JP5641013B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system that controls the behavior of a vehicle, for example.

  For example, Patent Document 1 shows a power supply control circuit in which power supply relays for power supply to the first and second vehicle-mounted electronic control devices are shared and managed by the first vehicle-mounted electronic control device. Further, in Patent Document 2, it is necessary to supply larger electric energy than usual to an electric consumption device related to safety, such as a brake booster, at the time of full braking, at full throttle, or at the time of sharply decreasing steering operation. An energy management device has been described that, when it occurs, can temporarily interrupt electrical energy to an electrical consumer that is not very relevant to safety to meet increased electrical energy requirements.

JP 2008-240684 A JP 2006-511396 A

  Here, for example, a vehicle control system for controlling the behavior of a vehicle is often composed of a plurality of subsystems such as an engine system, a brake system, a motor system, and a steering system.

  In such a vehicle control system, as described in Patent Document 1 described above, when power supply control for each electronic control device of a plurality of subsystems is always performed at the same timing, it is not necessary to supply power depending on the situation. There is a problem in that power is also supplied to the subsystem and power consumption in the entire vehicle control system increases.

  On the other hand, in Patent Document 2 described above, when the demand for electrical energy in a specific electricity consuming device increases, the supply of electricity to other electricity consuming devices is temporarily interrupted to increase power consumption. I try to suppress it.

  However, in the vehicle control system as described above, when controlling the behavior of the vehicle, it is necessary to control a plurality of subsystems in a coordinated manner. For the purpose of avoiding an increase in power consumption, Patent Literature The technique described in 2 cannot be adopted.

  The present invention has been made in view of the above-described points, and an object thereof is to provide a vehicle control system capable of suppressing power consumption.

In order to achieve the above object, a vehicle control system according to claim 1 is for controlling a vehicle, and includes a plurality of subsystems, and a plurality of electronic devices for controlling the plurality of subsystems. Have a control device,
As the entire vehicle control system, the control state is hierarchized into at least three stages, and in the upper hierarchy, functions for controlling the start and stop of the vehicle control system are linked, and in the middle hierarchy, A function for calculating the target control amount of each subsystem for controlling the subsystems in a coordinated manner is linked, and a function for controlling each subsystem according to the target control amount is linked in the lower hierarchy. The control state transitions to a lower hierarchy based on the execution of the function associated with the higher hierarchy, and the function associated with the lower hierarchy is executed. Is possible,
In the plurality of electronic control devices, the functions of the respective layers are distributedly mounted. However, when the functions are implemented, if the functions are adjacent layers, the functions associated with the plurality of layers are respectively provided. It is allowed to be mounted on the same electronic control device, but it is forbidden to mount a plurality of functions respectively associated with a plurality of separated layers sandwiching one or more layers in the same electronic control device,
Each of the plurality of electronic control devices is activated when the control state transitions to a hierarchy in which a function implemented in the control state is associated and the function is to be executed. When in a higher hierarchy, it is maintained in a stopped state.

  Thus, in the vehicle control system according to claim 1, the control state is hierarchized in at least three stages, and the control state is lower in the hierarchy based on the execution of the function linked to the upper hierarchy. By transitioning to, the function associated with the lower hierarchy can be executed. Each of the plurality of electronic control devices constituting the vehicle control system is activated when the control state transitions to a hierarchy in which the function implemented in itself is associated and the function is to be executed. Is maintained in a stopped state when it is in a higher hierarchy. As a result, when the control state is in a relatively higher hierarchy, only the electronic control device in which the function linked to the corresponding hierarchy and the higher hierarchy is implemented is activated, and the corresponding hierarchy is The electronic control device in which the function linked to the lower hierarchy is mounted remains in a stopped state.

  In particular, in the vehicle control system according to the first aspect, when a plurality of functions are distributedly mounted on a plurality of electronic control devices, a plurality of functions associated with a plurality of layers are the same as long as the functions are adjacent to each other. Although it is allowed to be mounted on an electronic control device, it is prohibited to mount a plurality of functions respectively associated with a plurality of spaced apart layers sandwiching one or more layers in the same electronic control device. Therefore, when executing the function associated with each layer, the number of electronic control devices to be activated can be reduced as much as possible, and the power consumption of the entire system can be suppressed. In other words, when a plurality of functions respectively associated with a plurality of separated layers sandwiching one or more layers are mounted on the same electronic control device, the number of electronic control devices that must be activated increases. In addition to being easy to use, the opportunity to switch between starting and stopping is increased, and power consumption is likely to be wasted.

