for example, a signal from a sensor that monitors a connection port for connecting an external device related to PnP may be used.

The scene extraction unit 42 acquires signals from the state sensor 11 and the environment sensor 12, and identifies a scene representing the situation around the vehicle based on the acquired signals. The scene may include, for example, a stop scene, a manual driving scene, an automatic driving scene, an abnormal scene, and the like. The stop scene represents a state in which the vehicle is stopped. The manual driving scene represents a state in which the vehicle is manually driven. The automatic driving scene represents a state in which automatic driving is being executed in the vehicle. The abnormal scene represents a state in which some abnormality has occurred in the vehicle.

Based on the signal from the state sensor 11, the change detection unit 43 changes the non-functional requirements such as switching the operation mode of the controlled device and selecting the function to be used from the functions prepared in advance. Detects that the operation to be performed has been performed.

The battery state estimation unit 44 estimates the charge state of each battery BT1 to BT3 based on the signal from the state sensor 11.
The allocation execution unit 45 executes at least the non-functional allocation process. The details of the processing will be described later.

The information storage unit 46 stores at least constraint information, route information, user information, and basic setting information.
The constraint information is information representing physical constraints related to the provision of non-functional requirements, for example, placement constraints of devices related to the provision of non-functional requirements and the ability to provide them. The constraint information representing the placement constraint includes the number of zones for dividing the vehicle, the range of each zone, and the placement of the ECU group 5 and the controlled device group 6. Further, the constraint information representing the placement constraint may include the wiring structure of the power supply network NDi and the communication network NCj including the positions of the repeater 23 and the gateway, the power supply point PP, the communication connection point CP position, and the like. Hereinafter, the power supply point PP and the communication connection point CP are collectively referred to as a connection point. The constraint information representing the provided capacity may include the maximum provided amount (for example, battery capacity, communication capacity, etc.) and the safety grade. The information indicating the safety grade may include the redundancy of the connection points PP and CP. The redundancy of the connection points PP and CP is information that becomes larger as the provision of non-functions via the connection point is interrupted, another provision route can be set, and there are many variations of the provision routes.

The constraint information may be determined according to the quality level of the service provided, for example, the vehicle class of the vehicle. Specifically, the higher the vehicle class, the greater the number of zones, and thus the number of zone ECUs 52, and the narrower the range of zones that each zone ECU 52 is in charge of. In addition, the higher the vehicle class, the higher the maximum amount of non-functional provisions and the higher the safety grade.

The route information is information indicating the setting state of a device or function (hereinafter, non-functional IF unit) related to the provision of non-function. In addition to the power providing unit 2 and the communication providing unit 3, the non-functional IF unit includes a function of allocating the processing capacity of the processing unit to each of the functional blocks in the ECU. The route information is set for each connection point PP and CP, and the type of non-function provided via the connection point PP and CP, the upper limit provision amount, the processing unit connected to the connection point PP and CP, or the controlled device. Information or the like that identifies the above may be included.

User information includes functions that are allowed to be used in advance by contract, etc. in association with an ID that identifies the user, and functions that are selected by the user in advance to be used or not among the available functions. Information is included.

The basic setting information includes the non-functional request amount in each functional block (hereinafter, default request amount) that differs depending on the content of the user information, and the setting of the non-functional IF section for satisfying the default request amount (hereinafter, default). Contains information that represents the relationship with (settings). Further, the basic setting information includes the relationship between the scene extracted by the scene extraction unit 42 and the operation detected by the change detection unit 43 and the correction amount representing the change from the default request amount caused by these scenes and the operation. Information to represent is also included.

[2. process]
[2-1. Allocation execution process]
The allocation execution process executed by the allocation execution unit 45 will be described with reference to the flowchart shown in FIG. The allocation execution process is executed when the allocation ECU is activated.

Immediately after this process is started, the non-functional IF unit is initially set so that the non-functions for realizing the minimum necessary functions are provided to the ECU group 5 and the controlled device group 6. The minimum necessary function means, for example, a function that can operate the vehicle by manual driving and can change the setting of the non-functional IF unit.

In S110, the allocation execution unit 45 acquires the identification information that identifies the user, and acquires the user information corresponding to the acquired identification information from the information storage unit 46. The identification information may be acquired from an electronic key possessed by the user, a mobile terminal, or the like, or may be input via an input device provided in the vehicle.

In S120, the allocation execution unit 45 acquires the default setting according to the user from the information storage unit 46 based on the user information acquired in S110. The default settings include the logical structure of the vehicle control unit 7, the allocation of functional blocks to each processing unit, and the non-functional requirements for each processing unit.

