JP6848392B2 - Vehicle control system - Google Patents

Description

The present invention relates to a vehicle control system in which coordinated control is performed in which a plurality of control units coordinately control a plurality of in-vehicle devices.

For example, Patent Document 1 describes an in-vehicle information processing device that enables information for function cooperation between a plurality of ECUs mounted on a vehicle to be shared in advance rather than being used by a vehicle control application of each ECU. Has been described.

In this vehicle information processing device, for example, a first ECU that executes an application program for navigation and a second ECU that executes an application program for transmission control are connected via an in-vehicle LAN.

The first ECU executes a map search application, which is a map search program, and a drawing application for drawing map data to be displayed in navigation using map information stored in a database. When the map search application is executed in the first ECU and it is detected that there is a steep and winding slope in front of the vehicle, the transmission is automatically transmitted according to the slope and curve of the road in order to improve fuel efficiency. It is effective to change the shift of.

Therefore, the second ECU shares data (map data) with the first ECU for functional cooperation. Specifically, the second ECU transmits a function cooperation data request packet to the first ECU. When the first ECU receives the function cooperation data request packet from the second ECU, the first ECU activates the function cooperation OS control unit. The function cooperation OS control unit extracts data (map data) corresponding to the function cooperation data request packet from the function cooperation address space, creates a function cooperation data transmission packet, and returns it to the second ECU.

The second ECU determines whether or not data has been received from the first ECU, and if it determines that the data has been received, the second ECU activates the function cooperation OS control unit by a reception completion interrupt. The function cooperation OS control unit of the second ECU expands the received data on the function cooperation address space.

In this way, the first ECU transmits the map data to the second ECU in advance before the second ECU executes the transmission control. This makes it possible for the second ECU to immediately refer to detailed map information when performing transmission control.

Japanese Unexamined Patent Publication No. 2011-14033

In the above example, the function-linked data request packet and the function-linked data transmission packet are exchanged between the first ECU and the second ECU, and the function-linked control is executed. In this case, the first ECU that receives the function cooperation data request packet cannot know in advance when to receive the function cooperation data request packet. Therefore, for example, even though important processing is being executed as the first ECU, the processing being executed is interrupted by an interrupt due to the reception of the function cooperation data request packet, which hinders the processing to be executed as the first ECU. May occur. Further, since the second ECU also does not know when the function cooperation data transmission packet is returned from the first ECU, for example, the data that the second ECU intends to transmit to another ECU is for the function cooperation data request from the second ECU. If there is a conflict with the packet on the communication line and the reception of the function-linked data request packet is delayed, there is a possibility that the function-linked control cannot be executed at an appropriate timing.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle control system capable of smoothly performing coordinated control by a plurality of control units.

In order to achieve the above-mentioned object, the vehicle control system according to the present invention may be used.
Coordinated control is performed in which a plurality of control units (11 to 14) cooperate and control a plurality of in-vehicle devices (30 to 38).
As the cooperation control, a plurality of cooperation controls are set in advance, and among the plurality of cooperation controls, a determination unit (10) that determines the cooperation control to be executed according to the situation in which the vehicle is placed, and
The cooperation control execution management unit (41e) that manages the execution of the cooperation control determined by the determination unit is provided.
The cooperation control execution management department
Each of the plurality of cooperative controls has a storage unit (41f) for storing information regarding individual control executed individually by the plurality of control units and the data input / output relationship between the individual controls.
The data input / output relationship between the individual controls includes the relationship of the individual controls executed by inputting the output of at least one individual control.
Based on the information stored in the storage unit, an execution schedule for individual control in a plurality of control units for cooperative control determined by the determination unit is created.
A plurality of control unit, according to the execution schedule created by the cooperation control execution management unit, respectively, run the individual control,
When the decision unit decides to execute a plurality of cooperation controls at the same time, the cooperation control execution management unit has the highest priority for the cooperation control according to the priority determined according to the content of each cooperation control. The execution schedule of the individual control of the individual control is determined first, and thereafter, the execution schedule of the individual control of the cooperative control that is required to be executed simultaneously is determined so as not to interfere with the execution schedule of the individual control determined earlier in descending order of priority. ..

As described above, the vehicle control system according to the present invention has a cooperative control execution management unit that manages the execution of cooperative control. The cooperative control execution management unit stores information on individual controls individually executed by the plurality of control units and data input / output relationships between the individual controls for each of the plurality of cooperative controls. Then, based on the stored information, an execution schedule of individual control in a plurality of control units for cooperative control determined to be executed is created. In this way, the linked control execution management unit creates execution schedules for individual control in the plurality of control units, so that the plurality of control units do not interfere with the execution of the individual control for the linked control of the execution schedule. , Execution period of other processing can be set. Therefore, in the vehicle control system, it becomes possible to smoothly execute the cooperative control by a plurality of control units.

The reference numbers in parentheses are merely examples of the correspondence with the specific configuration in the embodiment described later in order to facilitate the understanding of the present invention, and limit the scope of the present invention. Not intended.

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

It is a functional block diagram which showed an example of various functions which a control system has in order to control an in-vehicle system in a hybrid vehicle. It is explanatory drawing for demonstrating an example of mounting each domain control part in an electronic control device. It is a flowchart which shows the process which is executed in the integrated control part 10 for the cooperation process by a plurality of domain control units. It is a flowchart which shows the process which is executed in the cooperation control execution management part for the cooperation process by a plurality of domain control units. An example in which the linked control execution management unit creates an individual control execution schedule for linked control selected later so as not to interfere with the individually controlled execution schedule for linked control with a higher priority. It is explanatory drawing which shows. When the linked control execution management unit determines that the non-interfering execution schedule cannot be created, it creates a modified execution schedule with the individual control execution timing shifted for the linked control for which the individual control execution schedule has been created earlier. , Is an explanatory diagram showing an example of creating an execution schedule of individual control for cooperative control selected later so as not to interfere with the correction execution schedule. It is explanatory drawing for demonstrating another example of mounting each domain control part in an electronic control device.

Hereinafter, embodiments of the vehicle control system according to the present invention will be described with reference to the drawings. In the embodiment described below, the control system according to the present invention is used for an in-vehicle system including various in-vehicle devices mounted on a hybrid vehicle having an engine and an electric motor (motor generator) as a traveling drive source of the vehicle. An applied example will be described. However, the control system according to the present invention is applied not only to the control of the in-vehicle system in the hybrid vehicle, but also to the control of the in-vehicle system of a normal vehicle having only an engine or an electric vehicle having only an electric motor. good. Further, although the domain division is described below, since this domain division is closely related to the control structure of the vehicle control system, it is not always necessary to perform the same domain division as the example described below, and it is appropriately optimized. Domain division is sufficient.