  Moreover, even if the functions of the upper layer are changed according to the vehicle type, for example, even if the functions of the upper layer are changed by stratifying the control state and linking the functions to each layer, the functions linked to the lower layer are the same. Then, it is possible to use the function linked to the lower hierarchy as it is. Accordingly, it is possible to reuse software and hardware resources for realizing the functions, and it is possible to maintain the quality of the linkage with the functions linked to other layers.

  According to a second aspect of the present invention, the vehicle control system is for controlling the behavior of the vehicle, and the function linked to the middle hierarchy is provided for each vehicle to realize a desired target behavior for the vehicle. A control amount to be shared by the subsystem may be calculated as the target control amount. When controlling the behavior of a vehicle, the vehicle control system has, for example, a plurality of subsystems such as an engine system, a motor system, a brake system, and the like. This is because it is necessary to control in cooperation.

  According to a third aspect of the present invention, the middle layer includes a function for determining whether or not each of the subsystems can operate normally, and if all the subsystems can operate normally, As a target, if the target control amount of each subsystem is calculated and if it cannot operate normally, the subsystem that can operate normally is shut down by stopping the power supply to the subsystem that cannot operate normally A function for calculating the target control amount of each subsystem may be associated with only the target. In this way, even if an abnormality occurs in any of the subsystems, the vehicle control system can continue to execute control.

  According to a fourth aspect of the present invention, the vehicle is an electric vehicle having an electric motor as a travel drive source, and a charging mode for charging a battery that supplies electric power to the electric motor, and a behavior of the vehicle during the travel. Two control modes, that is, a traveling mode to be controlled, may be provided, and the control state may be hierarchized in each control mode. The driving mode and the charging mode of the electric vehicle are functionally completely different. Therefore, when the function for the driving mode and the function for the charging mode are hierarchized together, there is a possibility that an electronic control device that is activated wastefully is generated. On the other hand, in each of the driving mode and the charging mode, by stratifying the control state, in each control mode, only the electronic control device that executes the function associated with each layer can be activated, It becomes possible to reduce power consumption.

  According to a fifth aspect of the present invention, the vehicle control system has a plurality of control modes, and in each control mode, the control state is hierarchized, and safety is ensured according to the operation state of the vehicle. As described above, the priority order of the plurality of control modes may be determined in advance, and the control mode may be selected according to the determined priority order in an upper layer of any one mode. Thereby, even when a plurality of control modes are defined, it is possible to avoid a competition between the plurality of control modes. Furthermore, when a function according to the selected control mode is executed, it is possible to reduce power consumption by stopping functions other than the selected control mode.

  As described in claim 6, in the plurality of control modes, a function that is commonly used is set to a middle hierarchy or a lower hierarchy, and a middle hierarchy or a lower hierarchy including the commonly used function includes: An interface accessible from an upper layer of a plurality of control modes may be provided. Thereby, in a plurality of control modes, it becomes possible to share the functions of the middle hierarchy and the lower hierarchy, and the resource can be effectively used.

  According to the seventh aspect of the present invention, the processing related to the data transmitted and / or received by the commonly used function is the minimum data and / or processing required in each control mode. It is preferable to switch. Thereby, it becomes possible to reduce the processing load and communication load at the time of executing each control mode, and to suppress power consumption.

It is a functional block diagram showing the various functions which the vehicle control system by this embodiment has for controlling the behavior of the hybrid vehicle in the front-rear direction. It is a figure which shows the control state hierarchized into at least 3 steps | paragraphs as the whole vehicle control system. It is the figure which showed more specifically the allocation of the function to each hierarchy. It is a figure which shows the example which permits mounting the some function over a some hierarchy in the same ECU. It is a figure which shows the example which prohibits mounting the some function over a some hierarchy to the same ECU. It is the figure which showed notionally the connection relation between software objects at the time of realizing the function of each hierarchy with a software object. It is the chart which showed an example which carries out the division mounting of the function of each hierarchy to several ECU. It is the figure which showed the function mounted in each ECU with the connection structure of each ECU. It is the figure which showed notionally the connection relationship between software objects at the time of materializing the function of each hierarchy by a software object by the modification. It is the table | surface which showed an example which carries out the division mounting of the function of each hierarchy to several ECU by a modification. It is the figure which showed the function mounted in each ECU by a modification with the connection structure of each ECU.

  Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which a vehicle control system is applied to a hybrid vehicle having an engine and an electric motor as a travel drive source of the vehicle in order to control the behavior of the vehicle in the front-rear direction. However, the application target may be a vehicle having only an engine or an electric vehicle having only a motor. In the embodiment described below, a case where the vehicle control system controls the behavior in the front-rear direction of the vehicle will be described. However, the behavior in the lateral direction of the vehicle can be determined by using a steering system or a suspension system together or alone. Alternatively, it may control the vertical behavior.

  As is well known, a hybrid vehicle has an engine as a traveling drive source and a motor generator (MG) as an electric motor disposed on the output shaft of the engine. The motor generator operates by receiving power supply from a battery mounted on the vehicle, and can assist the driving force of the engine. In addition, when the vehicle decelerates, the motor generator generates power by rotational driving from the wheel side and charges the battery (regenerative braking). In such a configuration, if a clutch is provided between the engine and the motor generator so that the engine and the motor generator can be disconnected, the vehicle may be driven only by the driving force of the motor generator. It becomes possible.

  In addition, although the example provided with the structure by what is called a parallel system as a hybrid system was demonstrated easily, the hybrid system by another system (a split system, a series parallel system, etc.) can also be used.

  FIG. 1 is a functional block diagram showing various functions of the vehicle control system 10 according to the present embodiment for controlling the behavior of the hybrid vehicle in the front-rear direction. However, the example shown in FIG. 1 is merely an example. For example, in addition to engine control and motor control, brake control and transmission control may be executed. This is because the behavior of the vehicle in the front-rear direction is changed by the control of the brake and the transmission. Hereinafter, various functions of the vehicle control system 10 will be described with reference to FIG.

  As shown in FIG. 1, various types of information are input to the vehicle control system 10. For example, the human machine interface (HMI) 1 means an operation unit operated by a driver for driving a hybrid vehicle, and corresponds to an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and the like. Each operation amount in these operation units is detected by a sensor or the like and input to the vehicle control system 10.

  When the hybrid vehicle includes an electronic control device for driving support, information from the electronic control device is also input to the vehicle control system 10. For example, an adaptive cruise control system (ACC) 2, a parking control system (PCS) 3, a lane keep assist system (LKA) 4 and the like are applicable. In addition, when the hybrid vehicle includes an anti-lock brake system (ABS), a traction control system (TRC), and a vehicle stability control system (VSC), information from these systems is also included in the vehicle control system 10. Is input. This is because the driving torque and braking torque of the vehicle may be determined by these electronic control devices.

  The various types of information described above are input to the front-rear behavior adjustment function (VLC) 12 of the vehicle control system 10. The front-rear behavior adjustment function 12 calculates the target acceleration (deceleration) in the front-rear direction and controls the target acceleration (deceleration) in order to control the behavior of the vehicle in the front-rear direction so as to correspond to the operation of the driver in principle. The target drive torque (axle torque target value) for realizing is calculated and output to the drive force adjustment function (PTC) 14.

  On the other hand, the battery control function (Battery Control) 22 is detected by the battery capacity detection function (SOC) 20 and is based on the charge level that is the ratio of the remaining charge to the charge capacity of the battery. Is output to the motor generator adjustment function (MGC) 16. In addition, the battery control function 22 switches the charger so that the charging power does not exceed the maximum allowable charging capacity of the battery when the plug-in detection function (Plug In) 18 detects that the battery is charged by the external power source. Control. Since the charge capacity of the battery changes according to the deterioration state (SOH) of the battery, the battery capacity detection function 20 may be configured to detect the deterioration state of the battery.

  The motor generator adjustment function (MGC) 16 charges the battery with the electric power generated by the motor generator during regenerative braking according to the required charging power output from the battery control function 22, or based on the maximum allowable discharging power. The maximum torque that can be generated by the motor generator is calculated and output to the driving force adjusting function 14. The driving force adjustment function 14 takes into consideration the maximum torque that can be generated by the motor generator in order to generate the target driving torque acquired from the front / rear behavior adjustment function 12, and the target engine torque to be output to the engine control function 24 and the motor control. Each target MG torque to be output to the function 26 is determined. The engine control function 24 controls engine ignition timing and fuel injection amount so as to generate a given target engine torque. Further, the motor control function 26 executes vector control while detecting the rotation of the motor generator so as to generate the given target MG torque.

