JP6693400B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system for controlling at least one vehicle-mounted device mounted on a vehicle.

  For example, in Patent Document 1, two systems of information processing units are provided, processing results by the two systems of information processing units are collated by a collation circuit, and if the collation result is normal, the output circuit controls Disclosed is a safety control device configured to output an operation instruction signal based on a processing result to a target device, and output an instruction signal for stopping on a safe side when a collation result is abnormal.

JP, 2010-262432, A

  In the safety control device described above, the two systems of information processing units are configured to execute the same processing in parallel using the same input information. The obtained processing result is stored in the memory included in each information processing unit. Then, the collation circuit collates the processing results stored in the respective memories.

  However, even if the two-system information processing units are provided, when the same processing is performed in the two-system information processing units, for example, it is conceivable that common software is used in the two-system information processing units. In this case, if the common software has an abnormality such as a bug, the same abnormality occurs in both systems, even though the two-system information processing unit is provided, so the processing result becomes abnormal. May not be detected. Even if there is no abnormality in the software, for example, if an unexpected control operation occurs due to an unexpected situation, the unexpected control operation also occurs at the same time, so control is continued with the correct control operation. There is a risk that it will be done.

  Further, in the device of Patent Document 1, the two-system information processing unit is provided only for the purpose of ensuring the accuracy of the processing result, and it is said that the two-system information processing unit can be effectively used. I can not say.

  The present invention has been made in view of the above-described points, and is capable of improving abnormality detection accuracy among a plurality of control units and controlling the vehicle more effectively. The purpose is to provide a system.

In order to achieve the above object, a vehicle control system according to the present invention is for controlling at least one vehicle-mounted device (33 to 35) mounted on a vehicle,
A first control unit (10) for calculating a control target value when controlling the vehicle-mounted equipment according to the first control strategy;
A second control unit (20) for calculating a control target value for controlling the vehicle-mounted equipment according to a second control strategy having a control purpose different from the first control strategy;
Depending on the condition of the vehicle, one of the first control unit and the second control unit is the main control unit, and the other is the sub control unit,
The in-vehicle equipment is controlled according to the control target value calculated by the main control unit,
The sub control unit is configured to monitor the main control unit for an abnormality based on a comparison result between the control target value calculated by itself and the control target value calculated by the main control unit.

  As described above, the first control unit (10) calculates the control target value for controlling the vehicle-mounted equipment (33 to 35) according to the first control strategy. On the other hand, the second control unit (20) calculates the control target value for controlling the vehicle-mounted equipment according to the second control strategy different from the first control strategy. As described above, since the first control unit and the second control unit have different control strategies, as a result, different control logics are used between the first control unit and the second control unit. Become. As a result, when an abnormality occurs in the control target value calculated by the first control unit or the second control unit, which is the main control unit, the control target value calculated by the sub-control unit is significantly different. .. Therefore, it is possible to improve the accuracy with which the sub-control unit detects an abnormality in the main control unit.

  Further, since the control strategies of the first control unit and the second control unit are different, the conditions of the vehicle to which the respective control strategies are suitable are also different. Therefore, the vehicle control system according to the present invention is configured such that one of the first control unit and the second control unit is the main control unit and the other is the sub control unit, depending on the situation of the vehicle. ing. In other words, when the situation of the vehicle changes, the roles of the main control unit and the sub control unit are switched between the first control unit and the second control unit. As described above, since both the first control unit and the second control unit are configured to control the in-vehicle equipment as the main control unit, the first control unit and the second control unit are effective. It is possible to switch the control contents of the in-vehicle equipment to more appropriate ones according to the situation of the vehicle.

  The reference numbers in the parentheses merely show one example of a correspondence relationship with a specific configuration in an embodiment described later in order to facilitate understanding of the present invention, and do not limit the scope of the present invention at all. Not intended.

  Further, the technical features described in each claim of the claims other than the above-mentioned features will be apparent from the description of the embodiments and the accompanying drawings described later.

It is a functional block diagram showing an example of composition of a vehicle control system for controlling various in-vehicle equipments in a hybrid vehicle. It is a flow chart which shows an example of a calculation method of a control target value by the 1st target value calculation part of the 1st control part. It is a flowchart which shows an example of the calculation method of the control target value by the 2nd target value calculation part of a 2nd control part. It is a flow chart which shows an example of control processing in the 1st control part.