FIG. 1 is a functional block diagram showing an example of various functions possessed by the control system 1 in order to control the in-vehicle system in the hybrid vehicle described above. However, FIG. 1 does not show all the functions of the control system 1. This is because, for convenience of explanation, FIG. 1 shows only an example of a configuration necessary for explaining the features of the control system 1 according to the present embodiment.

In FIG. 1, the control system 1 controls a braking device 30, a steering device 31, an air conditioner 32, a door motor 33, an engine 34, a motor generator 35, a high-voltage battery 36, a meter 37, a display 38, and the like as in-vehicle devices. Has the function of. However, as described above, the control system 1 may further have a function for controlling other in-vehicle devices such as a transmission, a suspension, and vehicle interior lighting.

As shown in FIG. 1, in the control system 1, the functions for controlling various in-vehicle devices 30 to 38 are divided into a plurality of logic blocks (functional blocks) 10 to 16, 20 to 28 in advance, and the plurality of logics thereof. It is configured by defining the connection relationship between blocks 10-16, 20-28. That is, the logical structure for controlling various in-vehicle devices 30 to 38 in the control system 1 is defined by the connection relationship between the logical blocks 10-16 and 20-28 and the logical blocks 10-16 and 20-28. ing. Then, the control system 1 controls various in-vehicle devices 30 to 38 by operating the plurality of logical blocks 10 to 16 and 20 to 28 in cooperation with each other according to a defined connection relationship.

Although not shown in FIG. 1, each logic block 10 to 16, 20 to 28 has at least one, usually a large number of control blocks. Each of the logical blocks 10 to 16 and 20 to 28 exerts its respective function (role) by appropriately combining the arithmetic processing in the large number of control blocks.

For example, the engine control unit 24 as a logic block has a control block that inputs sensor signals from various sensors and converts them into signals that can be handled in the logic block in order to detect the operating state of the engine 34. .. In addition, the current generated torque is calculated from the operating state of the engine 34 grasped from the sensor signal, and if there is a difference from the command torque instructed by the upper logic block (powertrain domain control unit 13), the difference. It has a control block for calculating the target engine operating state for eliminating the above. Further, it has a control block for calculating the throttle valve opening degree, the fuel injection amount and the fuel injection timing, and the ignition timing for achieving the target engine operating state. In addition, for example, it also has a control block that executes temperature control of the engine 34 according to the heat generation temperature of the engine 34. However, these are merely examples, and the engine control unit 24 may have a control block that performs other arithmetic processing necessary for exerting its function. Further, the control blocks in the engine control unit 24, including the illustrated control blocks, can be appropriately integrated or, conversely, subdivided.

The control system 1 is actually embodied by distributing and implementing each of the logical blocks 10 to 16 and 20 to 28 as a program or a database in one or a plurality of electronic control devices. When mounted on a plurality of electronic control devices, the plurality of electronic control devices may be connected via individual communication lines so that the connection relationships of the logical blocks 10 to 16 and 20 to 28 can be maintained. The electronic control devices are connected to a common network, and desired electronic control devices that follow the connection relationship are configured to be able to communicate with each other.

The control system 1 according to the present embodiment divides each of the in-vehicle devices 30 to 38 into a plurality of domains according to the roles of the in-vehicle devices 30 to 38, and for each of these domains, the in-vehicle devices 30 to belong to the corresponding domain. A domain control unit that controls the control of 38 is provided.

Specifically, in the example shown in FIG. 1, the chassis serves as a domain control unit that controls the control of in-vehicle devices such as the brake device 30 and the steering device 31, which play a role of stabilizing the behavior of the vehicle and determining the traveling direction of the vehicle. A domain control unit 11 is provided. In addition, the body domain is a domain control unit that controls the control of in-vehicle devices that control the environment inside the vehicle, such as the air conditioner 32 that air-conditions the vehicle interior and the door motor 33, and supports the passengers getting on and off. A control unit 12 is provided. Further, since the engine 34 and MG35 play a role of accelerating or decelerating the vehicle or exerting power on the vehicle to keep the speed constant, as a domain control unit that controls the control of these in-vehicle devices. , The power train domain control unit 13 is provided. The MG35 generates regenerative energy when the vehicle is decelerating, and the powertrain domain control unit 13 also manages the generation of the regenerative energy and the energy consumption by the MG35 and the like. Since this energy is stored in the high-voltage battery 36, the high-voltage battery 36 also belongs to the domain controlled by the powertrain domain control unit 13. Further, the information domain control unit 14 is provided as a domain control unit that controls the control of the in-vehicle device that provides various information such as the meter 37 and the display 38 to the occupants.

Then, in the control system 1 according to the present embodiment, as shown in FIG. 1, under each domain control unit 11 to 14, according to a command from the corresponding domain control units 11 to 14, each in-vehicle device 30 to 38 Equipment control units 20 to 28 that control the operating state are provided.

For example, in the example shown in FIG. 1, a brake control unit 20 that controls the brake device 30 and a steering control unit 21 that controls the steering device 31 are provided under the chassis domain control unit 11. Further, below the body domain control unit 12, an air conditioner control unit 22 that controls the air conditioner device 32 and a door control unit 23 that controls the door motor 33 are provided. Further, below the powertrain domain control unit 13, an engine control unit 24 that controls the engine 34, an MG control unit 25 that controls the MG 35, and a battery control unit 26 that controls the high-voltage battery 36 are provided. Further, below the information domain control unit 14, a meter control unit 27 that controls the meter 37 and a display control unit 28 that controls the display 38 are provided.

Further, as will be described in detail later, the human-machine interface (HMI) 15, which is a logical block for acquiring information on operations on various operating devices of the vehicle, such as the driver's driving operation, and the external environment of the vehicle. The environment vehicle interface (EVI) 16, which is a logical block for acquiring information, is also positioned as a domain control unit.

Further, the control system 1 manages the operating environment of the above-mentioned domain control units 11 to 16 related to power supply, communication, safety, etc., and is an integrated control unit for coordinating and coordinating the domain control units 11 to 16. It has 10. That is, in the vehicle control system according to the present embodiment, a plurality of cooperative controls are set in advance as cooperative controls in which the domain control units 11 to 16 cooperate to perform control. The integrated control unit 10 determines the cooperative control to be executed from among the plurality of preset cooperative controls according to the situation in which the vehicle is placed. The integrated control unit 10 is also positioned as one of the domain control units as a higher-level domain control unit of each domain control unit.