  The vehicle control system 10 according to the present embodiment has various functions as described above, and these functions control each subsystem constituting the vehicle control system 10 such as an engine system, a motor generator system, and a charging system. Are distributed and mounted on a plurality of electronic control units (ECUs). In this case, if all the ECUs constituting the vehicle control system 10 are started and stopped at the same time, ECUs that do not necessarily need to be started are also started, leading to an increase in power consumption.

  Therefore, in the vehicle control system 10 according to the present embodiment, first, as shown in FIG. 2, the control state is hierarchized into at least three stages, and the functional block diagram of FIG. 1 is taken along the control sequence in the vehicle control system 10. It was decided to link the various functions shown in to each level. As an example, as shown in FIG. 2, the vehicle control system 10 is activated in a higher layer (Top Layer) when a predetermined activation condition is satisfied, and the vehicle control system is activated when a predetermined stop condition is satisfied. A start / stop control function for stopping 10 is associated. For example, a condition that the shift position is parking and the start switch is operated while the brake pedal is depressed can be used as the predetermined activation condition. When the activation condition is satisfied, the control state transitions to the middle layer (2nd Layer), and the function associated with the middle layer can be executed.

  In the example shown in FIG. 2, in the middle level, all the subsystems are operating normally, and it is possible to drive the hybrid vehicle in the normal mode, or some subsystems are abnormal. If the hybrid vehicle is linked to the function to determine whether it is necessary to run in the limp home mode, and if it is determined that the hybrid vehicle can be driven in the normal mode, each subsystem is coordinated. Function to calculate the target control amount of each subsystem to control, or when it is necessary to run in limp home mode, select the subsystem that operates normally, and the selected A function for calculating a target control amount for the subsystem is linked.

  Whether all subsystems are operating normally is determined by, for example, converting the target control amount (target engine torque, target MG torque, etc.) of each subsystem into a physical quantity that can be detected by the sensor. It is possible to carry out by comparing with the detected value by.

  In order to convert the target control amount into a physical quantity that can be detected by a sensor, for example, a model of each in-vehicle device (control target device) prepared in advance can be used. As a specific example, in order to convert the target engine torque into a physical quantity that can be detected by a sensor, an engine model is constructed so that the engine speed is output when the engine is operated to generate the target engine torque. Just do it. Then, the actual engine speed is detected by a speed sensor and compared with the converted engine speed. Thereby, it can be determined whether engine control is performed normally. Note that the in-cylinder pressure of the engine, the intake air amount, or the like may be used as a physical quantity for comparison.

  As for the motor generator, similarly to the engine, an MG model may be constructed so that the motor rotation speed when the motor generator is operated so as to generate the target MG torque is output. Alternatively, with respect to the motor generator, the control target amount may be converted into a motor current. When the control target amount is converted into a physical quantity that can be detected by the sensor in this way, it can be compared with the actual detected value of the motor speed or motor current detected by the speed sensor or current sensor. It can be determined whether or not the generator can be controlled normally. In addition, when using a motor current, the motor current may be decomposed into a magnetic flux current and a torque current, and each may be compared with a detected value.

  As described above, the example in which it is determined whether or not each subsystem operates normally by converting the control target amount into a physical amount measurable by the sensor has been described. Based on the charge / discharge state of the battery, it can be determined whether or not the battery is operating normally. Specifically, regarding a battery, SOC (State of Charge) or SOH (State of Health) can be used as a parameter for determining an operation state. This is because if any abnormality occurs in the battery, it appears as an unexpected change in SOC or SOH.

  When the target control amount of the subsystem is calculated in the normal mode or limp home mode, the control state transitions to the lower layer (3rd Layer), and the function associated with the lower layer can be executed. Note that when the control state transitions to the 3rd Layer, the functions associated with the higher Top Layer and 2nd Layer layers are also maintained in an executable state. Therefore, the control of each subsystem in the normal mode or limp home mode can be continuously executed.