  Embodiments of a vehicle control system according to the present invention will be described below with reference to the drawings. In the embodiments described below, an example in which the vehicle control system according to the present invention is applied to a hybrid vehicle having an engine and an electric motor as a vehicle drive source will be described. The electric motor not only generates drive torque for running the vehicle, but also converts the kinetic energy of the vehicle into electric energy to generate regenerative electric power when the vehicle decelerates, thereby regenerative braking torque is applied to the vehicle. Can be made to act. However, the vehicle control system according to the present invention is not limited to a hybrid vehicle, but may be applied to a normal vehicle having only an engine or an electric vehicle having only an electric motor.

  FIG. 1 is a block diagram showing an example of a configuration of a vehicle control system 100 for controlling various vehicle-mounted devices in the hybrid vehicle described above. In addition, in FIG. 1, an engine 33, an electric motor 34, and a brake device 35 are shown as on-vehicle equipment to be controlled. However, another vehicle-mounted device may be added as a control target, or another vehicle-mounted device may be controlled instead of the illustrated vehicle-mounted device.

  The vehicle control system 100 includes a first control unit 10 and a second control unit 20. In the present embodiment, the first control unit 10 is mounted on the first electronic control unit, and the second control unit 20 is mounted on the second electronic control unit separate from the first electronic control unit. However, the first control unit 10 and the second control unit 20 may be mounted in a common electronic control device.

  One of the first control unit 10 and the second control unit 20 serves as a master control unit and the other serves as a sub-control unit, depending on the situation of the vehicle. The first control unit 10 or the second control unit 20, which has become the master control unit, calculates the control target value of each on-vehicle equipment and outputs it to the equipment control unit of each on-vehicle equipment. That is, the vehicle-mounted device is controlled according to the control target value calculated by the main control unit.

  On the other hand, the first control unit 10 or the second control unit 20 serving as the sub-control unit also calculates the control target value of each on-vehicle equipment. However, the control target value calculated by the first control unit 10 or the second control unit 20 which is the sub-control unit is not output to each equipment control unit. The first control unit 10 or the second control unit 20 acting as the sub-control unit has an abnormality in the control target value calculated by the first control unit 10 or the second control unit 20 acting as the main control unit. Watch for not. That is, the first control unit 10 or the second control unit 20 which is the sub-control unit receives the control target value calculated by the first control unit 10 or the second control unit 20 which is the main control unit. Then, it is compared with the control target value calculated by itself. As a result of comparison, when it is determined that the difference between the control target values is equal to or larger than the reference value, an abnormality occurs in the control target value calculated by the first control unit 10 or the second control unit 20, which is the main control unit. It is determined that there is a possibility. In this case, the first control unit 10 or the second control unit 20, which has become the sub-control unit, shifts to the escape travel mode, and secures the safe travel of the vehicle while allowing the vehicle to stop at an appropriate place.

  The vehicle control system 100 of this embodiment includes an engine control unit 30, a motor control unit 31, and a brake control unit 32 as equipment control units.

  The engine control unit 30 is provided with the target engine torque from the first control unit 10 or the second control unit 20 which has become the main control unit. The engine control unit 30 controls the intake air amount of the engine 33, the ignition timing, the fuel injection amount, the injection timing, etc. so that the engine 33 generates the target engine torque.

  The motor control unit 31 is provided with a target motor torque (or a target regenerative braking torque) from the first control unit 10 or the second control unit 20 which has become the main control unit. When the target motor torque is received, the motor control unit 31 detects the rotation of the electric motor 34, and the coils of the electric motor 34 are controlled so that the electric motor 34 generates the target motor torque based on the detected rotation state. Controls the inverter that switches the energization of the current to the. Further, when the target regenerative brake torque is received, the motor control unit 31 controls the inverter so that the electric motor 34 generates the target regenerative brake torque.

  The target brake torque is applied to the brake control unit 32 from the first control unit 10 or the second control unit 20 which has become the main control unit. The brake control unit 32 controls the operating state of the brake device 35 so that the brake device 35 generates the target brake torque.

  Next, the functions of the first control unit 10 and the second control unit 20 will be described in more detail with reference to FIG. FIG. 1 shows each function of the first control unit 10 and the second control unit 20 as a functional block. These functions are embodied by executing the corresponding programs in the first electronic control unit and the second electronic control unit. However, the first storage unit 13 and the second storage unit 23 include a non-volatile memory provided in the first electronic control device and the second electronic control device, and exert a function of writing predetermined information in each memory. It is a thing.

