JP2022024287A - Vehicle control device - Google Patents

Abstract

To prevent control operation of a vehicle from being hindered when vehicle control software is rewritten.SOLUTION: When control processing of a vehicle 10 using vehicle control software 92 subject to be rewritten is determined to be likely executed in association with rewrite processing of the vehicle control software 92 subject to be rewritten, prior to the rewrite processing, a control state of the vehicle 10 can be changed so that the control processing using the vehicle control software 92 subject to be rewritten is not executed in association with the rewrite processing. This prevents the control processing using the vehicle control software 92 subject to be rewritten during execution of the rewrite processing from being executed in association with the rewrite processing. Accordingly, control action of the vehicle 10 can be prevented from being hindered when the rewrite processing of the vehicle control software 92 is carried out.SELECTED DRAWING: Figure 8

Description

The present invention relates to a vehicle control device that controls a vehicle.

Vehicle control devices that control vehicles are well known. For example, the electronic control device described in Patent Document 1 is that. This Patent Document 1 includes an electronic control device including a memory having a storage area for storing a control program and a calculation unit that performs processing according to the control program, and performs rewriting processing of the control program when a rewriting condition is satisfied. , The problem that the control program may not operate normally if the control program is rewritten during the execution of the control program is different from the storage area in which the control program in which the processing is executed is stored. It is disclosed that the rewriting process of the control program stored in the storage area is performed.

Japanese Unexamined Patent Publication No. 2013-254263

By the way, when there is a request to rewrite the vehicle control software and the rewrite processing of the vehicle control software to be rewritten among a plurality of types of vehicle control software is performed, the vehicle using the vehicle control software to be rewritten is used. Even if the rewriting process of the vehicle control software to be rewritten is performed when the control process of is not executed, it is for the vehicle control to be rewritten depending on the control state of the vehicle when the rewriting process is performed. The vehicle control process using software may be executed along with the rewrite process, which may interfere with the vehicle control operation.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to prevent an obstacle in the control operation of the vehicle when the rewriting process of the vehicle control software is performed. The purpose is to provide a control device for a vehicle that can be used.

The gist of the first invention is (a) a vehicle control device that controls a vehicle, and (b) stores a plurality of types of vehicle control software used for controlling a plurality of types of the vehicle. A storage device, (c) a vehicle control execution unit that controls the vehicle using the vehicle control software, and (d) for vehicle control of a plurality of types when there is a request to rewrite the vehicle control software. The rewriting processing unit that performs the rewriting processing of the vehicle control software to be rewritten in the software, and (e) the control processing of the vehicle using the vehicle control software to be rewritten are accompanied by the rewriting processing. (F) The vehicle control execution unit includes, when it is determined that the control processing is executed in association with the rewriting processing, the vehicle control execution unit includes a state determination unit for determining whether or not the software is executed. Prior to the rewriting process, the control state of the vehicle is changed so that the control process is not executed in association with the rewriting process.

Further, in the second invention, in the vehicle control device according to the first invention, it is determined that the vehicle control execution unit does not execute the control process in association with the rewrite process. In this case, the control state is not changed prior to the rewriting process.

Further, the third invention is the vehicle control device according to the first invention or the second invention, wherein the state determination unit is a change of the control state prior to the rewriting process by the vehicle control execution unit. The rewriting processing unit determines whether or not the rewriting processing is possible, and when it is determined that the control processing is executed in association with the rewriting processing, the rewriting processing unit is in the control state prior to the rewriting processing. If it is determined that the change is impossible, the rewriting process is suspended.

Further, the fourth invention is the vehicle control device according to any one of the first to third inventions, wherein the vehicle control software is used for shifting the speed of an automatic transmission provided in the vehicle. The state determination unit includes a shift line used for control for determining the switching of the shift stage of the automatic transmission, and the state determination unit uses the shift line when the shift line is the target of rewriting. It is for determining whether or not the shift control is executed in association with the shift line rewriting process, and the vehicle control execution unit executes the shift control in association with the shift line rewrite process. If it is determined that the shift line is to be rewritten, the shift line is rewritten so that the shift control is not executed in association with the shift line rewrite process prior to the shift line rewrite process. The purpose is to switch to a shift stage in which the shift control does not occur.

The fifth invention is the vehicle control device according to any one of the first to fourth inventions, wherein the vehicle control software is a rotary machine and an engine provided in the vehicle. Used for switching control of a driving force source including The state determination unit includes the driving force source switching line for determining the switching of the traveling mode, and the state determination unit uses the driving force source switching line when the driving force source switching line is the target of rewriting. The vehicle control execution unit determines whether or not the switching control is executed in association with the rewriting process of the driving force source switching line, and the vehicle control executing unit transfers the switching control to the rewriting process of the driving force source switching line. If it is determined that the driving force source switching line is rewritten, the switching control is not executed in association with the rewriting process of the driving force source switching line prior to the rewriting process of the driving force source switching line. The present invention is to switch the traveling mode to a traveling mode in which the switching control is not generated due to the rewriting process of the driving force source switching line.

Further, the sixth invention is the vehicle control device according to any one of the first to fifth inventions, wherein the vehicle control software learns control values used for controlling the vehicle. The rewrite processing unit includes a correction value by control or a limit value that limits the correction amount, and when there is a request to rewrite the limit value, the control process by the state determination unit accompanies the rewrite process. The purpose is to rewrite the limit value without determining whether or not it will be executed.

According to the first invention, when it is determined that the control process of the vehicle using the vehicle control software to be rewritten is executed in association with the rewrite process of the vehicle control software, the rewrite is performed. Prior to the process, the control state of the vehicle is changed so that the control process is not executed in association with the rewrite process. Therefore, the control process is accompanied by the rewrite process during the execution of the rewrite process. It is prevented from being executed. Therefore, it is possible to prevent the vehicle control operation from being hindered when the vehicle control software is rewritten.

Further, according to the second invention, when it is determined that the control process using the vehicle control software to be rewritten is not executed in association with the rewrite process, the control process is prior to the rewrite process. Since the control state is not changed, the rewriting process can be started promptly when there is no possibility that the control operation of the vehicle is hindered.

Further, according to the third invention, when it is determined that the control process using the vehicle control software to be rewritten is executed in association with the rewrite process, the control state is changed prior to the rewrite process. If it is determined that the above is impossible, the rewriting process is suspended, so that it is possible to prevent the control operation of the vehicle from being hindered.

Further, according to the fourth invention, when it is determined that the shift control of the automatic transmission using the shift line to be rewritten is executed in association with the rewrite process of the shift line, the shift is determined. Prior to the line rewriting process, the shift stage is switched to a shift stage in which the shift control associated with the shift line rewriting process does not occur so that the shift control is not executed with the shift line rewriting process. Therefore, it is prevented that the shift control is executed in association with the rewriting process during the execution of the rewriting process.

Further, according to the fifth aspect of the invention, it is determined that the switching control of the driving force source using the driving force source switching line to be rewritten is executed in association with the rewriting process of the driving force source switching line. In that case, prior to the rewriting process of the driving force source switching line, the traveling mode is the driving force source switching line so that the switching control is not executed in association with the rewriting process of the driving force source switching line. Since it is switched to a traveling mode in which the switching control associated with the rewriting process is not generated, it is prevented that the switching control is executed in association with the rewriting process during the execution of the rewriting process.

Further, according to the sixth invention, when there is a request to rewrite the correction value by learning control of the control value used for controlling the vehicle or the limit value for limiting the correction amount, the vehicle control software to be rewritten. When there is no possibility that the control operation of the vehicle will be hindered because the limit value rewriting process is performed without determining whether or not the control process using the above is executed in association with the rewriting process. Can promptly start the rewriting process of the limit value in the learning control without waiting for the determination of whether or not the control process is executed in association with the rewriting process.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is also a figure explaining the control device for a vehicle. FIG. 3 is an operation chart illustrating the relationship between the shift operation of the mechanical stepped speed change unit of FIG. 1 and the operation of the engagement device used thereof. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in the electric type continuously variable transmission part and the mechanical stepped speed change part of FIG. It is a figure which shows an example of the configuration which updates the vehicle control software via wireless communication. FIG. 1 is a diagram showing an example of an AT gear shift map used for shift control of the mechanical stepped transmission unit and a travel mode switching map used for traveling mode switching control, and shows the relationship between them. But it is also. It is a figure which shows an example of the case where the vehicle control software to be rewritten is a shift line. It is a figure which shows an example of the case where the vehicle control software to be rewritten is a driving force source switching line. It is a flowchart explaining the main part of the control operation of a vehicle control device, and is a flowchart explaining the control operation for preventing the control operation of a vehicle from being disturbed when rewriting the vehicle control software. .. It is a figure which illustrates the vehicle control software to be rewritten and the control process of the vehicle using the rewrite target. It is a figure which illustrates the change of the control state of a vehicle according to the software for vehicle control which is a rewrite target, and the rewrite target.

In the embodiment of the present invention, the gear ratio in the automatic transmission is "rotational speed of the rotating member on the input side / rotational speed of the rotating member on the output side". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes a power transmission device 12, an engine 14, a first rotary machine MG1, and a second rotary machine MG2.

The engine 14 is a driving force source capable of generating a driving force, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In the engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 including the throttle actuator, the fuel injection device, the ignition device, etc. provided in the vehicle 10 by the electronic control device 90 described later. Be controlled.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10. In the first rotary machine MG1 and the second rotary machine MG2, the MG1 torque Tg and the second rotary machine MG2, which are the output torques of the first rotary machine MG1, are controlled by the electronic control device 90 described later, respectively. MG2 torque Tm, which is the output torque of, is controlled. For example, in the case of forward rotation in the same rotation direction as when the engine 14 is operating, the output torque of the rotating machine is power running torque in the positive torque on the acceleration side and regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transfers electric power to each of the first rotating machine MG1 and the second rotating machine MG2. The first rotary machine MG1 and the second rotary machine MG2 are provided in a case 16 as a non-rotating member attached to a vehicle body.