  In the example shown in FIG. 2, the lower layer is associated with a function for controlling the charging of the engine, the motor generator, the battery, and the like according to a given target control amount when the hybrid vehicle is driven in the normal mode. Yes. At this time, when the target MG torque is applied to the motor generator and the target engine torque is not applied to the engine (target engine torque = 0), the hybrid vehicle performs so-called EV traveling. On the other hand, when the target torque is given to the motor generator and the engine, so-called HV running is performed. The switching between the EV traveling and the HV traveling is performed according to, for example, the remaining capacity of the battery or the traveling speed of the vehicle.

  Further, a function for controlling charging of the engine, the motor generator, the battery, and the like according to a given target control amount is associated with the lower hierarchy when the hybrid vehicle is driven in the limp home mode. However, in this case, an abnormality has occurred in the operation of either the engine or the motor generator, so that the target torque is given only to the engine and the motor generator that operate normally. As a result, the hybrid vehicle performs either MG travel using only the motor generator as a travel drive source or EMS travel using only the engine as a travel drive source.

  In this way, the state transition of the relatively higher hierarchy and the control function of each subsystem linked to the lower hierarchy are separated. For this reason, it is possible to design relatively higher control states and transition conditions without being affected by the mechanical configuration and control function of each subsystem. In addition, even if the higher-level control states and transition conditions are designed differently depending on the vehicle type, for example, the independence of each subsystem's control function and reuse are not affected by the difference. Sex is secured. Although FIG. 2 shows an example in which the control state is divided into three levels, the level is not limited to three levels, and four or more levels may be set.

  Next, with reference to FIG. 3, the function allocation to each layer will be described more specifically. As shown in FIG. 3, the upper layer (Top Layer) has a start function for starting the vehicle control system when a predetermined start condition is satisfied, and the vehicle control system is stopped when a predetermined stop condition is satisfied. The stop function to be linked is linked. A control function (SMR) of the system main relay is associated with the middle layer (2nd layer) adjacent to the upper layer.

  When the vehicle control system is activated by the activation function, the activation function instructs the system main relay control function to turn on the system main relay. Then, the control state transitions to the middle layer (2nd Layer), and the system main relay control function turns on the system main relay based on an instruction from the activation function, thereby enabling power supply to each subsystem. It becomes a state. On the other hand, when the system main relay is turned on and a predetermined stop condition is satisfied (for example, when a stop switch is operated by the user), the stop function is a system main control function for the system main relay control function. Instruct the relay to turn off. As described above, the start function, the stop function, and the system main relay control function are arranged in adjacent levels so that they can be driven directly from the safety constraint.

  In addition, a communication initial wakeup function for transmitting a wakeup command to a part (or all) of the ECUs for controlling the subsystem for initial check and the like is associated with the upper layer. It is attached. The ECU that has received the wake-up command sleeps after performing a predetermined initial check. When it is confirmed that the communication with the corresponding ECU can be normally performed by this communication initial wakeup function, when the control state transits to the middle layer (2nd Layer), it is linked to the middle layer. A steady communication function, an intermediate wakeup function, a fail sleep function, and the like are executed.

  The steady communication function is a function for periodically performing mutual communication between a plurality of ECUs, the intermediate wakeup function is a function for wakeup the sleeping ECU, and the fail sleep function is self- This is a function for causing the corresponding ECU to sleep when the occurrence of any abnormality is detected by diagnosis or notification from another ECU. As described above, the communication initial wakeup function, the steady communication function, the intermediate wakeup function, and the fail sleep function are functionally related to each other. Therefore, in the adjacent layers, the communication initial wakeup function is in a higher layer. The steady communication function, the intermediate wakeup function, and the fail sleep function are linked to the lower layer.

  As described above, the functions arranged in each hierarchy include a communication function, a power management function, and the like in addition to a control function for controlling the behavior of the vehicle in the front-rear direction.

  Further, the front-rear behavior adjustment function (VLC), the driving force adjustment function (PTC), and the motor generator adjustment function (MGC) described in FIG. 1 are associated with the middle hierarchy. The driving force adjustment function (PTC) also has a function of determining whether or not the engine is operating normally. The motor generator adjustment function (MGC) determines whether or not the motor generator can operate normally. It also has a function to do. As a result of these determinations, when it is determined that both the engine and the motor generator can operate normally, the driving force adjustment function (PTC) performs the target engine torque and the target MG torque to drive the vehicle in the normal mode. Is calculated. On the other hand, when it is determined that either the engine or the motor generator cannot operate normally, the driving force adjustment function (PTC) is capable of operating normally in order to drive the vehicle in the limp home mode. Alternatively, the target torque for the motor generator is calculated.