  As shown in FIG. 1, the first control unit 10 includes a first target value calculation unit 11, a first monitoring unit 12, a first storage unit 13, a first role determination unit 14, and a first unique processing unit 15. I have it. The second control unit 20 also includes a second target value calculation unit 21, a second monitoring unit 22, a second storage unit 23, a second role determination unit 24, and a second unique processing unit 25.

  As a first control strategy, the first target value calculation unit 11 calculates the control target value of each vehicle-mounted device so that the energy consumed in the vehicle is optimized. An example of a specific method of calculating the control target value by the first target value calculation unit 11 will be described based on the flowchart of FIG.

  First, in step S100, the thermal energy required for air conditioning in the vehicle compartment is calculated. Specifically, the first target value calculation unit 11 calculates the thermal energy required for air conditioning of the vehicle interior based on the outside air temperature, the target vehicle interior temperature, and the like. For example, when the air conditioner control unit (not shown) heats the vehicle interior by the air conditioner, it calculates the thermal energy required to heat the air. In step S110, the electric energy required to drive each electric equipment mounted on the vehicle is calculated. Then, in step S120, kinetic energy required to drive the vehicle to correspond to the driving operation of the accelerator and the brake by the driver is calculated.

  In the calculation of the kinetic energy, it is preferable that the second control unit 20 described later be provided with information on the running resistance of the vehicle and consider the running resistance. This is because, for example, when the running resistance changes due to the tire air pressure or the road surface condition, the kinetic energy required to run the vehicle also changes. Note that the information regarding the running resistance is calculated in the second control unit 20 because it is closely related to the process of calculating the control target value according to the second control strategy in the second control unit 20.

  On the contrary, the first control unit 10 provides the second control unit 20 with information about the allowable current amount when charging and discharging the battery from the ambient temperature of the battery that supplies the driving power to the electric motor 34. You can By using this information, it becomes possible for the second control unit 20 to calculate the target motor torque within the range in which the battery does not overheat. Since the first control unit 10 uses the control strategy of optimizing the energy consumed in the vehicle, it has already obtained information such as the outside air temperature. Therefore, by using the outside air temperature as the ambient temperature of the battery, it is possible to easily calculate the allowable current amount when charging and discharging the battery.

  In the following step S130, it is determined whether the required kinetic energy is positive, that is, it is necessary to maintain or accelerate the vehicle speed. The required kinetic energy is positive, and when it is determined that it is necessary to maintain or accelerate the vehicle speed, the process proceeds to step S140. On the other hand, when the kinetic energy of the vehicle is negative and it is determined that the vehicle needs to be decelerated, the process proceeds to step S180.

  Note that this description is a principle, and when the vehicle is traveling uphill, the required kinetic energy may be determined to be positive even when the vehicle is decelerated. Conversely, when the vehicle is traveling downhill, the required kinetic energy may be determined to be negative even when the vehicle is accelerated.

  In step S140, the target engine torque and the target motor torque are calculated so that the total torque of the engine torque generated by the engine 33 and the motor torque generated by the electric motor 34 corresponds to the operating energy calculated in step S120. To do. At this time, when the calculated target motor torque of the electric motor 34 exceeds the maximum allowable discharge current of the battery or the maximum motor torque calculated from the charge amount of the battery, the first target value calculation unit 11 The target motor torque is corrected to be smaller than the maximum motor torque. When the target motor torque is corrected to be decreased, the target engine torque is increased accordingly.

  In the following step S150, it is determined whether or not the necessary thermal energy calculated in step S100 can be secured from the cooling water of the engine 33. For example, in a hybrid vehicle, if the driving of the electric motor 34 is prioritized, the waste heat of the engine 33 is reduced, and there is a possibility that the required heating energy cannot be secured. Therefore, if it is determined in step S150 that the required thermal energy cannot be secured, the process proceeds to step S170, the target engine torque of the engine 33 is increased, and the target motor torque of the electric motor 34 is reduced by the increase. .. At this time, the heat cost is calculated from the thermal energy obtained by the increase of the engine torque of the engine 33 and the amount of fuel to be additionally consumed due to the increase of the engine torque of the engine 33, and the heat cost is minimized. Alternatively, the increase amount of the engine torque may be determined.

  In addition, when it is estimated that the required heating energy cannot be secured even if the engine torque is increased or it takes a considerable time to secure the heating energy, for example, when the heat pump unit is equipped, the heat pump unit is not provided. May be driven to be used as a heat source.