Although one integrated control unit 10 is shown in FIG. 1, for example, the domain control units 11 to 16 are divided into several groups, and each of the grouped domain control units is integrated. A control unit may be provided. Further, instead of providing the integrated control unit 10 independently, any of the domain control units 11 to 16 may be configured to have the functions of the integrated control unit 10.

In order to cooperate and coordinate each domain control unit 11 to 14, the integrated control unit 10 of the vehicle is based on the driver's operation on various operation devices, the state of the vehicle, the operation state of each in-vehicle device 30 to 38, and the like. Understand the situation in which the vehicle is placed, and determine the cooperative control to be executed according to the situation in which the vehicle is placed.

An example of cooperation and cooperation of the domain control units 11 to 14 will be described below. For example, when the driver of a vehicle depresses the brake pedal, it is necessary to generate a deceleration corresponding to the depressing of the brake pedal. In this case, for example, the powertrain domain control unit 13 determines a target deceleration torque for decelerating the vehicle. Further, the power train domain control unit 13 calculates the deceleration torque that can be generated by the regenerative braking by the MG 35. If this deceleration torque alone is insufficient for the target deceleration torque, the powertrain domain control unit 13 notifies the chassis domain control unit 11 of the insufficient deceleration torque. The chassis domain control unit 11 controls the brake device 30 via the brake control unit 20 so as to generate the insufficient deceleration torque.

Further, as another example of cooperation and cooperation of the domain control units 11 to 14, for example, the chassis domain control unit 11 controls the traveling direction of the vehicle so that the own vehicle does not deviate from the traveling lane, and the power train domain. A case where the control unit 13 controls the traveling of the vehicle so as to follow the preceding vehicle may be mentioned. In this case, the EVI 16 detects the lane markings of the lane in which the own vehicle travels, the preceding vehicle traveling in the lane, and the like, and acquires an image or the like in which they are projected. The EVI 16 notifies the chassis domain control unit 11 and the power tray domain control unit 13 of the detection result and the image. The chassis domain control unit 11 controls the steering device 31 according to the relationship between the lane marking line and the position of the own vehicle. Further, the power train domain control unit 13 controls the engine 34 and the MG 35 according to the distance to the preceding vehicle and the relative speed. When braking is required, the power train domain 13 instructs the chassis domain control unit 11 to operate the braking device 30.

In addition, when the occupant of the vehicle gets off, the EVI 16 confirms whether there is an obstacle around the door, and the body domain control unit 12 controls the door motor according to the confirmation result. The door opening / closing angle is limited, and the body domain control unit 12 receives the external environment (outside air temperature, outside air humidity, etc.) detected by EVI 16, and considers the vehicle interior temperature, vehicle interior humidity, and the amount of solar radiation. Therefore, the environment inside the vehicle interior is appropriately controlled, and the domain control units 10 to 16 cooperate and cooperate in various modes.

Further, for example, when a shutter for opening and closing an opening connected to the engine room is provided on the front grill of the vehicle, the power train domain control unit 13 or the engine control unit 24 is used when the temperature of the engine 34 is low. In addition, in order to promote the warming up of the engine 34, the shutter is controlled to be closed. Further, when the outside air is introduced into the vehicle interior, the body domain control unit 12 or the air conditioner control unit 22 controls to open the shutter so that the outside air can be easily taken into the vehicle interior. In this way, a common in-vehicle device may be controlled by different control units.

Next, various functions of the control system 1 and the connection relationship between the logical blocks 10 to 16 and 20 to 18 illustrated as the logical blocks 10 to 16 and 20 to 28 will be described with reference to FIG.

As shown in FIG. 1, the control system 1 includes HMI 15 and EVI 16 in order to acquire various information. The HMI 15 is a logical block for acquiring an operation amount and an operation position of an operation unit operated by a driver for driving a hybrid vehicle or operating various in-vehicle devices. The operation unit operated by the driver includes an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and the like, as well as an operation unit of an air conditioner, a door handle, and the like. Each operation amount and operation position in these operation units are detected by a sensor or the like and acquired by the HMI 15. In addition, the EVI 16 acquires information on the external environment in which the hybrid vehicle is placed, for example, a radar device that detects a preceding vehicle or an obstacle, a camera that acquires an image of the surroundings of the vehicle, and the position of the vehicle. Information is obtained from a navigation system or the like that provides the shape of the driving path. Further, the EVI 16 also acquires information on the outside air temperature, the outside air humidity, and the like.

Using HMI15, EVI16, or other logical blocks, the running state of the vehicle (for example, speed, acceleration, etc.) and the operating state of various in-vehicle devices (for example, engine speed, motor speed, brake oil pressure, etc.) Information indicating the steering angle, etc.) is also acquired.

The information on the operation amount and the operation position acquired in the HMI 15 and the information on the external environment acquired in the EVI 16 are given to the integrated control unit 10 of the control system 1 and the domain control units 11 to 14. As a result, for example, the integrated control unit 10 can grasp the situation in which the vehicle is placed and determine the necessary cooperative control according to the situation.

Information about the external environment of the vehicle is given to the chassis domain control unit 11, for example. Thereby, for example, the chassis domain control unit 11 can recognize the white line from the image and adjust the assist force of the steering device 31 so as not to deviate from the traveling lane defined by the white line (lane keep control). It becomes. Further, the chassis domain control unit 11 can control the brake device 30 and the steering device 31 so as to avoid a collision with a preceding vehicle or an obstacle, for example.

The brake control unit 20 controls the operation of the brake device 30 according to the control signal output from the chassis domain control unit 11. Further, the steering control unit 21 also controls the operation of the steering device 31 according to the control signal output from the chassis domain control unit 11.

Information such as a vehicle main switch signal, an air conditioner device 32 operation signal, a door handle operation signal, and an occupant detection signal is input to the body domain control unit 12. Then, when an occupant is in the vehicle and an operation signal of the air conditioner device 32 is detected, the body domain control unit 12 instructs the air conditioner control unit 22 to control the vehicle interior environment. In addition, if the driver operates the door and dollar while the engine of the vehicle is stopped and the vehicle is stopped, the driver is deemed to disembark the vehicle. In this case, when the cooperation control with the EVI 16 is started and an obstacle is detected around the door by the EVI 16, the body domain control unit 12 controls the opening / closing angle of the door by the door motor 33 so that the door does not collide with the obstacle. To do.