The power transmission device 12 includes an electric continuously variable transmission unit 18 and a mechanical stepped speed change unit 20 and the like, which are arranged in series on a common axis in the case 16. The electric continuously variable transmission 18 is directly or indirectly connected to the engine 14 via a damper or the like (not shown). The mechanical stepped speed change unit 20 is connected to the output side of the electric type stepless speed change unit 18. Further, the power transmission device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. ing. The axle 26 is connected to the drive wheels 28 included in the vehicle 10. Hereinafter, the electric continuously variable transmission unit 18 is referred to as a continuously variable transmission unit 18, and the mechanical continuously variable transmission unit 20 is referred to as a continuously variable transmission unit 20. Further, the stepless speed change unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the crank axis of the engine 14, the axis of the connecting shaft 30 which is an input rotating member of the continuously variable transmission unit 18 connected to the crank shaft, and the like.

The continuously variable transmission unit 18 is a power splitting mechanism that mechanically divides the power of the first rotary machine MG1 and the engine 14 into the first rotary machine MG1 and the intermediate transmission member 32 which is an output rotating member of the continuously variable transmission unit 18. The differential mechanism 34 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 32 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 34 is controlled by controlling the operating state of the first rotary machine MG1. The continuously variable transmission 18 is operated as an electric continuously variable transmission whose gear ratio (also referred to as gear ratio) γ0 (= engine rotation speed Ne / MG2 rotation speed Nm) can be changed. The engine rotation speed Ne is the rotation speed of the engine 14, and is equal to the input rotation speed of the stepless speed change unit 18, that is, the rotation speed of the connecting shaft 30. The MG2 rotation speed Nm is the rotation speed of the second rotary machine MG2, and is equal to the output rotation speed of the continuously variable transmission unit 18, that is, the rotation speed of the intermediate transmission member 32. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, and corresponds to a differential rotary machine. It should be noted that controlling the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The differential mechanism 34 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 30, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is linked to. In the differential mechanism 34, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 32 and the drive wheel 28, that is, the stepless transmission unit 18 and the drive wheel 28. It is a mechanical transmission mechanism that forms a part of the power transmission path between the two. The intermediate transmission member 32 also functions as an input rotation member of the stepped speed change unit 20. The second rotary machine MG2 is connected to the intermediate transmission member 32 so as to rotate integrally. The second rotary machine MG2 is a rotary machine that functions as a drive force source capable of generating a driving force, and corresponds to a traveling drive rotary machine. Further, the engine 14 is connected to the input side of the continuously variable transmission unit 18. Therefore, the stepped transmission unit 20 is an automatic transmission that constitutes a part of the power transmission path between the driving force source (engine 14, second rotary machine MG2) and the driving wheels 28. The stepped speed change unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB has its own torque capacity changed by each engaging pressure of the pressure-adjusted engaging device CB output from each solenoid valve SL1-SL4 or the like in the hydraulic control circuit 56 provided in the vehicle 10. By doing so, the operating state, which is a state such as engagement or disengagement, can be switched.

In the stepped transmission unit 20, each rotating element of the first planetary gear device 36 and the second planetary gear device 38 is partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 32, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 has a gear ratio γat (= AT input rotation speed Ni / output rotation speed No) due to engagement of, for example, a predetermined engagement device, which is one of a plurality of engagement devices. It is a stepped transmission in which any one of a plurality of gear stages (also referred to as gear gears) having different speeds is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any one of the plurality of engaging devices. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, that is, the rotation speed of the intermediate transmission member 32, and is equivalent to the MG2 rotation speed Nm. The AT input rotation speed Ni can be expressed by the MG2 rotation speed Nm. The output rotation speed No is the output rotation speed of the stepped speed change unit 20, that is, the rotation speed of the output shaft 22. The output rotation speed No is also the output rotation speed of the compound transmission 40, which is an entire automatic transmission in which the continuously variable transmission unit 18 and the stepped speed change unit 20 are combined. The engine rotation speed Ne is also the input rotation speed of the compound transmission 40.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st speed gear stages (“1st” in the figure) -AT 4th speed gear stages (“4th” in the figure) as a plurality of AT gear stages. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. Further, the reverse AT gear stage (“Rev” in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, when traveling in reverse, for example, an AT 1st speed gear stage is formed. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release.

In the stepped transmission unit 20, the AT gear stage formed according to the accelerator operation of the driver (= driver), the vehicle speed V, etc. is switched by the electronic control device 90 described later, that is, a plurality of AT gear stages are selectively selected. Is formed in. For example, in the shift control of the stepped speed change unit 20, the shift is executed by gripping any one of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. The so-called clutch-to-clutch shift is executed.

The vehicle 10 further includes a mechanical oil pump MOP58, an electric oil pump (not shown), and the like. The MOP 58 is connected to the connecting shaft 30 and is rotated with the rotation of the engine 14 to discharge the hydraulic oil OIL used in the power transmission device 12. Further, the electric oil pump (not shown) is driven, for example, when the engine 14 is stopped, that is, when the MOP 58 is not driven, and discharges the hydraulic oil OIL. The hydraulic oil OIL discharged by the MOP 58 or an electric oil pump (not shown) is supplied to the hydraulic control circuit 56. The operating state of the engaging device CB is switched by each engaging pressure adjusted by the hydraulic control circuit 56 based on the hydraulic oil OIL.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements in the stepless speed change unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 34 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing an input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. It is a shaft which represents the rotation speed of the sun gear S1 to be carried. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ0 of the differential mechanism 34. Further, the distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axis of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear / ring gear) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth).

Expressed using the collinear diagram of FIG. 3, in the differential mechanism 34 of the continuously variable transmission unit 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotary machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotary machine MG2 (see "MG2" in the figure) is connected to the third rotary element RE3 that rotates integrally with the intermediate transmission member 32. The rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 32. In the continuously variable transmission unit 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0e, L0m, and L0R that cross the vertical line Y2.

Further, in the stepped speed change unit 20, the fourth rotation element RE4 is selectively connected to the intermediate transmission member 32 via the clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is. It is selectively coupled to the intermediate transmission member 32 via the clutch C2 and selectively coupled to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively coupled to the case 16 via the brake B1. To. In the stepped speed change unit 20, the straight lines L1, L2, L3, L4, and LR crossing the vertical line Y5 by the engagement release control of the engagement device CB cause "1st", "2nd", and "3rd" on the output shaft 22. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0e and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. 3 are forward running in an HV running mode capable of hybrid running (= HV running) in which the engine 14 is used as a driving force source at least. The relative speed of each rotating element in is shown. HV travel is one of the travel modes FT possible in the vehicle 10, and is engine travel in which the vehicle travels using at least the driving force from the engine 14. In this HV traveling mode, in the differential mechanism 34, MG1 torque Tg, which is a reaction force torque of negative torque by the first rotary machine MG1, is input to the sun gear S0 with respect to the positive torque engine torque Te input to the carrier CA0. Then, the engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) which becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and the AT gear stage is one of the AT 1st speed gear stage and the AT 4th speed gear stage. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. The first rotary machine MG1 functions as a generator when a negative torque is generated in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg. As described above, the first rotary machine MG1 is a rotary machine that outputs a reaction force torque with respect to the engine torque Te so as to transmit the driving force from the engine 14.

The straight line L0m shown by the alternate long and short dash line in FIG. 3 and the straight lines L1, L2, L3, and L4 shown by the solid line in FIG. 3 use only the second rotary machine MG2 as the driving force source with the engine 14 stopped. It shows the relative speed of each rotating element in the forward running in the EV running mode in which the running motor running (= EV running) is possible. EV travel is one of the travel modes FT that can be performed by the vehicle 10, which is different from HV travel, and is motor travel that travels using only the driving force from the second rotary machine MG2. In the EV running in the forward running in the EV running mode, the carrier CA0 is set to zero rotation, and MG2 torque Tm, which is a positive torque in the forward rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and is idled by negative rotation. That is, in the forward driving in the EV driving mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and the AT1 speed gear stage-AT4 speed gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which any one of the AT gear stages is formed. The MG2 torque Tm here is a power running torque of forward rotation and positive torque.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the EV running mode. In reverse travel in this EV travel mode, MG2 torque Tm, which becomes a negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT1 speed gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 90, which will be described later, forms an AT gear stage, for example, an AT 1st speed gear stage, which is a low-side AT gear stage for forward movement among a plurality of AT gear stages, and is used for forward movement during forward travel. The reverse MG2 torque Tm, whose positive and negative directions are opposite to those of the MG2 torque Tm, is output from the second rotary machine MG2, so that the reverse traveling can be performed. The MG2 torque Tm here is a power running torque of negative rotation and negative torque. Even in the HV traveling mode, since the second rotary machine MG2 can be negatively rotated as in the straight line L0R, it is possible to perform reverse traveling in the same manner as in the EV traveling mode.