  On the other hand, if it is determined in step S150 that the required thermal energy can be secured, the process proceeds to step S160. In step S160, it is determined whether the electric energy calculated in step S110 for driving each electric equipment is equal to or more than a predetermined reference value. In this determination process, when it is determined that the required electric energy is equal to or greater than the predetermined reference value, the process proceeds to step S170, and in order to prepare for the power supply to each electric equipment, according to the magnitude of the required electric energy, The target motor torque of the electric motor 34 is reduced, and the target engine torque of the engine 33 is increased by the reduction amount. At this time, the electric power is calculated from the amount of electric power that can be saved by reducing the target engine torque of the electric motor 34 and the amount of fuel that will be additionally consumed by the increase of the target engine torque of the engine 33 to drive the electric equipment. The target motor torque decrease amount and the target engine torque increase amount may be determined so that the power consumption becomes as small as possible within a range in which the electric energy can be secured.

  On the other hand, in step S180 executed when it is determined that the required kinetic energy is negative in step S130, the total brake torque of the regenerative brake torque of the electric motor 34 and the brake torque of the brake device 35 is required. The target regenerative brake torque and the target brake torque are calculated so as to correspond to the negative kinetic energy. At this time, when the calculated target regenerative braking torque of the electric motor 34 exceeds the maximum allowable charging current of the battery or the maximum regenerative braking torque calculated from the charge amount of the battery, the first target value calculation unit 11 determines that , The target regenerative braking torque smaller than the maximum regenerative braking torque is corrected. Then, when the target regenerative brake torque is reduced and corrected, the target brake torque is increased by that amount.

  Next, the second target value calculation unit 21 will be described. As a second control strategy different from the first control strategy, the second target value calculation unit 21 calculates the control target value of each vehicle-mounted device mainly from the viewpoint that the behavior of the vehicle can be agilely controlled. An example of a specific method of calculating the control target value by the second target value calculation unit 21 will be described based on the flowchart of FIG.

  First, in step S200, a target torque value to be generated in the vehicle is calculated based on the operation of the accelerator pedal or the brake pedal. That is, when the driver is operating the accelerator pedal, the target acceleration is calculated according to the depression amount and the depression speed, and the axle torque target value (positive torque target value) for realizing the target acceleration is calculated. To do. On the contrary, when the driver is operating the brake pedal, the target deceleration is calculated according to the stepping amount and the stepping speed, and the target value of the brake torque (negative torque) for realizing the target deceleration is calculated. Calculate the target value).

  In subsequent step S210, it is determined whether the torque target value is positive. If it is determined that the torque target value is positive, the process proceeds to step S220, in which the electric motor 34 shares the torque within a range that the electric motor 34 can output based on the battery charge amount and the maximum allowable discharge current. The power torque is calculated as the target motor torque. Then, in step S230, the target engine torque is calculated as a shortage of the calculated target motor torque with respect to the axle torque target value calculated in step S200. As described above, by calculating the respective target torques such that the electric motor 34 having good responsiveness is preferentially used, the behavior of the vehicle can be swiftly controlled.

  On the other hand, if it is determined in step S210 that the torque target value is not positive, the process proceeds to step S240. In step S240, the maximum regenerative brake torque that can be generated by the electric motor 34 is calculated as the target regenerative brake torque based on the charge amount of the battery and the maximum allowable charge current. Then, in step S250, the target brake torque is determined to be a shortage of the target regenerative brake torque with respect to the target brake torque value calculated in step S200. Thus, even when the vehicle is braked, the behavior of the vehicle can be swiftly controlled by preferentially using the regenerative brake by the electric motor 34.

  Next, the 1st monitoring part 12 and the 2nd monitoring part 22 are demonstrated. However, since the first monitoring unit 12 and the second monitoring unit 22 have almost the same functions, in the following, the first monitoring unit 12 will be mainly described, and only the differences regarding the second monitoring unit 22 will be described. explain.

  The first monitoring unit 12 has two monitoring functions. The first monitoring function is a self-monitoring function that monitors whether the control based on the first control strategy is normally performed when the first control unit 10 becomes the main control unit. For example, with the self-monitoring function, if the target energy consumption and the actual energy consumption do not match, if the torque that matches the target kinetic energy cannot be generated, and the recharge brake also charges the battery If it does not increase, it is detected as abnormal. Similarly to the first monitoring unit 12, the second monitoring unit 22 also monitors whether the control based on the second control strategy is normally performed when the second control unit 20 becomes the main control unit. Has a monitoring function. The second monitoring unit 22 determines whether the behavior of the vehicle is changing at the target acceleration / deceleration or whether the engine 33 or the electric motor 34 generates the torque according to the control target value. It is monitored whether the control by the control unit 20 is normally performed.