The air conditioner control unit 22 controls the vehicle interior environment in response to an instruction from the body domain control unit 12. Specifically, the air conditioner control unit 22 inputs information such as a temperature detection signal inside and outside the vehicle interior and a solar radiation detection signal in addition to the operation signal of the air conditioner device 32. Then, the air conditioner control unit 22 generates a control signal for controlling the air conditioner device 32 in order to match the vehicle interior environment with the environment instructed by the occupants of the vehicle based on the operation signal and various detection signals. And output. As a result, the rotation speed of the fan of the air conditioner 32 and the opening degree of the air mix door are controlled, and the temperature and humidity in the vehicle interior are controlled to the states desired by the occupant.

Further, the door control unit 23 controls the door motor 33 according to the instruction from the body domain control unit 12 to limit the opening / closing angle of the door.

The power train domain control unit 13 is given, for example, information indicating the operating state of the engine 34 and the MG 35, in addition to the operating amount and operating position of the accelerator pedal and the shift lever. Then, the power train domain control unit 13 calculates the required drive torque of the vehicle as a whole in order to accelerate the vehicle or maintain the vehicle speed in response to the driver's operation based on the information. Further, the power train domain control unit 13 calculates the drive torque (target engine torque, target MG torque) to be shared by the engine 34 and MG 35 from the required drive torque of the entire vehicle, and the engine control unit 24 and the MG control unit 25. Output to. Further, the power train domain control unit 13 determines the amount of regenerative power to be generated by the MG 35 when the vehicle is decelerating or the like based on the amount of electricity stored in the high-voltage battery 36 and the amount of power used in each domain, and the MG control unit 25 determines the amount of regenerative power to be generated. Output.

The engine control unit 24 outputs a control signal necessary for achieving the target engine torque output from the power train domain control unit 13 to the engine 34. More specifically, the engine control unit 24 inputs information from various sensors (rotation speed, temperature, air flow rate, etc.) that detect the operating state of the engine 34. Then, the current generated torque is calculated from the operating state of the engine 34 grasped by the information from the sensor. On the other hand, the engine control unit 24 calculates the engine operating state for increasing or decreasing the torque difference from the target engine torque. The engine control unit 24 calculates the throttle valve opening degree, the fuel injection amount and the fuel injection timing, and the ignition timing in order to achieve the calculated engine operating state, and outputs a control signal corresponding to these to the engine 34.

The MG control unit 25 also outputs a control signal for realizing the target MG torque output from the power train domain control unit 13 to the MG 35. For example, when the MG control unit 25 assists the engine torque with the drive torque generated by the MG 35, the MG control unit 25 controls the energizing current of the MG 31 to each stator coil by vector control or the like so that the MG 31 generates the target MG torque. Further, the MG control unit 25 controls the inverter of the MG 35 so that the amount of regenerative power determined by the power train domain control unit 13 can be obtained at the time of regenerative braking.

Information such as a vehicle main switch signal and a display operation signal by an occupant is input to the information domain control unit 14. Then, the information domain control unit 14 instructs the meter control unit 27 and the display control unit 28 to display information based on the state of the main switch signal, the display operation signal by the occupant, and the like.

The meter control unit 27 controls the display by the meter 37 according to the instruction from the information domain control unit 14. For example, the meter control unit 27 inputs information such as vehicle speed, engine speed, engine water temperature, residual fuel, and distance information between the vehicle and surrounding obstacles. Then, the meter 37 is used to display the vehicle speed, the engine speed, the water temperature, the remaining fuel, the degree of approach to an obstacle, and the like. The meter control unit 27 changes the number of information to be displayed and the mode of display according to the instruction from the information domain control unit 14.

The display control unit 28 acquires, for example, image information from a camera that captures the situation around the vehicle and information on the steering angle. Then, the image information displayed on the display 38 is controlled. For example, the display control unit 28 superimposes the planned course of the vehicle on the camera image and displays the presence of an obstacle.

Next, an example of mounting the above-mentioned domain control units 10 to 16 on the electronic control device will be described with reference to FIG. In FIG. 2, among the domain control units 10 to 16 described above, the integrated control unit 10, the chassis domain control unit 11, the body domain control unit 12, and the power train domain control unit 13 are mounted on the same electronic control device 40. An example is shown. In this way, the plurality of domain control units can be mounted on a common electronic control device.

FIG. 2 mainly shows the software structure of the electronic control device 40, the electronic control device 40 on which each domain control unit is mounted, and the connections between the device control units 50 to 52 controlled by each domain control unit. Other configurations such as in-vehicle devices to be controlled are omitted. The electronic control device 40 has a memory, and stores the software having the structure shown in FIG. 2 in the memory.

As shown in FIG. 2, the electronic control device 40 has a software structure conforming to the so-called AUTOSAR (AUTomotive Open System Architecture). That is, in the electronic control device 40, as shown in FIG. 2, software is mounted on the microcontroller 44, which is hardware, and the software is broadly based on the basic software 43, the runtime environment (RTE) 42, and the like. It is divided into application software 41a to 41e included in the application layer 41. Further, the microcontroller 44 includes at least one set of microprocessing units and a cache memory.

The basic software 43 is layered into, for example, a microcontroller abstraction layer, an ECU abstraction layer, a service layer, and the like. The higher the layer, the stronger the degree of abstraction and the more independent of various hardware. There is. Further, the basic software 43 may include a composite driver.

The microcontroller abstraction layer is located at the bottom layer of the basic software 43, and has a microcontroller driver, a memory driver, a communication driver, an I / O driver, and the like. This microcontroller abstraction layer is a part that depends on the hardware configuration of the microcontroller 44, but since the microcontroller abstract layer abstracts the microcontroller 44 and its peripheral devices, it is higher than this. The hierarchy will be independent of the microcontroller and peripherals.

The ECU abstraction layer is located above the microcontroller abstraction layer, and by abstracting the basic components of the electronic control device 40, the upper software layer is made independent of the hardware of the electronic control device 40. It is a thing. This ECU abstraction layer includes on-board device abstraction, memory hardware abstraction, communication hardware abstraction, I / O hardware abstraction, and the like.