The non-functional requirement for each processing unit is the total value of the non-functional requirements of all the functional blocks assigned to the processing unit when the non-function is power or communication. If the non-functional is safe, the safety requirement level is set to the highest level of all functional blocks assigned to that processing unit. Then, the required amount of the processing amount per unit time is set so that the processing for satisfying the required level can be performed. Specifically, for example, single processing, double processing, majority voting processing, audit processing, and the like are switched and executed according to the safety requirement level. The single process is executed when the request level is low, and the process is executed by one arithmetic means. The double processing is executed when the request level is medium, and the processing having the same contents is executed by the two calculation means to confirm the abnormality. The majority vote processing is executed when the request level is high, and in addition to the processing in the case of medium demand, another system of processing is added, and which processing result is adopted is decided by majority voting. The audit process is executed when there is harm to humans and not only the demand level is high but also objective reassurance is obtained, and in addition to the main control (for example, targeting the acceleration G when accelerating the vehicle), the main control Also executes control of different ideas (for example, targeting energy consumption J when accelerating the vehicle).

In the following S130, the allocation execution unit 45 determines whether or not the PnP detection unit 41 has detected the addition of a new function different from the function implemented in the vehicle from the beginning. The allocation execution unit 45 shifts the process to S140 when it determines that the addition of the function has been detected, and shifts the process to S170 when it determines that the addition of the function has not been detected.

In S140, the allocation execution unit 45 adds a functional block (hereinafter, an additional block) that realizes the added function to the logical structure of the vehicle control unit 7. At this time, the connection between the functional blocks is also modified as necessary.

In the following S150, the allocation execution unit 45 changes the allocation of the functional block to each processing unit according to the logical structure modified in S140. Specifically, the processing unit (hereinafter referred to as the target processing unit) for executing the processing of the additional block is determined based on the default setting.

When allocating functional blocks to processing units, the amount of non-functional requirements by each functional block and the logical connection between functional blocks are taken into consideration. For example, functional blocks that need to be operated under the same operating environment may be assigned to the same processing unit. Further, the logically connected functional blocks may be assigned to the same processing unit or physically adjacent processing units as much as possible. Further, depending on the safety requirement level, the higher the requirement level of the functional block, the more the functional block may be assigned to the processing unit connected to the connection points PP and CP having higher redundancy. It may also be assigned to minimize changes from the default settings.

In the following S160, the allocation execution unit 45 calculates the non-functional requirement amount for each processing unit according to the allocation result in S150, and advances the processing to S170.
In S170, the allocation execution unit 45 determines whether or not the non-functional requirements in all the processing units can be satisfied by the setting of the current non-functional IF unit, and if it can be satisfied, the processing is performed. The process shifts to S190, and if the condition cannot be satisfied, the process shifts to S180.

In S180, the allocation execution unit 45 executes a setting change process for changing the setting of the non-functional IF unit, and advances the process to S190.
In S190, the allocation execution unit 45 determines whether or not the power supply of the allocation ECU is turned off, and if it is turned off, the process is terminated, and if it is not turned off, the process is shifted to S200.

In S200, the allocation execution unit 45 acquires the vehicle status. Here, the vehicle conditions include the scene extracted by the scene extraction unit 42, the user's operation that causes a change in the required amount of non-functionality detected by the change detection unit 43, and the battery state estimation unit 44. It includes the estimated state of charge of the battery.

In the following S210, the allocation execution unit 45 determines whether or not there has been a change in the vehicle condition acquired in S200, shifts the process to S220 if there is a change, and returns the process to S190 if there is no change.

In S220, the allocation execution unit 45 modifies the functional block in which the non-functional requirement changes according to the change in the vehicle condition, and further, the non-functional requirement in the processing unit to which the functional block is assigned. do. Further, the allocation execution unit 45 changes the amount of power provided, which is one of the non-functions, according to the state of charge of the battery, and returns the process to S170.

That is, in the allocation execution process, the default setting is based on the default setting according to the user, and when a function is added by PnP, the default setting is modified.
Further, in the allocation execution process, when the non-functional provision amount by the non-functional IF unit cannot satisfy the non-functional request amount in any of the processing units due to a change in the vehicle condition, the non-functional IF unit is non-functional. Change the setting of the IF section so that the provided amount can satisfy the required amount.

[2-2. Setting change process]
The details of the setting change process executed by the allocation execution unit 45 in S230 will be described with reference to the flowchart of FIG. The setting change process differs depending on the target non-function, but here, the case where the non-function is electric power will be described.

In S310, the allocation execution unit 45 generates a plurality of provision routes based on the non-functional request amount for each processing unit and the placement constraint information. Specifically, the provision route is generated by deciding which power supply network NDi each of the power provision point PPs is connected to. Further, for the provision route, the cost calculation is performed in consideration of at least the required amount of the processing unit connected to each power provision point PP and the wiring distance from the battery BTi to the connection point, and the predetermined number is in order from the one with the smallest cost. Generate a provided route. Then, the provision route with the lowest cost is set as a temporary route.