  The second monitoring function of the first monitoring unit 12 is that when the first control unit 10 becomes a sub-control unit, the control target value calculated by the first control unit 10 and the second control unit 20 calculate. This is a monitoring function that monitors the abnormality of the second control unit 20, which is the main control unit, by comparing it with the control target value. In this case, the first monitoring unit 12 acquires the control target value calculated by the second control unit 20 via the second monitoring unit 22. Information about whether the first control unit 10 is the main control unit or the sub control unit is given from the first role determination unit 14.

  Then, the first monitoring unit 12 detects, by the above-described monitoring function, that an abnormality has occurred in the control by the first control unit 10, or detects an abnormality of the second control unit 20, The second control unit 20 is notified that an abnormality has been detected. At the same time, the first monitoring unit 12 shifts the first control unit 10 to the escape traveling mode in response to the detection of the abnormality. When the first control unit 10 shifts to the escape traveling mode, the control target values of the engine 33 and the electric motor 34 are limited to the extent that the escape traveling is possible. In addition, the second monitoring unit that has received the abnormality detection notification from the first monitoring unit 12 also shifts the second control unit 20 to the escape traveling mode. As a result, the second control unit 20 also calculates the control target value that is limited to the extent that evacuation travel is possible. As a result, even if an abnormality occurs in the first control unit 10 or the second control unit 20, the vehicle can continue to travel safely and the vehicle can be stopped at an appropriate place. It will be possible.

  Further, the first monitoring unit 12 instructs the first storage unit 13 to store information such as a control target value at the time of occurrence of an abnormality in response to the abnormality detection. At this time, for example, it is preferable that the abnormality detection notification transmitted from the first monitoring unit 12 to the second monitoring unit 22 include the timing information for issuing the save instruction. As a result, the timing at which the first monitoring unit 12 issues a save instruction to the first storage unit 13 and the second monitoring unit 22 that receives the abnormality detection notification from the first monitoring unit 12 issues a save instruction to the second storage unit 23. It is possible to match the timing. As a result, various data when an abnormality occurs can be stored at the same timing, so that the cause of the abnormality can be easily and accurately analyzed later based on the data.

  Next, the first storage unit 13 and the second storage unit 23 will be described. Since the first storage unit 13 and the second storage unit 23 also have substantially the same functions, in the following, the first storage unit 13 will be mainly described, and the description regarding the second storage unit 23 will be omitted.

  The first storage unit 13 includes the non-volatile memory as described above. The first storage unit 13 always stores, in its nonvolatile memory, the control target value calculated by the first target value calculation unit 11 and various detection signals used as a basis for calculating the control target value, for the latest predetermined period. I remember only minutes. That is, the first storage unit 13 updates the stored contents so that the oldest stored data is rewritten to the latest data every time the first target value calculation unit 11 calculates the latest control target value, so that the first storage unit 13 always updates the latest data. The state in which the data for the predetermined period is stored is maintained.

  Then, based on the storage instruction from the first monitoring unit 12, the first storage unit 13 stores the data for the predetermined period stored at that time. The first storage unit 13 stores the data at that point by, for example, setting a storage area for new data to another area or moving the stored data to the storage area in response to a save instruction. It is possible to save data for a predetermined period of time.

  Next, the first role determination unit 14 and the second role determination unit 24 will be described. Since the first role determination unit 14 and the second role determination unit 24 have almost the same functions, the first role determination unit 14 will be mainly described below.

  The first role determination unit 14 grasps the condition of the vehicle on the basis of the detection signals from various sensors, and whether the grasped condition is the condition in which the first control unit 10 becomes the main control unit. It is determined whether or not the situation becomes a control unit. Then, the first role determination unit 14 notifies the first monitoring unit 12 of information as to whether the first control unit 10 is the main control unit or the sub control unit based on the determination result. As a result, the first role determination unit 14 exchanges information regarding the roles of the respective control units 10 and 20 with the second role determination unit 24. Then, it is confirmed that one of the control units is the main control unit and the other control unit is the sub control unit. If it is determined that neither is the main control unit, or if neither is the sub control unit, the role of the main control unit continues to the control units 10 and 20 that were the main control units until then. The control units 10 and 20 that have been sub-control units until then continue to play the role of sub-control units. This makes it possible to avoid a situation in which the main control unit is absent and the sub control unit is absent.