  When the target torque is calculated by the driving force adjustment function (PTC), the control state transitions to the lower layer (3rd Layer), and the function associated with the lower layer is executed. The lower level includes an engine control function (injection amount control function, ignition timing control function) for driving the vehicle in each mode of normal mode and limp home mode, motor generator control function (rotation detection function, vector control function) ) And a battery control function (SOC detection function, SOH detection function).

  The arrangement example of various functions in each hierarchy has been described above. Next, a method for implementing the functions arranged in each hierarchy in each ECU will be described.

  The vehicle control system 10 includes a plurality of subsystems such as an engine system and a motor generator system, and has a plurality of ECUs in order to control the plurality of subsystems. And the function arrange | positioned at each hierarchy is distributed and mounted in these some ECU. In the implementation of this function, in this embodiment, even if the function is arranged in a single hierarchy, or even if the function is arranged in a plurality of hierarchies, it is a plurality of functions arranged in adjacent hierarchies. It is permissible to implement the plurality of functions in the same ECU. For example, as shown in FIG. 4, a steady communication function, an intermediate wakeup function, and a fail sleep function that are arranged in the middle layer (2nd layer), an SOH detection function that is arranged in the lower layer (3rd layer), SOC The detection function is allowed to be implemented in the same ECU.

  On the other hand, it is prohibited to mount a plurality of functions respectively associated with a plurality of separated layers sandwiching one or more layers in the same ECU. For example, as shown in FIG. 5, the initial communication wakeup function arranged in the upper layer (Top Layer), the vector control function arranged in the lower layer (3rd Layer), the rotation detection function, the SOC detection function, and the SOH detection The function is prohibited from being installed in the same ECU.

  Here, when each function arranged in each hierarchy is implemented in each ECU, each ECU changes its control state to a hierarchy associated with the function implemented in itself, and When it is to be executed, it is activated (for example, the power is turned on), and when the control state is in a higher hierarchy, it is maintained in the stopped state (for example, the state where the power is cut off). As a result, when the control state is in a relatively higher hierarchy, only the ECU in which the function associated with the corresponding hierarchy and the higher hierarchy is implemented is activated, and the control status is higher than the corresponding hierarchy. The ECU in which the function linked to the lower hierarchy is mounted remains stopped.

  In the present embodiment, as described above, only functions associated with a single hierarchy or functions associated with adjacent hierarchies are allowed to be implemented in the same ECU. When executing the attached functions, the number of ECUs to be activated can be reduced as much as possible, and the power consumption of the entire system can be reduced. In other words, when a plurality of functions respectively linked to a plurality of separated layers sandwiching one or more layers are implemented in the same ECU, the number of ECUs that must be activated increases, Opportunities for switching the stop are also increased, and power consumption is likely to be wasted.

  FIG. 6 conceptually shows the connection relationship between software objects when the functions of each layer are implemented by software objects. In FIG. 6, the arrows indicate paths that can be combined. As shown in FIG. 6, in this embodiment, not all software objects can be combined, but can be combined only between or within layers that need to be combined. This improves reusability in units of objects. Note that the above software object not only corresponds to a single ECU, but can also correspond to a case where the sharing of functions implemented among a plurality of ECUs is changed.

  7 and 8 show an example in which the functions of each layer are implemented in a shared manner by a plurality of ECUs. In the configuration shown in FIG. 8, the ECUs are arranged in a hierarchy. Specifically, the HVECU is placed in the upper hierarchy, and the engine management system (EMS) ECU, the motor generator ECU, and the battery ECU are placed in the lower hierarchy. In accordance with such a connection structure between physical ECUs, functions of each layer are mounted on each ECU. Specifically, start and stop functions tied to the upper layer (Top Layer), front-rear behavior adjustment function (VLC) tied to the middle hierarchy, driving force adjustment function (PTC), and motor generator adjustment function (MGC) is mounted on the HVECU. The HVECU also has an upper layer communication initial wakeup function, a middle layer steady communication function, and an intermediate wakeup function.