A part of the service layer is located above the ECU abstraction layer and is for providing basic services for applications. Specifically, the service layer provides services such as OS, vehicle network communication and management, memory service, diagnostic service, and ECU state management. This service layer is mostly independent of hardware, but also has a part that depends on the microprocessor 44 such as an OS.

Composite drivers are used when complex functions not found in other layers are required, such as special functions for operating complex sensors and actuators and timing requirements. This composite driver is used, for example, when driving and controlling an injector that injects fuel.

The RTE 42 is located above the basic software 43 composed of the above-mentioned layers, and is intended to prevent various applications 41a to 41e included in the application layer 41 from depending on the electronic control device 40. Therefore, the RTE 42 provides communication between the applications 41a to 41e and communication between the applications 41a to 41e and the basic software 43.

By adopting the software structure conforming to AUTOSAR in this way, the applications 41a to 41e do not depend on the hardware of the microcontroller 44 and the electronic control device 40, and thus the reusability of the applications 41a to 41e. Can be enhanced.

The application layer 41 includes an integrated control unit application 41a that plays a role as an integrated control unit 10, a chassis domain control unit application 41b that plays a role as a chassis domain control unit 11, and a body domain that plays a role as a body domain control unit 12. A control unit application 41c and a power train domain control unit application 41d that serves as a power train domain control unit 13 are provided. That is, by executing the respective applications 41a to 41d, the functions as the integrated control unit 10, the chassis domain control unit 11, the body domain control unit 12, and the powertrain domain control unit 13 are exhibited, and the chassis domain device control is performed. A control signal is output to the unit 50, the body domain device control unit 51, and the power train domain device control unit 52. The chassis domain device control unit 50 includes a brake control unit 20, a steering control unit 21, and the like, and the body domain device control unit 51 includes an air conditioner control unit 22, a door control unit 23, and the like, and is a power train. The domain device control unit 52 includes an engine control unit 24, an MG control unit 25, a battery control unit 26, and the like.

Further, the application layer 41 is also provided with a cooperative control execution management unit application 41e that plays a role as a cooperative control execution management unit that manages the execution of the cooperative control determined by the integrated control unit application 41a. By executing the cooperation control execution management unit application 41e, the function as the cooperation control execution management unit is exhibited.

The cooperative control execution management unit stores information on individual controls individually executed by the plurality of domain control units 11 to 16 and the data input / output relationship between the individual controls for each of the plurality of cooperative controls. It has a portion 41f. Then, the cooperation control execution management unit controls the individual control in the plurality of domain control units 11 to 16 for the cooperation control determined to be executed by the integrated control unit 10 based on the information stored in the storage unit 41f. Create an execution schedule. In this way, the linkage control execution management unit creates execution schedules for individual control in the plurality of domain control units 11 to 16, so that the plurality of domain control units 11 to 16 individually for the linkage control of the execution schedule. The execution period of other processes (for example, processes for independent control within each domain control unit) can be determined so as not to interfere with the execution of control. Therefore, in the vehicle control system, it becomes possible to smoothly execute the cooperative control by the plurality of domain control units 11 to 16.

Next, in order to smoothly perform the cooperation processing by the plurality of domain control units 11 to 16, the processing performed by the integrated control unit 10 and the cooperation control execution management unit will be described with reference to the flowcharts of FIGS. 3 and 4. To do. The flowchart of FIG. 3 shows the process executed by the integrated control unit 10, and the flowchart of FIG. 4 shows the process executed by the cooperative control execution management unit.

As shown in FIG. 3, in the first step S100, the running state of the vehicle (for example, speed, acceleration, etc.) and the operating state of various in-vehicle devices (for example, engine speed, motor speed, brake oil pressure, steering). Input the sensor signal to detect (corner, etc.). In the following step S110, the information regarding the operation amount and the operation position acquired by the HMI 15 and the information regarding the external environment acquired by the EVI 16 are acquired. Then, in step S120, the integrated control unit 10 grasps the situation in which the vehicle is placed based on the input sensor signals and various acquired information, and from among a plurality of preset cooperative controls, the vehicle Determine the cooperation control to be executed according to the situation. In this case, assuming that a plurality of cooperative controls are associated with the situation in which the vehicle is placed, the integrated control unit 10 determines the plurality of cooperative controls as the cooperative control to be executed, while the situation in which the vehicle is placed. If the cooperation control is not associated with the above, the cooperation control to be executed is not determined.

In the following step S130, it is determined whether or not the cooperation control to be executed is determined in the process of step S120. When it is determined that the cooperation control to be executed is determined, the process proceeds to step S140, and the information of the cooperation control to be executed is output to the cooperation control execution management unit. On the other hand, if it is determined that the cooperation control to be executed has not been determined, the process from step S100 is repeated.

Next, the process shown in the flowchart of FIG. 4 will be described. First, in the first step S200, the cooperation control execution management unit determines whether or not the cooperation control information has been received from the integrated control unit 10. If it is determined that the cooperation control information has been received, the process proceeds to step S210. On the other hand, if it is determined that the cooperation control information has not been received, the process of step S200 is repeated to wait until the cooperation control information is received.

In step S210, it is determined whether or not it is necessary to execute a plurality of cooperative controls at the same time based on the received cooperative control information. If it is determined in this determination process that it is necessary to execute a plurality of cooperative controls at the same time, the process proceeds to step S220. In step S220, priorities are set for the plurality of cooperative controls according to the contents of each of the plurality of linked controls. For example, the priority order of each cooperation control is determined and stored in advance for each of a plurality of cooperation control patterns executed at the same time, and the priority order of each cooperation control of the corresponding pattern is referred to, and a plurality of cooperations are performed. Control priorities can be set.

In the following step S230, the cooperation control execution management unit creates an execution schedule of individual control for the cooperation control having the highest priority. When creating this execution schedule, the cooperation control execution management unit refers to the information stored in the storage unit 41f. The storage unit 41f stores information on individual controls individually executed by the plurality of domain control units 11 to 16 and data input / output relationships between the individual controls for each of the plurality of cooperative controls. .. Therefore, the cooperation control execution management unit is appropriate after grasping the individual control executed by each domain control unit and the restriction of the execution order of the individual control in order to perform the cooperation control having the highest priority. Execution schedule can be set.

Next, in step S250, the cooperation control execution management unit determines whether or not there is a cooperation control for which an execution schedule has not yet been created for a plurality of cooperation controls that need to be executed at the same time. In this determination process, if it is determined that the linkage control for which the execution schedule has not been created remains, the process proceeds to step S260, and if it is determined that the creation of the execution schedule has been completed for all the linkage controls, the step Proceed to the process of S330.