In the following S320, the allocation execution unit 45 determines whether or not the non-functional requirements can be satisfied in all the processing units when the electric power (that is, non-functional) is provided by using the temporary route. .. Specifically, if the total power requirement in all the processing units set to receive power from the battery BTi according to the provisional route is less than or equal to the allowable supply amount determined by the state of charge of the battery BTi, the power is satisfied. Judge that it can be done. When the allocation execution unit 45 determines that the required amount can be satisfied, the process shifts to S330, and when it determines that the required salary amount cannot be satisfied, the allocation execution unit 45 shifts the process to S340.

In S330, the allocation execution unit 45 sets the temporary route as the main route, outputs an instruction to set the power supply unit 2 which is a part of the non-functional IF unit so that the main route is realized, and ends the process. do.

In S340, the allocation execution unit 45 limits the required amount in each processing unit according to the priority assigned in advance to each functional block. Specifically, it limits the amount of non-functional requirements in a functional block with a low priority, and by extension, a processing unit to which the functional block is assigned.

In the subsequent S350, the allocation execution unit 45 determines whether or not the non-functional requirements partially restricted in S340 can be satisfied when the electric power is provided by using the temporary route. When the allocation execution unit 45 determines that the required salary amount can be satisfied, the process shifts to S360, and when it determines that the required amount cannot be satisfied, the allocation execution unit 45 shifts the process to S370.

In S370, the allocation execution unit 45 sets the provision route, which has the lowest cost next to the current provisional route, as a new provisional route, and returns the processing to S320.
In S360, the allocation execution unit 45 sets the temporary route as the main route, and outputs an instruction to set the power supply unit 2 which is a part of the non-functional IF unit so that the main route is realized. Further, the allocation execution unit 45 consumes power to the processing unit that executes the processing of the functional block whose required amount is limited in S340, and thus to the ECU, via the control channel provided by the communication providing unit 3. Outputs a notification instructing the suppression of, and ends the process.

For the processing unit that has received the notification instructing the suppression of power consumption, for example, by lengthening the calculation cycle of the functional block to be suppressed, the power consumption per unit time is kept within the suppressed required amount. To control. Further, when the functional block to be suppressed performs redundant processing in order to improve the reliability of the calculation, it may be controlled to stop a part of the redundant processing.

Here, the case where the non-function to be changed is power is described, but when the non-function to be changed is communication, the communication speed, the communication path length, and the reliability of communication are the same as in the case of power. Set the communication route by using the cost calculation that takes into consideration such factors. Then, when the provided amount does not satisfy the required amount, the amount of communication allocated to the functional block having a low priority is reduced. As a method of reducing the communication amount, for example, when the same data is transmitted by using a plurality of communication networks NCj at the same time, the communication amount may be reduced by reducing the number of communication networks used. When the same data is repeatedly transmitted a plurality of times using one communication network, the amount of communication may be reduced by reducing the number of repetitions.

In addition, if the target non-functional is safe, for example, if there is a functional block that cannot secure the processing capacity required to achieve the required safety level, the required level of the low-priority functional block can be lowered. The processing power to be processed may be allocated. The processing capacity may be increased or decreased by changing the calculation cycle of the functional block or changing the number of MPU cores assigned to the functional block.

[3. effect]
According to the embodiment described in detail above, the following effects are obtained.
(3a) In the vehicle control system 1, when the non-functional provision amount becomes insufficient with respect to the non-functional request amount changed according to the change of the situation, the non-functional IF unit is reset according to the constraint information. Since the constraint information includes the arrangement constraint of the non-functional IF unit, it is possible to realize efficient non-functional provision including the physical distance of the provision route.

(3b) In the vehicle control system 1, when the total amount of non-functions provided cannot be afforded, the amount of non-functions provided is suppressed by suppressing the use of non-functions in the functional blocks having low priority according to the priority of control. Is trying to meet the demand. Therefore, not only can it be suppressed that the provision of non-functions to the high-priority functional blocks is restricted, but also the low-priority functional blocks can be continued without being completely stopped. As a result, it is possible to prevent the comfort of the user who uses the vehicle from being impaired.

(3c) In the vehicle control system 1, since the non-functions provided to each functional block are centrally managed, the design load can be reduced as compared with the case where the non-functional provisions are individually designed for each functional block. ..

(3d) In the vehicle control system 1, functional blocks are added, deleted, and some functions are restricted according to the situation, so that the required amount changes even if the non-functional required amount changes. By resetting the non-functional IF section according to the above, the amount of non-functional provision is dynamically changed. That is, even if the functional configurations and non-functional requirements are different, it can be applied without any problem, so that it can be easily deployed between different vehicle types.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be implemented in various modifications.