The vehicle 10 is a hybrid vehicle including a driving force source including an engine 14 and a second rotary machine MG2 as a driving force source for traveling. In the power transmission device 12, the power output from the engine 14 and the second rotary machine MG2 is transmitted to the stepped transmission unit 20, and the power is transmitted from the stepped transmission unit 20 to the drive wheels 28 via the differential gear device 24 and the like. Be transmitted. In this way, the power transmission device 12 transmits the driving force from the driving force source (engine 14, second rotary machine MG2) to the driving wheels 28. As for power, torque and force are also the same unless otherwise specified.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to control such as an engine 14, a continuously variable transmission unit 18, and a stepped speed change unit 20. FIG. 1 is a diagram showing an input / output system of the electronic control device 90, and is a functional block diagram illustrating a main part of a control function by the electronic control device 90. The electronic control device 90 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are performed by performing signal processing. The electronic control device 90 is divided into one for driving force source control, one for stepped speed change control, and the like, if necessary.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, output rotation speed sensor 62, MG1 rotation speed sensor 64, MG2 rotation speed sensor 66, accelerator opening sensor 68, throttle valve). Opening sensor 70, brake pedal sensor 71, steering sensor 72, driver status sensor 73, G sensor 74, yaw rate sensor 76, battery sensor 78, oil temperature sensor 79, vehicle peripheral information sensor 80, vehicle position sensor 81, external network communication. Various signals based on the detected values of the antenna 82, navigation system 83, driving support setting switch group 84, shift position sensor 85, etc. (for example, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, first rotary machine) MG1 rotation speed Ng, which is the rotation speed of MG1, MG2 rotation speed Nm, which is the same value as AT input rotation speed Ni, accelerator opening θacc, which is the amount of accelerator operation of the driver indicating the magnitude of the driver's acceleration operation, and electronic throttle. The throttle valve opening θth, which is the valve opening, the brake on signal Bon, which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, and the magnitude of the brake pedal depression operation by the driver. Brake operation amount Bra indicating the above, steering angle θsw and steering direction Dsw of the steering wheel provided in the vehicle 10, steering on signal SWon which is a signal indicating the state where the steering wheel is held by the driver, driver's state. Driver status signal Drv, which is a signal indicating Vbat, hydraulic oil temperature THoil which is the temperature of hydraulic oil OIL, vehicle peripheral information Iard, position information Ivp, communication signal Scom, navigation information Inavi, signal indicating the setting by the driver in driving support control such as automatic driving control and cruise control. The driving support setting signal Sset, the operation position POSsh of the shift lever provided in the vehicle 10, etc.) are supplied respectively.

The accelerator operation amount of the driver is an acceleration operation amount which is an operation amount of an accelerator operation member such as an accelerator pedal, and is an output request amount of the driver with respect to the vehicle 10. As the output request amount of the driver, a throttle valve opening degree θth or the like can be used in addition to the accelerator opening degree θacc.

The driver status sensor 73 includes at least one of, for example, a camera that captures a driver's facial expression and pupil, a biometric information sensor that detects the driver's biometric information, and the like, and the direction of the driver's line of sight and face. , Acquire the driver's condition such as eyeball and face movements and heartbeat condition.

The vehicle peripheral information sensor 80 includes, for example, at least one of a rider, a radar, an in-vehicle camera, and the like, and directly acquires information on a traveling road and information on an object existing around the vehicle. The rider is, for example, a plurality of riders that detect objects in front of the vehicle 10, objects on the sides, objects in the rear, and the like, or one rider that detects objects all around the vehicle 10, and the detected objects. The object information related to the vehicle is output as the vehicle peripheral information Iard. The radar is, for example, a plurality of radars for detecting an object in front of the vehicle 10, an object in the vicinity of the front, an object in the vicinity of the rear, and the like, and outputs object information related to the detected object as vehicle peripheral information Iard. The object information obtained by the rider or radar includes the distance and direction of the detected object from the vehicle 10. The in-vehicle camera is, for example, a monocular camera or a stereo camera that captures images of the front and rear of the vehicle 10, and outputs the captured information as vehicle peripheral information Iard. This imaged information includes information such as lanes of the lane, signs on the lane, parking spaces, and other vehicles, pedestrians, and obstacles on the lane.

The vehicle position sensor 81 includes a GPS antenna and the like. The position information Ivp includes own vehicle position information which is information indicating the current position of the vehicle 10 on the ground surface or a map based on a GPS signal (orbit signal) transmitted by a GPS (Global Positioning System) satellite.

The navigation system 83 is a known navigation system having a display, a speaker, and the like. The navigation system 83 specifies the position of the own vehicle on the map data stored in advance based on the position information Ivp. The navigation system 83 displays the position of the own vehicle on the map displayed on the display. When the destination is input, the navigation system 83 calculates the travel route from the departure point to the destination, and instructs the driver of the travel route and the like by using a display, a speaker, or the like. Navigation information Inavi includes, for example, map information such as road information and facility information based on map data stored in advance in the navigation system 83. The road information includes information such as types of roads such as urban roads, suburban roads, mountain roads, highways, that is, highways, branching and merging of roads, slopes of roads, and speed limits. The facility information includes information such as the type, location, and name of a base such as a supermarket, a store, a restaurant, a parking lot, a park, a trouble-shooting company for a vehicle 10, a home, and a service area on a highway. The service area is, for example, a highway and is a base with facilities such as parking, meals, and refueling.

The driving support setting switch group 84 sets an automatic driving selection switch for executing automatic driving control, a cruise switch for executing cruise control, a switch for setting a vehicle speed in cruise control, and an inter-vehicle distance to a preceding vehicle in cruise control. It includes a switch to set, a switch to execute lane keep control to maintain the set lane and drive.

The communication signal Scom is, for example, road traffic information transmitted / received to / from a center which is an external device such as a vehicle information and communication system, and / or with another vehicle in the vicinity of the vehicle 10 without going through the center. It includes vehicle-to-vehicle communication information directly transmitted and received between vehicles. The road traffic information includes, for example, information such as road congestion, accidents, construction work, required time, and parking lots. The vehicle-to-vehicle communication information includes, for example, vehicle information, traveling information, traffic environment information, and the like. The vehicle information includes information indicating a vehicle type such as a passenger car, a truck, and a two-wheeled vehicle. The traveling information includes, for example, vehicle speed V, position information, brake pedal operation information, turn signal lamp blinking information, hazard lamp blinking information, and the like. The traffic environment information includes, for example, information such as road congestion and construction.

From the electronic control device 90, each device provided in the vehicle 10 (for example, engine control device 50, inverter 52, hydraulic control circuit 56, external network communication antenna 82, wheel brake device 86, steering device 88, information dissemination device 89) Various command signals (for example, engine control command signal Se for controlling the engine 14, rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, and engaging device CB) Hydraulic control command signal Sat for controlling the operating state, communication signal Scom, brake control command signal Sbra for controlling the braking torque by the wheel brake, steering control command signal for controlling the steering of the wheels (particularly the front wheels) Sste, information dissemination control command signal Sinf for giving warnings and notifications to the driver, etc.) are output respectively.

The wheel brake device 86 is a braking device that applies braking torque by the wheel brake to the wheels. The wheel brake device 86 supplies brake hydraulic pressure to the wheel cylinder provided in the wheel brake in response to, for example, a driver stepping on the brake pedal. In the wheel brake device 86, a master cylinder hydraulic pressure having a size corresponding to the brake operation amount Bra, which is normally generated from the brake master cylinder, is supplied to the wheel cylinder as the brake hydraulic pressure. On the other hand, in the wheel brake device 86, for example, during ABS control, skid suppression control, vehicle speed control, automatic operation control, etc., the brake hydraulic pressure required for each control is required to generate braking torque by the wheel brake. It is supplied to the wheel cylinder. The wheels are a driving wheel 28 and a driven wheel (not shown).

The steering device 88 applies an assist torque according to, for example, a vehicle speed V, a steering angle θsw, a steering direction Dsw, a yaw rate Ryaw, and the like to the steering system of the vehicle 10. In the steering device 88, for example, during automatic driving control, torque for controlling the steering of the front wheels is applied to the steering system of the vehicle 10.

The information dissemination device 89 is a device that gives a warning or notification to the driver when, for example, some trouble related to the running of the vehicle 10 occurs or the function related to the running of the vehicle 10 is deteriorated. The information dissemination device 89 is, for example, a display device such as a monitor, a display or an alarm lamp, and / or a sound output device such as a speaker or a buzzer. The display device is a device that gives a visual warning or notification to the driver. The sound output device is a device that gives an auditory warning or notification to the driver.

The electronic control device 90 includes a first storage device 91 such as a rewritable ROM. The first storage device 91 is a storage device that stores a plurality of types of vehicle control software 92 used for controlling a plurality of types of the vehicle 10 by the electronic control device 90. The vehicle control software 92 provides, for example, a plurality of types of vehicle control programs 92P in which control procedures for the vehicle 10 are defined, and a plurality of types of control data 92D used when controlling the vehicle 10 according to the vehicle control program 92P. Includes.

The vehicle 10 further includes a transceiver 100, a first gateway ECU 110, a wireless update control device 120, a second gateway ECU 130, a connector 140, and the like.

The transceiver 100 is a device that communicates with the server 200, which is an external device different from the vehicle 10, which exists separately from the vehicle 10.

The first gateway ECU 110, the wireless update control device 120, and the second gateway ECU 130 each have the same hardware configuration as the electronic control device 90, and for example, a plurality of types of vehicle control stored in the first storage device 91. This is a control device that rewrites the software 92.

The connector 140 is for connecting an external rewriting device 210, which is an external device different from the vehicle 10, which exists separately from the vehicle 10. The shape and electrical signal of the connector 140 are determined by a known standard. The connector 140 can also be used as a connector for connecting a failure diagnosis device. Standards of the connector 140 include, for example, OBD (On-Board Diagnostics), WWH-OBD (World Wide Harmonized-OBD), KWP (Keyword Protocol), UDS (Unified Diagnostic Services) and the like. The connector 140 is called an OBD connector, a DLC connector, a failure diagnosis connector, or the like.