  On the other hand, the engine control function (injection amount control function, ignition timing control function), motor generator control function (rotation detection function, vector control function), and battery control function (SOC detection function, SOH detection function) are EMS ECU, MGECU, respectively. And the battery ECU. Although not shown in FIG. 8, the plug-in detection function when the vehicle battery is charged by an external power source is implemented in a charger ECU (not shown).

  Thus, the master-slave relationship between the ECUs is set depending on which ECU the individual functions are arranged. That is, since the master-slave relationship is set based on the control state of transitioning between the layers, it is possible to avoid starting unnecessary ECUs when the functions of the layers are executed.

  Furthermore, even when each ECU executes a function associated with each hierarchy, it simply performs arithmetic processing and transmits / receives data within a range necessary for executing the function. For this reason, even when the ECU is activated, the processing load and communication load may be a minimum load corresponding to the function associated with each layer. Therefore, also from this viewpoint, it is possible to reduce the power consumption of each ECU.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. .

  For example, in the above-described embodiment, the example in which the control function for causing the hybrid vehicle to travel and the function for charging the battery are grouped together has been described. However, as in the case of a plug-in hybrid vehicle or an electric vehicle, for example, when the control mode includes two control modes of a charge mode for charging a battery and a travel mode for controlling the behavior of the vehicle during travel, In each mode, the control state may be hierarchized. The driving mode and the charging mode are completely different in function. Therefore, when the function for the driving mode and the function for the charging mode are hierarchized together, there is a possibility that an ECU that is activated wastefully is generated. On the other hand, by stratifying the control state in each of the driving mode and the charging mode, it is possible to start only the ECU that executes the function associated with each layer in each control mode. This is because consumption can be suppressed.

  As described above, when the driving mode and the charging mode are divided and the respective functions are hierarchized, one of the charging mode and the driving mode is selected as the control mode. In other words, the control according to the charging mode and the control according to the running mode are not executed at the same time, and one control mode is always selected, and control according to the control mode is executed. In order to do so, for example, when the vehicle is driven during charging, or when connected to a charging station while driving is permitted, various vehicle operating conditions are determined to realize a safe state. In the same way, the driving mode or the charging mode is selected. Specifically, priorities are determined in advance so as to ensure safety in accordance with the operation status of the vehicle, and control is performed according to the determined priorities in the upper hierarchy of any one mode. Select a mode. Then, when the function according to the selected control mode is executed, the power consumption can be reduced by stopping the function other than the selected control mode.

  In addition, when charging is possible during driving by using non-contact charging technology, a charging mode during driving that is an intermediate control mode is newly provided, and the function for the charging mode during driving is provided. May be layered separately. Thereby, even when it becomes possible to charge the vehicle by a method different from the conventional method, it is possible to execute control suitable for the charging. Even in this case, since there are a plurality of modes, any one of the upper layers manages the whole while providing priorities among the modes in accordance with various vehicle operating conditions. Thereby, it can avoid that several control modes compete.

  9 and 10 show an example of the overall structure including the connection relationship of software objects and the allocation of functions to each ECU when the control mode is divided into the running mode and the charging mode.

  As shown in FIG. 9, when the control mode is divided into the driving mode and the charging mode, the software object in the lower layer is provided while separately providing the upper layer software objects corresponding to the driving mode and the charging mode. Combine with an object. Thereby, it is possible to support a plurality of control modes while maintaining the same quality as in the case of a single upper layer.

  At this time, from the viewpoint of effective use of resources, functions in the middle hierarchy or lower hierarchy may be commonly used in the driving mode and the charging mode. That is, the functions of each hierarchy are set by classifying or consolidating the functions of the middle hierarchy or the lower hierarchy within a range that can be commonly used in a plurality of control modes. An interface that can be accessed from an upper hierarchy of a plurality of control modes is provided in the middle hierarchy or lower hierarchy that is commonly used. In this way, as shown in FIG. 9, the functions of the middle layer and the lower layer can be shared in a plurality of control modes.

  In this way, when a certain function is commonly used in a plurality of control modes, the processing related to the data transmitted by the function and the received data is set to the minimum data and processing required in each control mode. You may make it switch. Thereby, it becomes possible to reduce the processing load and communication load at the time of executing each control mode, and to suppress power consumption.

  However, the more interfaces that are set, the more the corresponding function and the electronic control device in which it is mounted are not cut off. For this reason, when priority is given to power shutdown, the same function may be arranged in a plurality of electronic control devices to increase the number of electronic control devices capable of power shutdown.