  Only one of the first role determination unit 14 and the second role determination unit 24 is provided, and the roles of the first control unit 10 and the second control unit 20 are determined by the common role determination unit. , May be configured to be determined.

  Here, in what kind of vehicle situation the first role determination unit 14 and the second role determination unit 24 use, the first control unit 10 serves as the main control unit, and the second control unit 20 serves as the main control unit. Here are some examples of what to do.

  For example, when the vehicle is traveling at a constant speed on the highway or is following the preceding vehicle, the behavior of the vehicle is stable, and it is not necessary to change the behavior swiftly. The first control unit 10 is selected as the main control unit, and the second control unit 20 is selected as the sub control unit. Thereby, the energy efficiency of the vehicle can be improved. On the other hand, when the vehicle is traveling in an urban area, the behavior of the vehicle is required to be agile, so the second control unit 20 is selected as the main control unit and the first control unit 10 is used as the sub control unit. Select. In other situations, either one of the first control unit 10 and the second control unit 20 may be the main control unit, and the other may be the sub control unit, or it may be set in advance. In other situations, the preference of the driver may be input with a switch or the like to determine which control unit is to be the main control unit.

  Next, the first unique processing unit 15 and the second unique processing unit 25 will be described.

  As described above, the first control unit 10 has a high affinity with the control related to energy, because the first control unit 10 performs control with the aim of optimizing the use of energy in the vehicle. Therefore, for example, the first unique processing unit 15 performs power supply management that manages supply and stop of power to each control unit at the time of starting and stopping the vehicle control system, and when each control unit performs control. Power distribution management that distributes the power required for

  On the other hand, the second control unit 20 is intended to perform control with a focus on agile control of the behavior of the vehicle, and particularly has high affinity with control related to the operation of the engine 33 and the electric motor 34. Therefore, the second unique processing unit 25 performs control for suppressing transient fluctuations associated with changes in the operating states of the engine 33 and the electric motor 34.

  The engine 33 and the electric motor 34 are connected via an output shaft of the engine 33, and their respective operations influence each other. For example, when the electric motor 34 suddenly stops while the engine 33 and the electric motor 34 are being driven simultaneously, the rotation of the engine 33 suddenly changes, or conversely, when the engine stalls, the electric motor 34 The rotation of the can change suddenly. In order to suppress such transient fluctuations, the second unique processing unit 25, for example, when one of the engine 33 and the electric motor 34 changes the output, causes the other output to change contrary to the change. Then, correction control is performed.

  Next, by taking the first control unit 10 as an example, an example of the control processing executed in the first control unit 10 in order to exert the above-mentioned functions will be described with reference to the flowchart of FIG. The second controller 20 also performs similar processing.

  First, in step S300, various sensor signals necessary for controlling the engine 33, the electric motor 34, and the brake device 35, which are on-vehicle equipment, are input. The sensor signal includes, for example, an accelerator pedal sensor, a brake pedal sensor, various sensors (crank sensor, cam sensor, air flow sensor, Stroll opening sensor, water temperature sensor, etc.) for detecting the operating state of the engine 33, and an electric motor. Various sensors (rotation sensor, current sensor, temperature sensor, etc.) that detect the operating state of 34, various sensors (wheel speed sensor, brake fluid pressure sensor, etc.) that detect the operating state of the brake device 35, and vehicle status Signals from various sensors (GPS, vehicle speed sensor, etc.) to be detected are included.

  In the following step S310, information that can be used by the second control unit 20 to calculate the control target value is calculated and exchanged with the second control unit 20. As described above, the information to be exchanged corresponds to the allowable current amount for charging and discharging the battery calculated by the first controller 10, the running resistance of the vehicle calculated by the second controller 20, and the like. To do. The running resistance of the vehicle can be obtained, for example, from the magnitude of acceleration of the vehicle when the engine 33 and / or the electric motor 34 generate a certain torque.

  Then, the first control unit 10 calculates the control target value of each vehicle-mounted device in step S320. An example of the method of calculating the control target value is as described with reference to the flowchart of FIG.