As shown in FIG. 4, the server 200 is a system connected to the network 220 outside the vehicle 10. The server 200 stores the uploaded new software 202. The server 200 transmits the new software 202 to the vehicle 10 as needed. The server 200 functions as a software distribution center that distributes a plurality of types of new software 202. The plurality of types of new software 202 are software for which the corresponding vehicle control software 92 is to be rewritten. The new software 202 is the vehicle control software 92 after rewriting the current vehicle control software 92 using the new software 202, that is, the updated vehicle control software 92. The plurality of types of new software 202 include, for example, a plurality of types of new programs 202P for which the corresponding vehicle control program 92P is rewritten, and a plurality of types of new data 202D for which the corresponding control data 92D is rewritten. I'm out. The new program 202P becomes the vehicle control program 92P after rewriting the current vehicle control program 92P using the new program 202P, that is, the updated vehicle control program 92P. The new data 202D becomes the control data 92D after rewriting the current control data 92D using the new data 202D, that is, the updated control data 92D.

The external rewriting device 210 is directly connected to the in-vehicle communication network, and like the electronic control device 90, receives the CAN (Controller Area Network) frame flowing through the in-vehicle communication network and transmits the CAN frame to the in-vehicle communication network. can do.

As shown in FIG. 4, the transceiver 100 is connected to the network 220 via a wireless communication R with a wireless device 230 outside the vehicle 10. The wireless device 230 is a transmission / reception device connected to the network 220 to transmit and receive various signals via the wireless communication R.

The first gateway ECU 110 is connected to the transceiver 100, and receives and receives a plurality of types of new software 202 transmitted from the server 200 via the wireless communication R by using the transceiver 100 as necessary. The new software 202 of the type is transmitted to the wireless update controller 120. In the vehicle 10, wireless communication R may be performed with the server 200 via the external network communication antenna 82.

The wireless update control device 120 is a control device that controls writing and rewriting of a plurality of types of vehicle control software 92 in the vehicle 10 via wireless communication R. The wireless update control device 120 rewrites a plurality of types of vehicle control software 92 using a plurality of types of new software 202 transmitted from the first gateway ECU 110.

The wireless update control device 120 includes a rewrite processing means, that is, a rewrite processing unit 122, and a second storage device 124 such as a rewritable ROM in order to realize a function of updating a plurality of types of vehicle control software 92. There is.

The rewriting processing unit 122 determines whether or not the new software 202, which is not stored in the second storage device 124 and is distributed to the vehicle 10, exists in the server 200. When the rewriting processing unit 122 determines that the new software 202 delivered to the vehicle 10 exists in the server 200, the rewriting processing unit 122 issues a command to receive the new software 202 from the server 200 via the wireless communication R, that is, to download the new software 202. Output to the first gateway ECU 110. The rewriting processing unit 122 stores the new software 202 received from the server 200 by the first gateway ECU 110 in the second storage device 124 as the new software 126 after receiving the new software 202. After receiving, the new software 126 is the new software 202 stored in the second storage device 124. The new post-reception software 126 includes the new post-reception program 126P, which is the new program 202P stored in the second storage device 124, and the new post-reception data 126D, which is the new data 202D stored in the second storage device 124. There is.

The rewriting processing unit 122 determines whether or not the new software 202, that is, the new software 126 after reception, which needs to rewrite the vehicle control software 92, is present in the wireless update control device 120, that is, the second storage device 124. That is, the rewriting processing unit 122 determines whether or not there is a request to rewrite the vehicle control software 92. When the rewriting processing unit 122 determines that the second storage device 124 has the new post-reception software 126 that needs to rewrite the vehicle control software 92, the rewriting processing unit 122 uses the new post-reception software 126 to update, that is, to rewrite. The vehicle control software 92 of the above is rewritten. That is, when the rewriting processing unit 122 determines that there is a request to rewrite the vehicle control software 92, the rewriting processing unit 122 performs the rewriting processing of the vehicle control software 92 to be rewritten among the plurality of types of vehicle control software 92.

The second gateway ECU 130 is connected to the connector 140, and is for rewriting a plurality of types of vehicle control software 92 by using an external rewriting device 210 connected via the connector 140. Although the vehicle 10 and the external rewriting device 210 are configured to be connectable by wire via the connector 140, they may be configured to be connectable wirelessly.

The electronic control device 90, the first gateway ECU 110, the wireless update control device 120, and the second gateway ECU 130 control the vehicle 10 and the vehicle control device 150 that rewrites a plurality of types of vehicle control software 92. Is. In particular, the electronic control device 90, the first gateway ECU 110, and the wireless update control device 120 control the vehicle 10 and receive from the server 200, which is an external device different from the vehicle 10, via the wireless communication R. It is a vehicle control device 150 that performs rewriting processing of a plurality of types of vehicle control software 92 by using the plurality of types of new software 202.

In order to realize various controls in the vehicle 10, the electronic control device 90 further includes an AT shift control means, that is, an AT shift control unit 93, a hybrid control means, that is, a hybrid control unit 94, and a braking force control means, that is, a braking force control unit 95. And an operation control means, that is, an operation control unit 96.

The AT shift control unit 93 uses an AT gear shift map as shown in FIG. 5, for example, a stepped shift unit 20 which is a relationship obtained and stored experimentally or by design in advance, that is, a predetermined relationship. The hydraulic pressure control command signal Sat for executing the shift control of the stepped speed change unit 20 is output to the hydraulic pressure control circuit 56.

In FIG. 5, the AT gear shift map determines the shift of the step shift unit 20 used for shift control of the step shift unit 20 on two-dimensional coordinates having, for example, the vehicle speed V and the required driving force Fridem as variables. It is a predetermined relationship having a plurality of predetermined types of transmission lines SH for being determined, that is, a plurality of predetermined types of transmission lines SH for determining the switching of the AT gear stage. Here, the output rotation speed No or the like may be used instead of the vehicle speed V. Further, instead of the required driving force Frdem, the required driving torque Trdem, the accelerator opening degree θacc, the throttle valve opening degree θth, or the like may be used. The plurality of types of shift line SH are, for example, the upshift line SHua, SHub, SHuc for determining the upshift as shown by the solid line, and the downshift line SHda for determining the downshift as shown by the broken line. It contains SHdb and SHdc.

The hybrid control unit 94 has a function as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by those control functions.

The hybrid control unit 94 calculates the required driving force Frdem in the driving wheel 28 as the driving required amount by applying the accelerator opening degree θacc and the vehicle speed V to, for example, the driving required amount map having a predetermined relationship. In addition to the required driving force Frdem [N], the required driving amount includes the required driving torque Trdem [Nm] in the drive wheels 28, the required drive power Prdem [W] in the drive wheels 28, and the required AT output torque in the output shaft 22. Etc. can also be used. The hybrid control unit 94 is a command to control the engine 14 so as to realize the required drive power Prdem based on the required drive torque Trdem and the vehicle speed V in consideration of the rechargeable power Win and the dischargeable power Wout of the battery 54. The engine control command signal Se, which is a signal, and the rotary machine control command signal Smg, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, are output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

The rechargeable power Win of the battery 54 is the input power that defines the limit of the input power of the battery 54, and the dischargeable power Wout of the battery 54 is the output power that defines the limit of the output power of the battery 54. The rechargeable power Win and the dischargeable power Wout of the battery 54 are calculated by the electronic control device 90, for example, based on the battery temperature THbat and the charge state value SOC [%] corresponding to the charge amount of the battery 54. The charge state value SOC of the battery 54 is a value indicating the charge state of the battery 54, and is calculated by the electronic control device 90 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat.

When the hybrid control unit 94 operates, for example, the continuously variable transmission 18 as a continuously variable transmission and operates the compound transmission 40 as a whole as a continuously variable transmission, the required drive power Prdem takes into consideration the optimum engine operating point and the like. By controlling the engine 14 and controlling the generated power Wg of the first rotary machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, there is no stepless speed change unit 18. The step shift control is executed to change the shift ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt (= γ0 × γat = Ne / No) of the compound transmission 40 when operated as a continuously variable transmission is controlled. The optimum engine operating point is predetermined as an engine operating point that gives the best total fuel efficiency in the vehicle 10 in consideration of the fuel efficiency of the engine 14 alone and the charge / discharge efficiency of the battery 54, for example, when the required engine power Pedem is realized. There is. This engine operating point is the operating point of the engine 14 represented by the engine rotation speed Ne and the engine torque Te.

The hybrid control unit 94 has a predetermined relationship, for example, when the stepless transmission unit 18 is changed like a stepped transmission and the compound transmission 40 as a whole is changed like a stepped transmission. The shift determination of the compound transmission 40 is performed using the shift map, and a plurality of gear stages having different gear ratios γt are selectively selected in cooperation with the shift control of the AT gear stage of the stepped transmission unit 20 by the AT shift control unit 93. The speed change control of the stepless speed change unit 18 is executed so as to be established in. The plurality of gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained.

The hybrid control unit 94 selectively establishes the EV traveling mode or the HV traveling mode as the traveling mode according to the traveling state. For example, the hybrid control unit 94 uses a driving mode switching map having a predetermined relationship, for example, as shown in FIG. 5, when the required drive power Prdem is in a relatively small EV driving region, the EV driving mode. On the other hand, when the required drive power Prdem is in a relatively large HV traveling region, the HV traveling mode is established.