  Also, as shown in FIG. 10, the master-slave relationship between the ECUs that are different in the driving mode and the charging mode is set by separately implementing the function for the driving mode and the function for the charging mode in each ECU. Is done. As a result, only the minimum necessary ECUs are activated in the travel mode and the charge mode, respectively, and it is possible to reduce power consumption.

  Further, in the above-described embodiment, an example has been described in which functions associated with each hierarchy are implemented for all ECUs. In this case, the functions implemented in each ECU are hierarchized as shown in FIG. However, as shown in FIG. 11, not all ECUs but at least some of the ECUs may employ ECUs whose functions are hierarchized. This is because even in such a case, it is possible to suppress power consumption as compared with at least the conventional configuration.

  When the configuration shown in FIG. 11 is adopted, an ECU whose functions are not hierarchized needs to provide a modification layer (Modification Layer) for transmitting and receiving signals in each hierarchy and performing internal processing. By providing such an adjustment layer, a conventional ECU can be used as it is.

10 Vehicle control system 12 Front / rear behavior adjustment function (VLC)
14 Driving force adjustment function (PTC)
16 Motor generator adjustment function (MGC)
18 Plug-in detection function (Plug In)
20 Battery capacity detection function (SOC)
22 Battery Control Function (Battery Control)
24 Engine control function 26 Motor control function

Claims (7)

A vehicle control system for controlling a vehicle, the vehicle control system including a plurality of subsystems and a plurality of electronic control units for controlling the plurality of subsystems,
As the entire vehicle control system, the control state is hierarchized into at least three stages, and in the upper hierarchy, functions for controlling the start and stop of the vehicle control system are linked, and in the middle hierarchy, A function for calculating the target control amount of each subsystem for controlling the subsystems in a coordinated manner is linked, and a function for controlling each subsystem according to the target control amount is linked in the lower hierarchy. The control state transitions to a lower hierarchy based on the execution of the function associated with the higher hierarchy, and the function associated with the lower hierarchy is executed. Is possible,
In the plurality of electronic control devices, the functions of the respective layers are distributedly mounted. However, when the functions are implemented, if the functions are adjacent layers, the functions associated with the plurality of layers are respectively provided. It is allowed to be mounted on the same electronic control device, but it is forbidden to mount a plurality of functions respectively associated with a plurality of separated layers sandwiching one or more layers in the same electronic control device,
Each of the plurality of electronic control devices is turned on when the control state transitions to a hierarchy in which the function implemented in the device is associated, and the function is to be executed. A vehicle control system characterized in that the power supply is cut off when in a higher hierarchy.   The vehicle control system is for controlling the behavior of the vehicle, and the function linked to the middle hierarchy is a control amount to be shared by each subsystem in order to realize a desired behavior as a vehicle. The vehicle control system according to claim 1, wherein the vehicle control system calculates the target control amount.   The middle layer includes a function for determining whether or not each of the subsystems can operate normally, and, if it can operate normally, target control of each subsystem for all subsystems. If the amount is calculated and cannot operate normally, the power to the subsystem that cannot operate normally is shut off and stopped, and only the subsystem that can operate normally is targeted. The vehicle control system according to claim 1, wherein a function for calculating a target control amount is associated with the vehicle control system.   The vehicle is an electric vehicle having an electric motor as a driving source, and is controlled in two modes: a charging mode for charging a battery that supplies power to the electric motor, and a driving mode for controlling the behavior of the vehicle during driving. The vehicle control system according to any one of claims 1 to 3, wherein a mode is provided, and control states are hierarchized in each control mode. The vehicle control system has a plurality of control modes, and the control state is hierarchized in each control mode,
Priorities of the plurality of control modes are determined in advance so as to ensure safety in accordance with the operation status of the vehicle, and in the upper hierarchy of any one mode, according to the determined priorities, The vehicle control system according to any one of claims 1 to 4, wherein a control mode is selected.   In the plurality of control modes, the commonly used function is set in the middle layer or the lower layer, and the middle layer or the lower layer including the commonly used function is accessed from the upper layer of the plurality of control modes. 6. The vehicle control system according to claim 5, wherein a possible interface is provided.   7. The processing related to data transmitted and / or received data by the commonly used function is switched so as to be the minimum data and / or processing required in each control mode. The vehicle control system described in 1.

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