(4a) In the above embodiment, the case where the non-functional provision amount does not satisfy the required amount and the case where the required amount is suppressed has been described, but the present disclosure is not limited to this. For example, by making the timing of executing the low-priority control block and the timing of providing the non-functionals different from those of the high-priority control block, the non-functional provision amount is controlled to satisfy the required amount. You may.

(4b) The allocation control unit 4 and its method described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a dedicated computer. Alternatively, the allocation control unit 4 and its method described in the present disclosure may be realized by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the allocation control unit 4 and its method described in the present disclosure include a processor and memory programmed to execute one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured by a combination. The computer program may also be stored on a computer-readable non-transitional tangible recording medium as an instruction executed by the computer. The method for realizing the functions of each unit included in the allocation control unit 4 does not necessarily include software, and all the functions may be realized by using one or a plurality of hardware.

(4c) A plurality of functions possessed by one component in the above embodiment may be realized by a plurality of components, or one function possessed by one component may be realized by a plurality of components. .. Further, a plurality of functions possessed by the plurality of components may be realized by one component, or one function realized by the plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. In addition, at least a part of the configuration of the above embodiment may be added or replaced with the configuration of the other above embodiment.

(4d) In addition to the vehicle control system 1 described above, there are various programs such as a program for operating a computer as an allocation control unit 4, a non-transitional substantive recording medium such as a semiconductor memory in which this program is recorded, and a non-function allocation method. The present disclosure can also be realized in the form.

1 ... Vehicle control system, 2 ... Power supply unit, 3 ... Communication supply unit, 4 ... Allocation control unit, 5 ... ECU group, 6 ... Controlled device group, 41 ... PnP detection unit, 42 ... Scene extraction unit, 43 ... Change detection unit, 44 ... Battery status estimation unit, 45 ... Allocation execution unit, 46 ... Information storage unit.

Claims (12)

A vehicle control system installed in a vehicle
At least one function execution unit (5, 6) mounted on the vehicle and configured to perform a pre-assigned function.
A non-functional IF unit (2) configured to provide one or more of the non-functions to each of the function execution units, with the operating environment required to realize the function of the function execution unit as non-functional. , 3) and
The non-functional IF unit is configured to set the non-functional allocation provided to each of the function execution units by using the constraint information including at least the arrangement restrictions of the function execution unit and the non-functional IF unit. Allocation control unit (4) and
Vehicle control system with. The vehicle control system according to claim 1.
A vehicle control system in which the non-functionality provided by the non-functional IF unit includes at least one of electric power, communication, and safety. The vehicle control system according to claim 1 or 2.
The constraint information varies depending on the quality level required for the vehicle.
Vehicle control system. The vehicle control system according to claim 3.
The quality level is a vehicle control system that is associated with the vehicle class. The vehicle control system according to any one of claims 1 to 4.
In the non-functional IF unit, at least one of the non-functions has a plurality of provision routes used for providing the non-function to the function execution unit.
The vehicle control system in which the non-functional allocation set by the allocation control unit includes the selection of the provision route. The vehicle control system according to claim 5.
The provided route includes a plurality of connection points to which the function execution unit is connected.
The vehicle control system includes the position of the connection point in the constraint information. The vehicle control system according to claim 6.
A vehicle control system in which the connection points include composite connection points configured to provide two or more of the non-functionalities. The vehicle control system according to any one of claims 1 to 7.
Change detection unit (41, 42, 43) configured to detect changes in the function executed by the function execution unit.
Further prepare
The allocation control unit is a vehicle control system that resets the non-functional allocation according to the change when a change in function is detected by the change detection unit. The vehicle control system according to claim 8.
The change detected by the change detection unit includes a vehicle control system including addition and deletion of functions by plug and play. The vehicle control system according to claim 8 or 9.
At least one of the function execution units is configured to provide the function selected from a plurality of prepared functions.
The vehicle control system includes that the selection content of the function is changed in the change detected by the change detection unit. The vehicle control system according to any one of claims 8 to 10.
At least one of the function executing units is configured to switch the functions that can be provided according to the driving scene representing the situation around the vehicle.
The change detected by the change detection unit includes switching of the driving scene.
Vehicle control system. The vehicle control system according to any one of claims 8 to 11.
When the allocation control unit sets the allocation of the operating environment and the non-functional request amount from the function execution unit exceeds the permissible amount of the non-function provided by the non-functional IF unit, the allocation control unit executes the function. A vehicle control system that suppresses the amount of non-functional provision to at least one function executing unit according to a priority assigned to each unit in advance.

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