In FIG. 5, the traveling mode switching map is a boundary between the HV traveling region and the EV traveling region for switching between the HV traveling mode and the EV traveling mode on the two-dimensional coordinates having the vehicle speed V and the required driving force Frid as variables. It is a predetermined relationship having a line. Since the driving force source used for traveling is switched in the switching of the traveling mode, the above boundary line is defined between EV traveling and HV traveling, which is used for switching control of the driving force source, as shown in the alternate long and short dash line, for example. It is a predetermined driving force source switching line CP for determining the switching of the traveling mode FT. The driving force source switching line CP is also a predetermined traveling area switching line for determining switching between EV traveling and HV traveling. In FIG. 5, for convenience, this travel mode switching map is shown together with the AT gear shift map.

The hybrid control unit 94 needs to warm up the engine 14 or when the charge state value SOC of the battery 54 is less than a predetermined engine start threshold value even when the required drive power Prdem is in the EV traveling region. In some cases, the HV driving mode is established. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

The hybrid control unit 94 performs engine start control for starting the engine 14 when the HV driving mode is established when the operation of the engine 14 is stopped. When the engine 14 is started, the hybrid control unit 94 ignites when the engine rotation speed Ne becomes equal to or higher than a predetermined ignitable rotation speed that can be ignited while increasing the engine rotation speed Ne by, for example, the first rotary machine MG1. This starts the engine 14. That is, the hybrid control unit 94 starts the engine 14 by cranking the engine 14 by the first rotary machine MG1.

The braking force control unit 95 is, for example, an accelerator operation by the driver (for example, an accelerator opening θacc, a decreasing speed of the accelerator opening θacc), a vehicle speed V, a slope of a downhill road, and a brake operation by the driver for operating the wheel brake (for example. For example, the target deceleration is calculated based on the brake operation amount Bra, the increasing speed of the brake operation amount Bra, etc., and the required braking force Bdem for realizing the target deceleration is set using a predetermined relationship. The braking force control unit 95 generates the braking force of the vehicle 10 so that the required braking force Bdem can be obtained during the deceleration traveling of the vehicle 10.

The braking force of the vehicle 10 is generated by, for example, a braking force by regenerative control by the second rotary machine MG2, that is, a regenerative braking force, a braking force by the wheel brake device 86, that is, a wheel braking force, and the like. The braking force of the vehicle 10 is preferentially generated by the regenerative braking force, for example, from the viewpoint of improving energy efficiency. The braking force control unit 95 outputs a command to execute the regenerative control by the second rotary machine MG2 to the hybrid control unit 94 so that the regenerative torque required for the regenerative braking force can be obtained. In the regenerative control by the second rotary machine MG2, the second rotary machine MG2 is rotationally driven by the driven torque input from the drive wheel 28 to operate as a generator, and the generated power is charged to the battery 54 via the inverter 52. It is a control to do.

For example, when the required braking force Bdem is relatively small, the braking force control unit 95 realizes the required braking force Bdem exclusively by the regenerative braking force. For example, when the required braking force Bdem is relatively large, the braking force control unit 95 realizes the required braking force Bdem by adding the wheel braking force to the regenerative braking force. For example, immediately before the vehicle 10 stops, the braking force control unit 95 replaces the regenerative braking force with the wheel braking force to realize the required braking force Bdem. The braking force control unit 95 outputs a brake control command signal Sbra for obtaining the wheel braking force required to realize the required braking force Bdem to the wheel brake device 86.

As the driving control of the vehicle 10, the driving control unit 96 may perform manual driving control for driving based on the driving operation of the driver and driving support control for driving the vehicle 10 regardless of the driving operation of the driver. It is possible. The manual driving control is a driving control for driving by manual driving by the driving operation of the driver. The manual driving is a driving method in which the vehicle 10 is normally driven by a driver's driving operation such as an accelerator operation, a brake operation, and a steering operation. The driving support control is, for example, a driving control for driving with a driving support that automatically supports a driving operation. The driving support of the vehicle 10 is automatically performed by acceleration / deceleration, braking, etc. under the control of the electronic control device 90 based on signals and information from various sensors, regardless of the driver's driving operation (intention). It is a driving method for driving. The driving support control automatically sets a target driving state based on, for example, a destination or map information input by the driver, and automatically accelerates / decelerates, brakes, steers, etc. based on the target driving state. It is an automatic driving control that runs by the automatic driving to be performed. The driving support control may include cruise control in which the driver performs some driving operations such as steering operation and automatically performs acceleration / deceleration, braking, and the like.

When the automatic driving selection switch, the cruise switch, etc. in the driving support setting switch group 84 are turned off and the driving by the driving support is not selected, the driving control unit 96 establishes the manual driving mode and performs the manual driving control. Execute. The operation control unit 96 is a command to control each of the stepped transmission unit 20, the engine 14, the rotary machines MG1, MG2, and the wheel brake device 86 so as to perform acceleration / deceleration and braking according to, for example, an operation of the driver. Is output to the AT shift control unit 93, the hybrid control unit 94, and the braking force control unit 95 to execute manual operation control.

When the driver operates the automatic driving selection switch in the driving support setting switch group 84 and automatic driving is selected, the driving control unit 96 establishes the automatic driving mode and executes the automatic driving control. Specifically, the driving control unit 96 sets the destination input by the driver, the vehicle position information based on the position information Ivp, the map information based on the navigation information Inavi, and various types of driving roads based on the vehicle peripheral information Iard. The target driving state is automatically set based on the information. The operation control unit 96 sets the stepped speed change unit 20, the engine 14, the rotary machines MG1, MG2, and the wheel brake device 86 so as to automatically perform acceleration / deceleration, braking, and steering based on the set target driving state. In addition to outputting the commands to be controlled to the AT shift control unit 93, the hybrid control unit 94, and the braking force control unit 95, the steering control command signal Sste for controlling the steering of the front wheels is output to the steering device 88. By doing so, automatic operation control is performed.

Here, the vehicle control program 92P is, for example, the engine program 92Peg, which is an engine control program used for controlling the engine 14 by the hybrid control unit 94, and the first rotary machine MG1 used for control by the hybrid control unit 94. The program for MG1 92Pm1 which is a program for controlling one rotary machine, the program 92Pm2 for MG2 which is a program for controlling the second rotary machine used for controlling the second rotary machine MG2 by the hybrid control unit 94, and the stepped speed change unit by the AT shift control unit 93. It includes an AT program 92Pat, which is an automatic transmission control program used for controlling 20 and the like. The MG2 program 92Pm2 is a rotating machine control program used for controlling a rotating machine that functions as a driving force source. The MG2 program 92Pm2 includes an EV program 92Pev, which is a motor traveling program used for EV traveling, and a regeneration program 92Pre, which is a regeneration control program used for regeneration control by the second rotary machine MG2.

The control data 92D is, for example, a correction value as a learning value by learning control of a plurality of types of shift line SH, a driving force source switching line CP, and a control value Sct used for controlling the vehicle 10, or a limit value GD that limits the correction amount. And so on. The control value Sct is various command signals such as an engine control command signal Se, a rotary machine control command signal Smg, a hydraulic control command signal Sat, a brake control command signal Sbra, and a steering control command signal Sste. Specifically, the control value Sct is a hydraulic pressure controlled so as to change the engagement pressure of the engagement device CB whose operating state is switched during the transition of the shift control of the stepped shift unit 20 by the AT shift control unit 93. It is an engagement pressure command value or the like as a control command signal Sat. The AT shift control unit 93 corrects the engagement pressure command value by learning control so that the shift time becomes appropriate while suppressing the shift shock in the shift control of the stepped shift unit 20, for example. The limit value GD is a predetermined guard value for limiting the change of the control value Sct due to learning control so as not to be too large, and is predetermined for each different control value Sct.

The electronic control device 90 includes a vehicle control execution unit 97 that controls a plurality of types of the vehicle 10 by using a plurality of types of vehicle control software 92, that is, controls the vehicle 10 according to the vehicle control program 92P. The vehicle control execution unit 97 includes an AT shift control unit 93, a hybrid control unit 94, a braking force control unit 95, an operation control unit 96, and the like.

By the way, when the vehicle control software 92 is rewritten using the new software 202, that is, the new software 126 after reception, when the vehicle control software 92 to be rewritten, that is, the vehicle control software 92 to be rewritten is used, the electronic control device 90. The vehicle 10 cannot be controlled as usual by using the vehicle control software 92, which may interfere with the current control operation of the vehicle 10.

On the other hand, the rewriting processing unit 122 uses the new software 126 after reception when the control using the vehicle control software 92 to be rewritten is not executed, and the rewriting processing unit 122 uses the vehicle control software 92 to be rewritten. Is rewritten. On the other hand, the rewriting processing unit 122 suspends the rewriting processing of the vehicle control software 92 to be rewritten while the control using the vehicle control software 92 to be rewritten is being executed.

However, even if the rewriting process of the vehicle control software 92 to be rewritten is performed when the control using the vehicle control software 92 to be rewritten is not executed, the rewriting process is performed. Depending on the control state of the vehicle 10, the control process of the vehicle 10 using the vehicle control software 92 to be rewritten may be executed along with the rewrite process, which hinders the current control operation of the vehicle 10. May occur.

Therefore, the vehicle control execution unit 97 is rewritten by the rewrite processing unit 122 so that the control processing of the vehicle 10 using the vehicle control software 92 to be rewritten is not executed in association with the rewriting processing. Before this is done, the control state of the vehicle 10 is changed in advance.

Specifically, the electronic control device 90 is further a state determination means in order to realize a control function of preventing the control operation of the vehicle 10 from being hindered when the rewriting process of the vehicle control software 92 is performed. That is, the state determination unit 98 is provided.