  In subsequent step S330, the first control unit 10 grasps the condition of the vehicle based on the detection signals from various sensors, and the grasped condition is the condition in which the first control unit 10 becomes the main control unit. Is determined. In this determination process, when it is determined that the situation becomes the main control unit, the process proceeds to step S360. On the other hand, when it is determined that the sub-control section is set, the process proceeds to step S340. It should be noted that, as described above, information is exchanged with the second control unit 20 as to whether the situation is the main control unit or the sub control unit.

  In step S340, the control target value is acquired from the second control unit 20 that is the main control unit. Then, in step S350, it is determined whether the difference between the control target value of the first control unit 10 and the control target value of the second control unit 20 is greater than or equal to a predetermined reference value. The processes of steps S340 and S350 correspond to the monitoring function for the second controller 20.

  If it is determined in the determination process of step S350 that the difference between the control target values is equal to or greater than the reference value, there is a possibility that an abnormality has occurred in the second control unit 20, so the process proceeds to step S370 and the abnormality occurrence is detected. 2 to the control unit 20. Receiving this notification, the second control unit 20 saves the transition of the control target value and the like for the predetermined period in the memory and shifts to the escape travel mode. The first control unit 10 also saves the transition of the control target value and the like during the predetermined period before the occurrence of the abnormality in step S380, and shifts to the escape travel mode in step S390.

  In step S360, it is determined whether the control is normally performed when the first control unit 10 becomes the main control unit. That is, the process of step S360 corresponds to the self-diagnosis function. When it is determined in this determination process that the control is not normally performed, the processes of steps S370 to S390 described above are executed. On the other hand, if it is determined that the control is normally performed, the process proceeds to step S400.

  In step S400, it is determined whether or not the first control unit 10 has just switched from the sub control unit to the main control unit. In this determination process, when it is determined that it is immediately after switching from the sub control unit to the main control unit, the process proceeds to step S410. On the other hand, when it is determined that it is not immediately after switching from the sub control unit to the main control unit, the process proceeds to step S430.

  In step S410, at least one of the control target value calculated by the second control unit 20 and the control target value calculated by the first control unit 10 for a plurality of vehicle-mounted devices before and after the switching is equal to or more than a predetermined value. , Determine whether or not there is a deviation. As the control target value calculated by the second control unit 20 before switching, the control target value acquired in step S340 in the previous processing cycle can be used.

  When at least one of the control target values deviates by a predetermined value or more and the control of the on-vehicle equipment is started in accordance with the control target value of the first control unit 10 that has become the main control unit, the state change of the on-vehicle equipment becomes large. There is a risk of shock or noise. Therefore, when it is determined in step S410 that at least one of the control target values before and after the switching deviates by a predetermined value or more, the process proceeds to step S420. In step S420, the control target value that is gradually changed from the control target value calculated by the second control unit 20 before switching to the control target value calculated in step S320 is output. This makes it possible to moderate changes in the state of the vehicle-mounted equipment.

  On the other hand, when it is not immediately after the switching or when the control target value does not deviate before and after the switching, the process of step S430 is executed. In step S430, the control target value calculated in step S320 is output as it is.

  Although the preferred embodiments of the present invention have been described above, 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, regarding the switching of the roles of the main control unit and the sub control unit between the first control unit 10 and the second control unit 20, if the roles are frequently switched, the vehicle control is performed. For example, the roles of the main control unit and the sub-control unit may not be stable even if the vehicle status changes to the switching of roles for a predetermined time after switching roles. It is also possible to prohibit switching of.

  Further, in the above-described embodiment, while the engine 33, the electric motor 34, and the brake device 35 are controlled, the first control unit 10 uses, as a control strategy, that energy consumed in the vehicle is optimized. The example in which these control targets are controlled and the second control unit 20 controls these control targets with the second control strategy being to realize the agile behavior of the vehicle has been described.

  However, the control target is not limited to the in-vehicle equipment described above, and other in-vehicle equipment may be controlled. When the control target changes, the control strategies of the first control unit and the second control unit also change. For example, when the air conditioner is controlled, the first control strategy is to control the temperature in the vehicle interior to the target temperature and the second control strategy is to control the temperature in the vehicle interior as a control strategy for keeping the environment in the vehicle interior comfortable. The humidity in the vehicle compartment can be controlled to the target humidity. Then, which of these control strategies should be used to control the air conditioner may be determined according to the detection results of the temperature and humidity inside the vehicle compartment, the temperature outside the vehicle compartment and the humidity.