In the determination process of step S210, if it is determined that it is not necessary to execute a plurality of cooperation controls at the same time and only one cooperation control needs to be executed, the process proceeds to step S240 and the only cooperation is performed. An execution schedule for individual controls is created for control. After that, the process proceeds to step S330.

In step S250, which is executed when it is determined that the linkage control for which the execution schedule has not been created remains, the highest priority is given among the linkage controls for which the execution schedule has not yet been created. Select linked control. Then, in the next step S270, among the in-vehicle devices to be controlled in the selected cooperative control, the in-vehicle devices having a higher priority and already created an execution schedule for individual control overlap with the in-vehicle devices to be controlled in the linked control. It is determined whether or not the in-vehicle device to be used is included.

For example, as described above, the shutter provided in the opening connected to the engine room can be controlled by both the body domain control unit 12 and the power train domain control unit 13. When a plurality of domain control units can target the same in-vehicle device as a control target in this way, there is a possibility that the in-vehicle device may be controlled in duplicate in a plurality of cooperative controls. However, in a plurality of cooperative controls, when the same in-vehicle device is controlled in duplicate, the possibility that the control states of the in-vehicle devices conflict with each other cannot be denied, and in that case, the control state is frequently changed. On the contrary, it may have an adverse effect. Therefore, if it is determined in step S270 that the priority is higher and the control target that overlaps with the control target of the cooperative control for which the execution schedule of the individual control has already been created is included, the process proceeds to step S320. Then, in step S320, the creation of the execution schedule of the individual control for the selected cooperative control is suspended. As a result, it is possible to prevent the above-mentioned problems from occurring.

In addition, when the in-vehicle devices to be controlled overlap in a plurality of cooperative controls, in one of the linked controls, in addition to the corresponding in-vehicle device, there is another in-vehicle device that can be used to achieve the same purpose. If there is such an in-vehicle device, it is not necessary to suspend the creation of the execution schedule of the individual control for the low-priority cooperative control, and the individual control for the high-priority cooperative control is not suspended. An execution schedule for individual control for cooperative control with a low priority may be created so as not to interfere with the control.

Examples of multiple in-vehicle devices that can be used to achieve similar objectives include, for example, shutters and electric cooling fans that can be used to control the temperature of the engine room. It also includes air conditioners and seat heaters that can be used to provide heating to the occupants.

On the other hand, if it is determined in step S270 that the control targets do not overlap with the cooperative control having a higher priority, the process proceeds to step S280. In step S280, the execution schedule of the individual control for the selected cooperative control is created so as not to interfere with the execution schedule of the individual control for the cooperative control having the higher priority.

For example, it is assumed that the execution schedule of the individual control for the cooperative control A having the higher priority is set as shown in FIG. 5A. As shown in FIG. 5A, the cooperation control A includes individual controls a1, a2, and a3, and the individual control a3 is executed by inputting the outputs from the individual controls a1 and a2, respectively. .. Therefore, the cooperation control execution management unit first executes the individual control a1, then the individual control a2, and finally the individual control a3, regarding the execution schedule of the individual controls a1, a2, and a3 for the cooperation control A. Was decided to be executed.

On the other hand, after the cooperation control A, the cooperation control B in which the execution schedule of the individual control is created is composed of the individual controls b1 and b2 as shown in FIG. 5 (b), and the individual control b2 is from the individual control b1. It is executed by inputting the output of.

In FIGS. 5A and 5B, the horizontal axis represents time and the vertical axis represents processing load. That is, each of the individual controls a1 to a3 and b1 to b2 has a processing load according to each processing content, and the processing load can be determined, for example, by the usage rate of the microprocessing unit in a unit time. Alternatively, the processing load may be determined in consideration of the usage rate of the cache memory in addition to the usage rate of the microprocessing unit. If the individual control has a low processing load, the electronic control device 40 can also execute other individual controls at the same time.

Therefore, for example, as shown in FIG. 5C, the cooperation control execution management unit executes the execution schedules of the individual controls b1 and b2 for the cooperation control B at the same time as the individual control b1 and individually. Control b2 can be defined to be executed after individual control a3. By defining the execution schedules of the individual controls b1 and b2 for the cooperation control B in this way, the cooperation control B does not interfere with the cooperation control A, and both cooperation controls A and B can be smoothly executed. Become.

When the microprocessor unit of the electronic control device 40 is composed of a plurality of cores, the individual controls executed at the same time may be processed by the separate cores. By processing in separate cores in this way, it is possible to reliably prevent individual controls executed at the same time from interfering with each other. However, in this case, the number of individual controls that can be executed simultaneously is limited to the number of cores.

The above-described execution schedule setting example is merely an example, and execution schedules of other modes may be set. For example, the execution schedule of each individual control may be set so that the cooperation control B is executed sequentially following the cooperation control A. Alternatively, the execution schedule may be set so that the individual controls b1 and b2 of the cooperation control B are inserted in the free time of the individual controls a1, A2 and A3 for the cooperation control A.

In the execution schedule setting example shown in FIG. 5, for convenience of explanation, the control periods of the individual controls a1 to a3 and b1 to b2 are shown as the same, but the control cycles of the linked controls are different. Or the control period of the individual control may be different.

In the following step S290, it is determined whether or not the execution schedule of the individual control for the cooperation control having a lower priority can be created so as not to interfere with the execution schedule of the individual control for the cooperation control having a higher priority. To do. If it is determined in this determination process that the non-interference execution schedule has been created, the process returns to step S250. On the other hand, if it is determined that the non-interference execution schedule cannot be created, the process proceeds to step S300.

A specific example will be described below of a case where a non-interfering execution schedule cannot be created. For example, as shown in FIG. 6A, it is assumed that the execution schedules of the individual controls a1, a2, and a3 for the high-priority cooperative control A are created in the same manner as in FIG. 5A. After that, the linked control C for which the execution schedule of the individual control is created is composed of the individual controls c1, c2, and c3 as shown in FIG. 6B, and the individual control c2 inputs the output from the individual control c1. It is assumed that the individual control c3 is executed by inputting the output from the individual control c2.

In this case, the individual control c2 can be executed at the same time as the individual control a2, but since the processing load of both the individual controls a1 and c1 is high, the individual control c1 cannot be executed at the same time as the individual control a1. In such a case, if there is a problem in executing the individual control c1 before the individual control a1, or if there is a situation in which the entire cooperation control C cannot be performed after the cooperation control A, the priority is set. It is determined that the execution schedule of the individual control for the low priority cooperation control that does not interfere with the execution schedule of the individual control for the high cooperation control cannot be created.