When the state determination unit 98 determines that the second storage device 124 has the new software 126 after reception that requires the rewriting processing unit 122 to rewrite the vehicle control software 92, that is, the rewriting processing unit 122 controls the vehicle. When it is determined that there is a request to rewrite the software 92, it is determined whether or not the current control operation of the vehicle 10 is hindered even if the rewriting process of the vehicle control software 92 to be rewritten is executed. ..

For example, vehicle control software 92 such as an engine program 92Peg, an MG1 program 92Pm1, an MG2 program 92Pm2, and a driving force source switching line CP, which are related to the control of the driving force source and the stepless speed change unit 18, are to be rewritten. In this case, when the vehicle control software 92 such as the AT program 92Pat and the shift line SH related to the control of the stepped speed change unit 20 is to be rewritten, the rewrite process of the vehicle control software 92 to be rewritten is performed. Is executed, the current control operation of the vehicle 10 may be hindered. Therefore, when the state determination unit 98 determines that the rewriting processing unit 122 has a request to rewrite the vehicle control software 92, the state determination unit 98 has a driving force source, a continuously variable transmission unit 18, or a stepped speed change unit 20. When the vehicle control software 92 related to the control of the vehicle is to be rewritten, it is not determined that the current control operation of the vehicle 10 is not hindered even if the rewrite process of the vehicle control software 92 to be rewritten is executed. ..

On the other hand, the learning control of the control value Sct by the vehicle control device 150 is, for example, a control used for the next control of the vehicle 10 of the same type after the control of the vehicle 10 of some type to be the target of the learning control is once completed. It is a control that corrects the value Sct by learning. Therefore, the learning control is not executed during the control of the vehicle 10 of some kind that is the target of the learning control. Therefore, even if the rewriting process of the limit value GD in the learning control is executed, there is no problem in the current control operation of the vehicle 10. For this reason, the state determination unit 98 becomes a rewrite target when the limit value GD becomes a rewrite target when the rewrite processing unit 122 determines that there is a request to rewrite the vehicle control software 92. It is determined that there is no problem in the current control operation of the vehicle 10 even if the rewriting process of the vehicle control software 92 is executed.

When the rewriting processing unit 122 determines that the current control operation of the vehicle 10 is not hindered even if the rewriting processing of the vehicle control software 92 to be rewritten is executed by the state determination unit 98, the new software 202 That is, after reception, the rewriting process of the vehicle control software 92 to be rewritten is performed using the new software 126. For example, when there is a request to rewrite the limit value GD in the learning control, the rewriting processing unit 122 rewrites the control processing of the vehicle 10 using the vehicle control software 92 to be rewritten by the state determination unit 98, which will be described later. The limit value GD is rewritten without determining whether or not it will be executed along with the processing.

If the state determination unit 98 does not determine that there is no problem in the current control operation of the vehicle 10 even if the rewriting process of the vehicle control software 92 to be rewritten is executed, the vehicle control execution unit 97 determines. It is determined whether or not the control process using the vehicle control software 92 to be rewritten is being executed.

The EV running is a running using the vehicle control software 92 related to the control of the EV running. Therefore, even if the rewriting process of the vehicle control software 92 other than the vehicle control software 92 related to the control of the EV travel is performed during the EV travel, the EV travel is unlikely to be hindered. The vehicle control software 92 related to EV travel control is, for example, a program 92Pm2 for MG2. The vehicle control software 92 other than the vehicle control software 92 related to EV driving control is, for example, a vehicle control software 92 related to HV driving control, a shift line SH, a driving force source switching line CP, a limit value GD, or the like. .. The vehicle control software 92 related to the control of HV travel is, for example, an engine program 92Peg, an MG1 program 92Pm1 for controlling a first rotary machine MG1 that outputs a reaction force torque with respect to an engine torque Te, and the like. When the state determination unit 98 determines that there is a request for rewriting the vehicle control software 92 related to EV travel control by the rewrite processing unit 122 during EV travel, the state determination unit 98 uses the vehicle control software 92 to be rewritten. It is determined that the control process used is being executed. When the state determination unit 98 determines that there is a request to rewrite the vehicle control software 92 other than the vehicle control software 92 related to EV driving control during EV driving, the vehicle control software to be rewritten. It is determined that the control process using 92 is not being executed.

Following the above-mentioned EV driving, a case where it is determined that the control process using the vehicle control software 92 to be rewritten is not being executed except during the EV driving will be exemplified below.

For example, if the state determination unit 98 determines that there is a request to rewrite the vehicle control software 92 other than the vehicle control software 92 related to the control of the HV travel during the HV travel, the vehicle control to be rewritten. It is determined that the control process using the software 92 is not being executed. The vehicle control software 92 other than the vehicle control software 92 related to the control of HV driving is, for example, the vehicle control software 92 related to the control of EV driving, the shift line SH, the driving force source switching line CP, the limit value GD, and the like. ..

Further, when the state determination unit 98 determines that there is a request for rewriting the regenerative program 92Pre by the rewrite processing unit 122 during EV traveling, the state determination unit 98 performs control processing using the vehicle control software 92 to be rewritten. Judge that it is not running.

Further, when it is determined by the rewriting processing unit 122 that the rewriting processing unit 122 has a request to rewrite the EV program 92Pev during the execution of the regenerative control by the second rotary machine MG2, the state determination unit 98 is for vehicle control to be rewritten. It is determined that the control process using the software 92 is not being executed.

Further, the state determination unit 98 is either when the AT shift control unit 93 does not determine the shift of the stepped shift unit 20, or during the execution transition of the shift control of the stepped shift unit 20 by the AT shift control unit 93. If it is determined by the rewriting processing unit 122 that there is a request to rewrite the shift line SH, it is determined that the control processing using the vehicle control software 92 to be rewritten is not being executed.

Further, when the state determination unit 98 determines that there is a request for rewriting the driving force source switching line CP by the rewriting processing unit 122 when the execution transition of the driving force source switching control by the hybrid control unit 94 is not in progress. Determines that the control process using the vehicle control software 92 to be rewritten is not being executed.

When the rewriting processing unit 122 is determined by the state determination unit 98 that the control processing using the vehicle control software 92 to be rewritten is being executed, the rewriting processing unit 122 is set as the rewriting target using the new software 126 after reception. The rewriting process of the vehicle control software 92 is suspended.

When the state determination unit 98 determines that the control process using the vehicle control software 92 to be rewritten is not being executed, the control process of the vehicle 10 using the vehicle control software 92 to be rewritten is rewritten. It is determined whether or not the processing unit 122 executes the rewriting process of the vehicle control software 92 to be rewritten.

The rewriting processing unit 122 determines that the control processing using the vehicle control software 92 to be rewritten by the state determination unit 98 is not executed in association with the rewriting processing of the vehicle control software 92 to be rewritten. If so, the rewriting process of the vehicle control software 92 to be rewritten is performed using the new software 126 after reception.

The vehicle control execution unit 97 has determined that the control process using the vehicle control software 92 to be rewritten is executed by the state determination unit 98 in association with the rewrite process of the vehicle control software 92 to be rewritten. In this case, prior to the rewriting process by the rewriting processing unit 122, the control process using the vehicle control software 92 to be rewritten may be executed in association with the rewriting process of the vehicle control software 92 to be rewritten. The control state of the vehicle 10 is changed so as not to be present. On the other hand, in the vehicle control execution unit 97, the control process using the vehicle control software 92 to be rewritten by the state determination unit 98 is executed along with the rewrite process of the vehicle control software 92 to be rewritten. If it is determined that there is no such thing, the control state of the vehicle 10 is not changed prior to the rewriting process of the vehicle control software 92 to be rewritten.

When the rewriting processing unit 122 determines that the control processing using the vehicle control software 92 to be rewritten is executed by the state determination unit 98 in association with the rewriting processing of the vehicle control software 92 to be rewritten. After the change of the control state of the vehicle 10 by the vehicle control execution unit 97 is completed, the rewriting process of the vehicle control software 92 to be rewritten is performed using the new software 126 after reception.

When the vehicle control software 92 to be rewritten is the shift line SH, it is subject to rewriting according to the control state of the vehicle 10 when the rewriting process is performed, that is, the vehicle traveling range determined by the vehicle speed V and the required driving force Frdem. Whether or not the shift control using the shift line SH is executed in association with the rewriting process of the shift line SH to be rewritten is changed.

FIG. 6 is a diagram showing an example of a case where the vehicle control software 92 to be rewritten is a shift line SH. In FIG. 6, the thick line UP shown by the solid line is the updated 3 → 4 upshift line obtained by rewriting the current 3 → 4 upshift line SHuc which is the base. The thick line DN shown by the broken line is an updated 4 → 3 downshift line obtained by rewriting the current 4 → 3 downshift line SHdc which is the base. Even if the transmission lines SHuc and SHdc are rewritten to thick lines UP and DN when the current vehicle travel area is the black circle A (= ● A), the AT gear stage is the AT3 speed gear stage in the current vehicle travel area. Therefore, the stepped speed change unit 20 does not shift. On the other hand, when the current vehicle traveling area is the black circle B (= ● B) and the transmission lines SHuc and SHdc are rewritten to the thick lines UP and DN, the AT gear stage becomes the AT3 speed gear stage in the current vehicle traveling area. At this time, a 3 → 4 upshift of the stepped speed change unit 20 occurs. It is not preferable that the traveling state of the vehicle 10 is directly changed by the rewriting process of the shift line SH. Therefore, first, the AT gear stage shift control to the AT4 speed gear stage due to the rewriting process of the shift line SH so that the 3 → 4 upshift is not executed due to the rewriting process of the shift line SH. It is possible to switch to the AT gear stage, that is, the AT4 speed gear stage. After that, the shift lines SHuc and SHdc are rewritten to thick lines UP and DN.