  Further, for example, as a control target, in addition to the above-described on-vehicle equipment, a steering device is also targeted. As a control strategy for controlling these on-vehicle equipment, the first control strategy is to automatically drive the vehicle, and the second control The strategy is mainly for driver's driving operation, and can provide advanced driving support such as following the preceding vehicle, lane keeping assist, and collision prevention. Then, which of these control strategies is used to control the vehicle is determined by selecting the second control strategy when the detection accuracy of the surrounding environment decreases due to the weather, for example, and selecting the first control strategy otherwise. You may make it select.

  Further, in the above-described embodiment, at least one of the first control unit 10 and the second control unit 20 is provided with the role determination unit that determines each role according to the situation of the vehicle. A role determination unit may be provided outside the control unit 10 and the second control unit 20 to instruct the first control unit 10 and the second control unit 20 about their respective roles.

10: 1st control part, 11: 1st target value calculation part, 12: 1st monitoring part, 13: 1st storage part, 14: 1st role determination part, 15: 1st specific process part, 20: 1st 2 control unit, 21: second target value calculation unit, 22: second monitoring unit, 23: second storage unit, 24: second role determination unit, 25: second unique processing unit, 30: engine control unit, 31: Motor control unit, 32: Brake control unit, 33: Engine, 34: Electric motor, 35: Brake device, 100: Vehicle control system

Claims (9)

A vehicle control system for controlling at least one on-vehicle equipment (33 to 35) mounted on a vehicle, comprising:
A first control unit (10) for calculating a control target value for controlling the vehicle-mounted equipment according to a first control strategy;
A second control unit (20) for calculating a control target value for controlling the vehicle-mounted device according to a second control strategy having a control purpose different from that of the first control strategy;
Depending on the situation of the vehicle, one of the first control unit and the second control unit is a main control unit, and the other is a sub control unit,
The vehicle-mounted equipment is controlled according to a control target value calculated by the main controller,
The control system for a vehicle, wherein the sub control unit monitors an abnormality of the main control unit based on a comparison result of the control target value calculated by itself and the control target value calculated by the main control unit.   A storage unit (13, 23) for storing a control target value calculated by the main control unit and a control target value calculated by the sub control unit when the sub control unit detects an abnormality of the main control unit. The vehicle control system according to claim 1, further comprising: The first control unit and the second control unit have a self-monitoring function for monitoring whether control based on their own control strategy is normally performed,
When an abnormality is detected by the self-monitoring function of at least one of the first control unit and the second control unit, the storage unit controls the storage unit to calculate the first control unit and the second control unit. The vehicle control system according to claim 2, wherein the target value is stored.   The first control unit and the second control unit calculate control target values for controlling the vehicle-mounted equipment according to respective control strategies based on different input information, and the storage unit, 4. The vehicle control system according to claim 2, wherein the input information input to the first control unit and the second control unit to calculate the control target value is also stored together with the respective control target values. The first control unit and the second control unit are respectively mounted on a first electronic control device and a second electronic control device,
The storage unit (13, 23) stores a control target value calculated by the first control unit, and a control target value calculated by the second control unit. 2 including a storage unit (23),
The vehicle control system according to claim 2, wherein the first storage unit is provided in the first electronic control unit, and the second storage unit is provided in the second electronic control unit. The first electronic control unit is also equipped with a first unique processing unit (15) for executing a first unique processing associated with the first control strategy,
The second electronic control unit, which executes a second unique process related to the second control strategy, which is different from the first unique process, is also equipped with a second unique processing unit (25). The vehicle control system according to item 1.   When the roles of the main control unit and the sub control unit are switched between the first control unit and the second control unit, the new main control unit sets the calculated control target value immediately before the switching. A control target value that gradually changes from a control target value immediately before switching to a control target value calculated by itself is generated as a control target value for controlling the in-vehicle equipment when the control target value is deviated. 7. The vehicle control system according to any one of 1 to 6.   After the roles of the main control unit and the sub control unit are switched by the first control unit and the second control unit, for a predetermined time, a situation where the situation of the vehicle corresponds to the switching of the roles The control system for a vehicle according to claim 1, wherein switching of the roles of the main control unit and the sub control unit is prohibited even in the case.   The first control unit and the second control unit mutually exchange information that can be used to control the vehicle-mounted device, and the first control unit and the second control unit acquire the information. 9. The vehicle control system according to claim 1, wherein the control target value is calculated in consideration of the information.

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