In step S300, which is executed when it is determined that the non-interfering execution schedule cannot be created, the execution timing of each individual control is shifted for the linked control for which the execution schedule of the individual control has been created first, which has a high priority. Judge whether or not.

For example, in the example shown in FIG. 6A, the execution schedules of the individual controls a1, a2, and a3 for the cooperation control A are first executed, then the individual control a2 is executed, and finally the individual control a2 is executed. It is defined to execute the individual control a3. However, since both the individual controls a1 and a2 output the control result to the individual control a3, even if the execution timings of the individual control a1 and the individual control a2 are exchanged, the entire linked control A can be executed. Does not cause any problems. In such a case, it is determined that the execution start timing of the individual control of the cooperative control is deviated.

If it is determined in step S300 that the execution timing of the individual control is shifted with respect to the linked control for which the execution schedule of the individual control is created earlier, the process proceeds to step S310. In step S310, the execution schedule is modified so as to shift the execution timing of the individual control of the linked control for which the execution schedule of the individual control, which has a high priority, is created earlier, and is selected so as not to interfere with the modified execution schedule. Create an execution schedule for individual control of linked control.

In step S310, it is further determined whether or not an execution schedule that does not interfere with the correction execution schedule has been created, and if it cannot be created, and if correction with a different pattern is possible, a re-correction execution schedule is created. Is also good. Then, if it is not possible to create an execution schedule that does not interfere with the correction execution schedule or the re-correction schedule, the creation of the execution schedule for individual control for the selected cooperative control may be suspended.

On the other hand, if it is determined in step S300 that the execution timing of the individual control cannot be shifted, the process proceeds to step S320, and the creation of the execution schedule of the individual control for the selected cooperative control is suspended.

When the creation of the execution schedule for single or a plurality of cooperative controls is completed as described above, the created execution schedule is output to the domain control units 10 to 16 in step S330. Each domain control unit 10 to 16 executes individual control according to the received execution schedule. As a result, it becomes possible for each domain control unit 10 to 16 to smoothly execute the cooperative control.

The integrated control unit 10 manages the operating environment such as power supply, communication, and safety of the domain control units 11 to 16 and the regions associated therewith according to the execution schedule.

For example, when the integrated control unit 10 manages the power supply as the management of the operating environment, the integrated control unit 10 provides information on the amount of power to be consumed by the electronic control device on which the logical block of each domain is mounted and the in-vehicle device to be controlled. Collect from domain control units 11-16. Then, the integrated control unit 10 determines whether or not the amount of electric power to be consumed in each domain can be covered by the amount of electricity stored in the battery mounted on the vehicle. When it is determined that the amount of power to be consumed can be covered by the amount of electricity stored in the battery, the integrated control unit 10 notifies each domain control unit 11 to 16 of permitting the use of the amount of power to be consumed. put out.

However, if it is determined that the amount of power to be consumed cannot be covered by the amount of electricity stored in the battery, the integrated control unit 10 performs control for increasing the amount of electricity stored in the battery, for example. For example, as a battery, a vehicle may be equipped with a low-voltage battery and a high-voltage battery, and the low-voltage battery and the high-voltage battery 36 may be configured to be connected via a DC / DC converter. The high-pressure battery supplies power to the electric compressor of the motor generator 35 and the air conditioner device 32, and the low-pressure battery supplies power to other electronic control devices and in-vehicle devices. In such a configuration, when it is determined that the power supply supplied by the low-voltage battery is insufficient, the integrated control unit 10 can charge the low-voltage battery by operating the DC / DC converter.

Alternatively, the cooperative control execution management unit 41e creates a power energy provision plan required when each domain control unit 10 to 16 executes individual control according to the created execution schedule, and the integrated control unit 10 sets the integrated control unit 10. , Electric power energy may be provided to each domain control unit 11 to 16 according to the electric power energy supply plan.

Further, when the power of the high-voltage battery is insufficient, for example, the power supply to the electric compressor of the motor generator 35 or the air conditioner 32 may be limited.

When the integrated control unit 10 manages communication as management of the operating environment, for example, the integrated control unit 10 may perform each domain control unit 11 to 16 before each domain control unit 11 to 16 starts individual control. Check if the communication function of is operating normally. Further, when communication is actually performed between the domain control units 11 to 16, protocol conversion is performed as necessary.

Further, when the integrated control unit 10 manages the safety as the management of the operating environment, for example, each domain control unit 11 of the control system 1 is based on whether or not the acceleration / deceleration of the vehicle is changed according to the target value. It is confirmed whether the control by ~ 16 is normally carried out. Then, when it is determined that some abnormality has occurred, the integrated control unit 10 instructs each domain control unit 11 to 16 to carry out the evacuation running of the vehicle and notify the occupants, for example, to perform necessary fail-safe. Carry out the process. Further, the integrated control unit 10 instructs the time matching for compensating for the deviation of the control cycle in each domain control unit 11 to 16 as a part of the safety environment management.

In order to ensure that such safety management is executed in the integrated control unit 10, the cooperative control execution management unit 41e creates a safety management provision plan based on the created execution schedule, and performs integrated control. The unit 10 may provide the safety management environment to each domain control unit 11 to 16 according to the safety management provision plan.

In the above embodiment, except for the processing related to the individual control executed at the same time, the description does not focus on the core configuration of the microprocessor unit, but focuses on the usage rate of the microprocessor. This is a method of allocating processing to each core in consideration of the core configuration after creating an execution schedule for each cooperative control even when the microprocessor unit has multiple cores. However, this is because the processing allocation can be simplified rather than considering the processing allocation to the core at the stage of creating the execution schedule. In other words, when the processing allocation to the core is considered at the stage of creating the execution schedule, the processing allocation tends to be complicated.

Although the preferred embodiment of the present invention has been described above, the present invention can be variously modified and implemented without being limited to the above-described embodiment without departing from the gist of the present invention. ..