When the shift line SH is to be rewritten, the state determination unit 98 changes the shift control of the stepped shift unit 20 using the shift line SH to be rewritten to the rewrite process of the shift line SH by the rewrite processing unit 122. Determine if it will be executed along with it.

When the vehicle control execution unit 97 determines by the state determination unit 98 that the shift control of the stepped transmission unit 20 using the shift line SH to be rewritten is executed in association with the rewriting process of the shift line SH. Prior to the rewriting process of the shift line SH, the AT gear stage of the shift line SH is set so that the shift control using the shift line SH to be rewritten is not executed in accordance with the rewrite process of the shift line SH. Switch to the AT gear stage where shift control due to rewriting processing does not occur.

When the vehicle control software 92 to be rewritten is the driving force source switching line CP, the driving force source switching line CP to be rewritten is set according to the control state of the vehicle 10 when the rewriting process is performed, that is, the vehicle traveling area. Whether or not the switching control of the driving force source used is executed in accordance with the rewriting process of the driving force source switching line CP is changed.

FIG. 7 is a diagram showing an example of a case where the vehicle control software 92 to be rewritten is a driving force source switching line CP. In FIG. 7, the thick line CPr shown by the alternate long and short dash line is the updated driving force source switching line obtained by rewriting the current driving force source switching line CP which is the base. Even if the driving force source switching line CP is rewritten to the thick line CPr when the current vehicle driving area is the black circle C (= ● C), the current vehicle driving area is regarded as the EV driving area, that is, EV driving. Therefore, switching to the EV traveling region, that is, switching to EV traveling does not occur. On the other hand, if the driving force source switching line CP is rewritten to the thick line CPr when the current vehicle traveling area is the black circle D (= ● D), it is regarded as the HV traveling area, that is, the HV traveling in the current vehicle traveling area. Therefore, switching to the EV traveling region, that is, switching to EV traveling occurs. It is not preferable that the traveling state of the vehicle 10 is directly changed by the rewriting process of the driving force source switching line CP. Therefore, first, the traveling mode FT switches the driving force source so that the switching control of the driving force source from the engine 14 to the second rotary machine MG2 is not executed due to the rewriting process of the driving force source switching line CP. It is possible to switch to the traveling mode FT, that is, EV traveling, in which the switching control to the second rotary machine MG2 does not occur due to the rewriting process of the line CP. After that, the driving force source switching line CP is rewritten to the thick line CPr.

When the driving force source switching line CP is to be rewritten, the state determination unit 98 controls the switching of the driving force source using the driving force source switching line CP to be rewritten by the rewriting processing unit 122. It is determined whether or not it is executed in association with the rewriting process of the switching line CP.

The vehicle control execution unit 97 determines that the state determination unit 98 executes the switching control of the driving force source using the driving force source switching line CP to be rewritten along with the rewriting process of the driving force source switching line CP. If this is the case, switching control using the driving force source switching line CP to be rewritten is executed in association with the rewriting process of the driving force source switching line CP prior to the rewriting process of the driving force source switching line CP. The traveling mode FT is switched to the traveling mode FT in which the switching control associated with the rewriting process of the driving force source switching line CP does not occur.

The change of the control state of the vehicle 10 prior to the rewriting process by the vehicle control execution unit 97 may not be possible depending on the vehicle state.

For example, when the stepped speed change unit 20 is changed, the AT input rotation speed Ni, that is, the output rotation speed of the stepless speed change unit 18 is changed, so that the engine rotation speed Ne is increased in the stepless speed change unit 18. , MG1 rotation speed Ng may be increased, MG2 rotation speed Nm may be increased, or the pinion relative rotation speed in the differential mechanism 34 may be increased. Such a high rotation speed is not preferable for the durability of parts and the like. Therefore, by limiting the rotation speed of the engine rotation speed Ne, limiting the rotation speed of MG1 rotation speed Ng, limiting the rotation speed of MG2 rotation speed Nm, or limiting the rotation speed of the pinion relative rotation speed in the differential mechanism 34, the shift line SH In some cases, it may not be possible to shift to the AT gear stage where shift control does not occur due to the rewriting process.

Alternatively, when the traveling mode FT is switched, that is, the driving force source is switched, the second rotary machine MG2 is forcibly driven or stopped, so that the power exceeds the dischargeable power Wout of the battery 54. The second rotary machine MG2 is output, the second rotary machine MG2 is output when the charge state value SOC is insufficient, or the second rotary machine MG2 is in a state where the battery 54 does not need to be charged. It may be stopped. Therefore, when the dischargeable power Wout of the battery 54, that is, the output limit of the second rotary machine MG2, or the charge state value SOC is low enough to require charging of the battery 54, it is impossible to switch from HV running to EV running. In some cases. Alternatively, when the charge state value SOC is so high that the battery 54 does not need to be charged, it may not be possible to switch from EV travel to HV travel.

When the state determination unit 98 determines that the control process using the vehicle control software 92 to be rewritten is executed in association with the rewrite process of the vehicle control software 92 to be rewritten, the vehicle control execution is executed. It is determined by the unit 97 whether or not the control state of the vehicle 10 can be changed prior to the rewriting process.

For example, when the shift line SH is to be rewritten, the state determination unit 98 changes the speed of the stepped shift unit 20 accompanying the rewrite process of the shift line SH prior to the rewrite process of the shift line SH by the vehicle control execution unit 97. It is determined whether or not it is possible to switch to the AT gear stage where control does not occur. In the case of the shift line SH rewriting process shown in FIG. 6, it is determined whether or not the shift to the AT4 speed gear stage is possible.

Alternatively, when the driving force source switching line CP is to be rewritten, the state determination unit 98 switches the traveling mode FT prior to the rewriting process of the driving force source switching line CP by the vehicle control execution unit 97, that is, the driving force source. Is determined whether or not switching is possible. In the case of the rewriting process of the driving force source switching line CP shown in FIG. 7, it is determined whether or not switching to EV traveling is possible.

The vehicle control execution unit 97 executes the change of the control state of the vehicle 10 prior to the rewriting process when the state determination unit 98 determines that the control state of the vehicle 10 prior to the rewriting process can be changed. When the vehicle control execution unit 97 determines that the control state of the vehicle 10 prior to the rewriting process cannot be changed by the state determination unit 98, the vehicle control execution unit 97 does not change the control state of the vehicle 10 prior to the rewriting process. ..

The rewriting processing unit 122 has determined by the state determination unit 98 that the control processing using the vehicle control software 92 to be rewritten is executed in association with the rewriting processing of the vehicle control software 92 to be rewritten. When it is determined by the vehicle control execution unit 97 that the control state of the vehicle 10 cannot be changed prior to the rewriting process, the new software 126 is used after the reception to control the vehicle to be rewritten. The rewriting process of software 92 is suspended.

FIG. 8 is a flowchart illustrating a main part of the control operation of the vehicle control device 150, for preventing the control operation of the vehicle 10 from being hindered when the rewriting process of the vehicle control software 92 is performed. It is a flowchart explaining a control operation, and is executed repeatedly, for example.

In FIG. 8, first, in step S10 corresponding to the function of the rewriting processing unit 122 (hereinafter, step is omitted), the new software 202 that needs to rewrite the vehicle control software 92, that is, the new software 126 after reception is for wireless update. It is determined whether or not it is in the control device 120, that is, the second storage device 124. If the judgment of S10 is denied, this routine is terminated. If the determination of S10 is affirmed, there is no problem in the current control operation of the vehicle 10 even if the rewriting process of the vehicle control software 92 to be rewritten is executed in S20 corresponding to the function of the state determination unit 98. Whether or not it is determined. If this determination in S20 is denied, it is determined in S30 corresponding to the function of the state determination unit 98 whether or not the control process using the vehicle control software 92 to be rewritten is being executed. If this determination in S30 is denied, in S40 corresponding to the function of the state determination unit 98, the control process of the vehicle 10 using the vehicle control software 92 to be rewritten is the vehicle control software 92 to be rewritten. It is determined whether or not it is executed in association with the rewriting process of. For example, as illustrated in FIG. 9, when the shift line SH is the target of rewriting, it is determined whether or not the shift control using the shift line SH is executed in association with the rewriting process. Alternatively, when the driving force source switching line CP is to be rewritten, it is determined whether or not the driving force source switching control using the driving force source switching line CP is executed in association with the rewriting process. .. If the determination in S40 is affirmed, it is determined in S50 corresponding to the function of the state determination unit 98 whether or not the control state of the vehicle 10 can be changed prior to the rewriting process. For example, as illustrated in FIG. 10, when the shift line SH is the target of rewriting, it is possible to switch to the AT gear stage in which the shift control of the stepped transmission unit 20 accompanying the rewriting process of the shift line SH does not occur. It is determined whether or not there is. Alternatively, when the driving force source switching line CP is to be rewritten, it is determined whether or not the traveling mode FT can be switched, that is, whether or not the driving force source can be switched. If the determination of S50 is affirmed, the control state of the vehicle 10 is changed prior to the rewriting process in S60 corresponding to the function of the vehicle control execution unit 97. For example, as illustrated in FIG. 10, when the shift line SH is the target of rewriting, switching to the AT gear stage in which the shift control is not generated due to the rewriting process of the shift line SH is performed. Alternatively, when the driving force source switching line CP is to be rewritten, the traveling mode FT is switched. If the judgment of S30 is affirmed, or if the judgment of S50 is denied, the vehicle to be rewritten using the new software 126 after reception in S70 corresponding to the function of the rewriting processing unit 122. The rewriting process of the control software 92 is put on hold. If the judgment of S20 is affirmed, or if the judgment of S40 is denied, or next to S60, the new software 126 after reception is used in S80 corresponding to the function of the rewriting processing unit 122. The rewriting process of the vehicle control software 92 to be rewritten is carried out.

As described above, according to the present embodiment, the control process of the vehicle 10 using the vehicle control software 92 to be rewritten is executed in association with the rewrite process of the vehicle control software 92 to be rewritten. If it is determined, the control state of the vehicle 10 is changed so that the control process using the vehicle control software 92 to be rewritten is not executed in association with the rewrite process prior to the rewrite process. Therefore, it is prevented that the control process using the vehicle control software 92 to be rewritten is executed in association with the rewrite process during the execution of the rewrite process. Therefore, it is possible to prevent the control operation of the vehicle 10 from being hindered when the rewriting process of the vehicle control software 92 is performed.

Further, according to the present embodiment, it is determined that the control process using the vehicle control software 92 to be rewritten is not executed in association with the rewrite process of the vehicle control software 92 to be rewritten. In that case, since the control state of the vehicle 10 is not changed prior to the rewriting process, the rewriting process of the vehicle control software 92 should be started promptly when there is no possibility that the control operation of the vehicle 10 is hindered. Can be done.

Further, according to the present embodiment, when it is determined that the control process using the vehicle control software 92 to be rewritten is executed in association with the rewrite process of the vehicle control software 92 to be rewritten, When it is determined that the control state of the vehicle 10 cannot be changed prior to the rewriting process, the rewriting process is suspended, so that it is possible to prevent the control operation of the vehicle 10 from being hindered. ..

Further, according to the present embodiment, when it is determined that the shift control of the stepped transmission unit 20 using the shift line SH to be rewritten is executed in association with the rewrite process of the shift line SH, the shift is changed. Prior to the rewriting process of the line SH, the AT gear stage is used for the rewriting process of the shifting line SH so that the shifting control using the shifting line SH to be rewritten is not executed in association with the rewriting processing of the shifting line SH. Since it is switched to the AT gear stage in which the accompanying shift control does not occur, it is possible to prevent the shift control using the shift line SH from being executed in association with the rewrite process during the rewriting process of the shift line SH to be rewritten. Will be done.

Further, according to the present embodiment, when it is determined that the switching control of the driving force source using the driving force source switching line CP to be rewritten is executed in association with the rewriting process of the driving force source switching line CP. In, prior to the rewriting process of the driving force source switching line CP, the switching control using the driving force source switching line CP to be rewritten is not executed in association with the rewriting process of the driving force source switching line CP. Since the traveling mode FT is switched to the traveling mode FT in which the switching control associated with the rewriting process of the driving force source switching line CP does not occur, the driving force thereof is being executed during the rewriting process of the driving force source switching line CP to be rewritten. It is prevented that the switching control using the source switching line CP is executed in association with the rewriting process.

Further, according to this embodiment, when there is a request to rewrite the limit value GD in the learning control of the control value Sct, the control process of the vehicle 10 using the vehicle control software 92 to be rewritten accompanies the rewrite process. Since the limit value GD is rewritten without determining whether or not the vehicle 10 is executed, the control process is accompanied by the rewrite process when there is no possibility that the control operation of the vehicle 10 is hindered. It is possible to promptly start the rewriting process of the limit value GD in the learning control without waiting for the determination of whether or not it is executed.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, each function of the first storage device 91, the vehicle control execution unit 97, the state determination unit 98, and the like is provided in the electronic control device 90, and the rewriting processing unit 122, the second storage device 124, and the like are provided. Each function of is provided in the wireless update control device 120, but the present invention is not limited to this aspect. For example, all or part of the function of the state determination unit 98 may be provided in the wireless update control device 120, or all or part of the function of the rewrite processing unit 122 may be provided in the electronic control device 90 or. It may be provided in the first gateway ECU 110. Alternatively, the second storage device 124 may be provided in the electronic control device 90, or the first storage device 91 and the second storage device 124 are provided in the electronic control device 90 as one storage device. May be. That is, the vehicle control device 150 does not have to be divided into an electronic control device 90, a first gateway ECU 110, a wireless update control device 120, a second gateway ECU 130, and the like. In short, each function of the vehicle control execution unit 97, the state determination unit 98, the rewriting processing unit 122, the first storage device 91, and the like may be provided in the vehicle control device 150.

Further, in the above-described embodiment, the flowchart of FIG. 8 is a vehicle that performs rewriting processing of the vehicle control software 92 while the vehicle 10 is traveling by using the new software 202 received from the server 200 via the wireless communication R. It is particularly useful for the control device 150, but is not limited to this embodiment. For example, even when the vehicle control software 92 is rewritten by using the external rewriting device 210, the flowchart of FIG. 8 can be executed. In this case, in S10 of FIG. 8, it is determined whether or not there is a request to rewrite the vehicle control software 92. Further, the new software 202, that is, the new software 126 after reception is replaced with new software that needs to rewrite the vehicle control software 92 stored in the external rewriting device 210.

Further, in the above-described embodiment, when the control process of the vehicle 10 using the vehicle control software 92 to be rewritten is executed in association with the rewrite process of the vehicle control software 92 to be rewritten, the rewriting is performed. Prior to the processing, in carrying out the present invention of changing the control state of the vehicle 10 so that the control processing using the vehicle control software 92 to be rewritten is not executed in association with the rewriting processing. , S20 and S30 in the flowchart of FIG. 8 do not necessarily have to be provided.

Further, in the above-described embodiment, the transceiver 100 and the server 200 are connected via the network 220, but may be connected via, for example, a wireless device included in the server 200, or may be directly connected to the server 200. It may be connected via a wireless device connected to the target.

Further, in the above-described embodiment, the vehicle 10 provided with the compound transmission 40 is exemplified as the vehicle to which the present invention is applied. The present invention can be applied.

It should be noted that the above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 14: Engine (driving force source)
20: Mechanical stepped transmission (automatic transmission)
91: First storage device (storage device)
92: Vehicle control software GD: Limit value SH: Shift line CP: Driving force source switching line 97: Vehicle control execution unit 98: Status determination unit 122: Rewriting processing unit 150: Vehicle control device MG2: Second rotary machine ( Rotating machine, driving force source)
Sct: Control value

Claims (6)

A vehicle control device that controls a vehicle.
A storage device for storing a plurality of types of vehicle control software used for controlling a plurality of types of the vehicle, and a storage device for storing the plurality of types of vehicle control software.
A vehicle control execution unit that controls the vehicle using the vehicle control software,
When there is a request to rewrite the vehicle control software, a rewriting processing unit that performs rewriting processing of the vehicle control software to be rewritten among the plurality of types of vehicle control software, and a rewriting processing unit.
A state determination unit for determining whether or not the control process of the vehicle using the vehicle control software to be rewritten is executed in association with the rewrite process.
Including
When the vehicle control execution unit determines that the control process is executed in connection with the rewrite process, the vehicle control execution unit executes the control process in association with the rewrite process prior to the rewrite process. A vehicle control device, characterized in that the control state of the vehicle is changed so that there is no such thing. The vehicle control execution unit is characterized in that, when it is determined that the control process is not executed in association with the rewrite process, the control state is not changed prior to the rewrite process. The vehicle control device according to claim 1. The state determination unit determines whether or not the control state can be changed prior to the rewriting process by the vehicle control execution unit.
When it is determined that the control process is executed in association with the rewrite process, the rewrite processing unit determines that the control state cannot be changed prior to the rewrite process. The vehicle control device according to claim 1 or 2, wherein the rewriting process is suspended. The vehicle control software includes a shift line used for shifting control of an automatic transmission provided in the vehicle, in which switching of a shift stage of the automatic transmission is determined.
When the shift line is the target of rewriting, the state determination unit determines whether or not the shift control using the shift line is executed in association with the rewriting process of the shift line. can be,
When the vehicle control execution unit determines that the shift control is executed in association with the shift line rewriting process, the shift control is performed on the shift line prior to the shift line rewrite process. One of claims 1 to 3, wherein the shift stage is switched to a shift stage in which the shift control is not generated due to the shift line rewriting process so as not to be executed in association with the rewrite process. The vehicle control device described in. The vehicle control software includes, at least the above-mentioned motor running, which is provided in the vehicle and is used for switching control of a driving force source including a rotating machine and an engine, and travels by using only the rotating machine as the driving force source. It includes a driving force source switching line for determining the switching of the traveling mode between the engine traveling and the engine traveling using the engine as the driving force source.
When the driving force source switching line is the target of the rewriting, the state determination unit executes the switching control using the driving force source switching line in association with the rewriting process of the driving force source switching line. It is to judge whether or not it will be lost.
If it is determined that the switching control is executed in association with the rewriting process of the driving force source switching line, the vehicle control executing unit may perform the switching prior to the rewriting process of the driving force source switching line. It is characterized in that the traveling mode is switched to a traveling mode in which the switching control is not generated due to the rewriting process of the driving force source switching line so that the control is not executed in association with the rewriting process of the driving force source switching line. The vehicle control device according to any one of claims 1 to 4. The vehicle control software includes a correction value or a limit value that limits the correction amount by learning control of the control value used for controlling the vehicle.
When there is a request to rewrite the limit value, the rewrite processing unit does not determine whether or not the control process by the state determination unit is executed in association with the rewrite process. The vehicle control device according to any one of claims 1 to 5, wherein the limit value is rewritten.

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