For example, in the above-described embodiment, a plurality of domain control units are mounted on a common electronic control device 40. However, as shown in FIG. 7, for example, each domain control unit 11 to 16 may be configured to be mounted on a separate electronic control device. In this case, since each domain control unit 11 to 16 executes individual control by a separate electronic control device, communication data is not considered in consideration of the usage rate of the microprocessing unit and the cache memory in order to prevent interference. Should be considered to avoid conflicts. Therefore, in the cooperation control execution management unit, when a plurality of cooperation controls are executed at the same time, the communication data related to the individual control for the cooperation control that is required to be executed at the same time is used for the cooperation control having a high priority. Determine the execution schedule of individual control for cooperative control that requires simultaneous execution so as not to conflict with communication data related to individual control. The cooperative control execution management unit may also create a communication schedule for communication data to be communicated between two or more different electronic control devices based on the created individual control execution schedule. In this case, each domain control unit 11 to 16 communicates communication data according to the created communication schedule.

Such an execution schedule and a communication schedule are created by the main cooperative control execution management unit 141e provided in the electronic control device 140 on which the integrated control unit application 141a is mounted. Then, the created execution schedule is sent to the sub-linked control execution management unit 141g provided in another electronic control device, and the execution timing and communication timing of the individual control according to the execution schedule are managed.

In the above-described embodiment and modification, an example of creating an execution schedule, a communication schedule, and the like for the cooperative control stored in the storage unit 41f of the cooperative control execution management unit 41e has been described. However, in recent years, after the vehicle is put on the market, the program is rewritten online or by using the program rewriting device to add new functions and cooperative controls, or delete the previous functions and cooperative controls. It may be done. In such a case, it is possible to add or delete the linkage control by updating the storage content of the storage unit 41f according to the content of the linkage control added or deleted as the program is rewritten. Become.

1: Vehicle control system, 10: Integrated control unit, 11: Chassis domain control unit, 12: Body domain control unit, 13: Power tray domain control unit, 14: Information domain control unit, 15: HMI, 16: EVI, 20: Brake control unit, 21: Steering control unit, 23: Door control unit, 24: Engine control unit, 25: MG control unit, 26: Battery control unit, 27: Meter control unit, 28: Display control unit, 30: Brake device, 31: Steering device, 32: Air conditioner device, 33: Door motor, 34: Engine, 35: Motor generator, 36: High pressure battery, 37: Meter, 38: Display, 40: Electronic control device, 41: Application layer, 41a: Integrated control unit application, 41b: Chassis domain control unit application, 41c: Body domain control unit application, 41d: Powertrain domain control unit application, 41e: Cooperative control execution management unit, 41f: Storage unit, 43: Basic software , 44: Microcontroller, 50: Chassis domain device control unit, 51: Body domain device control unit, 52: Powertrain domain device control unit

Claims (7)

A vehicle control system in which a plurality of control units (11 to 14) cooperate to control a plurality of in-vehicle devices (30 to 38) to perform coordinated control.
As the cooperation control, a plurality of cooperation controls are set in advance, and a determination unit (10) that determines the cooperation control to be executed according to the situation in which the vehicle is placed from among the plurality of cooperation controls.
The cooperation control execution management unit (41e) that manages the execution of the cooperation control determined by the determination unit is provided.
The cooperative control execution management unit
Each of the plurality of cooperative controls has a storage unit (41f) for storing information regarding individual controls individually executed by the plurality of control units and data input / output relationships between the individual controls.
The data input / output relationship between the individual controls includes an individual control relationship executed by inputting the output of at least one individual control.
Based on the information stored in the storage unit, an execution schedule of individual control in a plurality of the control units for cooperative control determined by the determination unit is created.
A plurality of said control unit, according to the execution schedule created by the cooperative control execution management unit, respectively, run the individual control,
When the decision unit decides to execute a plurality of cooperation controls at the same time, the cooperation control execution management unit has the highest priority of the cooperation control according to the priority determined according to the content of each cooperation control. The execution schedule of the individual control for is determined first, and thereafter, in descending order of priority, the execution schedule of the individual control of the cooperative control that is required to be executed simultaneously so as not to interfere with the execution schedule of the individual control determined earlier. Vehicle control system to determine. The plurality of in-vehicle devices are divided into a plurality of domains in advance according to their respective roles, and further, the device control unit for controlling the plurality of in-vehicle devices and the device control unit are used for each of the plurality of domains. It is layered with the domain control unit that controls the control.
The vehicle control system according to claim 1, wherein the cooperative control execution management unit creates an execution schedule of individual control in the domain control unit provided for each of the plurality of domains as the plurality of control units. When the in-vehicle device to be controlled by the cooperation control having a lower priority overlaps with the in-vehicle device to be controlled by the cooperation control having a higher priority, the cooperation control execution management unit has the priority. The vehicle control system according to claim 1 , wherein the execution schedule of the cooperative control that is required to be executed simultaneously is determined so as to suspend the execution of the low cooperative control. The plurality of control units are mounted on a common electronic control device, and the plurality of control units are mounted on a common electronic control device.
The cooperative control execution management unit has at least one of the unused rate and the free capacity of the working memory in the microprocessing unit of the electronic control device as a means of preventing interference with the individual control for the cooperative control having a high priority determined above. In consideration of the above, claim 1 or claim 1 in which the execution schedule of the individual control for the cooperative control, which is required to be executed simultaneously, is determined so as not to interfere with the execution of the individual control for the cooperative control with the higher priority determined above. the vehicle control system according to 3. The plurality of control units are distributed and mounted in at least two or more different electronic control devices, and the two or more different electronic control devices are connected to each other so as to be communicable with each other.
In the cooperation control execution management unit, communication data related to the individual control for the cooperation control, which is required to be executed simultaneously, is prioritized as the prevention of interference with the individual control for the cooperation control having the higher priority specified above. The vehicle control system according to claim 1 or 3 , wherein an execution schedule of individual control for cooperative control is required so as not to conflict with communication data related to individual control for high cooperative control. Based on the created individual control execution schedule, the cooperative control execution management unit also creates a communication schedule for communication data to be communicated between the two or more different electronic control devices.
The vehicle control system according to claim 5 , wherein each of the plurality of control units communicates communication data according to a communication schedule created by the cooperative control execution management unit. When the cooperative control execution management unit cannot create an execution schedule for individual control for cooperative control that is required to be executed simultaneously so as not to interfere with the individual control for cooperative control having a high priority determined above, the above-mentioned Based on the data input / output relationship between the individual controls stored in the storage unit, whether or not the previously determined individual control for high-priority cooperative control can shift the execution timing. Any one of claims 1, 3 to 6 for resetting the execution schedule of the individual control for the high-priority cooperative control defined above when the determination is made and it is determined that the execution timing can be shifted. The vehicle control system described in.

Images