JP7359096B2 - Vehicle control device - Google Patents

Description

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

2. Description of the Related Art A vehicle control device that includes a first control device and a second control device, controls a vehicle, and also updates vehicle control software used to control the vehicle is well known. For example, the control device described in Patent Document 1 is one such example. This patent document 1 includes a communication control device, a first memory area, and a second memory area, starts a control program stored in the first memory area to perform normal control, and also performs communication control. a control device for rewriting a control program in a first memory area to a received new program when a rewrite request transmitted via the control device is received, the control device for controlling rewriting the control program in the first memory area; It has been disclosed that when writing a new program to a computer, the control program in the first memory area is transferred to and stored in the second memory area before writing.

Japanese Patent Application Publication No. 2016-118879

By the way, if you refer to Patent Document 1, a storage device different from the first storage device included in the first control device is prepared in the first control device, and when performing the update process, the By backing up the vehicle control software to another storage device, the update process of rewriting the vehicle control software stored in the first storage device using new software that updates the vehicle control software can be performed. If the process is not completed normally, the vehicle control software backed up in another storage device can be written back to the first storage device, and the current vehicle control software can be restored and used to control the vehicle. However, the first control device requires a large-capacity storage device as a whole.

The present invention has been made against the background of the above circumstances, and its purpose is to restore the current vehicle control software and update the vehicle even if the update process of the current vehicle control software fails. An object of the present invention is to provide a vehicle control device that can be used for control and can suppress an increase in the capacity of the entire storage device of a first control device.

The gist of the first invention is as follows: (a) a vehicle that includes a first control device and a second control device, controls a vehicle, and performs updating processing of vehicle control software used to control the vehicle; (b) a first storage device provided in the first control device and storing the vehicle control software; and (c) a control device provided in the second control device for controlling the vehicle. (d) a vehicle control execution unit that controls the vehicle using the vehicle control software; (e) the second storage device; (f) an update processing unit that performs an update process of the vehicle control software by writing the stored new software into the first storage device; and (f) prior to the update process by the update processing unit, (g) a backup processing unit that writes the vehicle control software to be updated stored in the device into the second storage device; (g) the new software that is already stored in the second storage device and whose writing has been completed; When storing another new software in the second storage device, prior to the update process by the update process unit using the new software that has been written, the backup process unit causes the vehicle to be updated. Calculate the estimated writable free space of the second storage device in a predicted state in which control software is written to the second storage device, and if the estimated free space is less than the capacity of the another new software. In some cases, the software may further include a reception permission processing unit that refuses writing of the other new software to the second storage device .

Further, in a second invention, in the vehicle control device according to the first invention, the backup processing section is configured to perform the second The purpose of the present invention is to write the vehicle control software to be updated, which has been written in the storage device, into the first storage device.

Further, a third invention is the vehicle control device according to the first invention or the second invention, in which the backup processing section is configured to perform a process when the update processing by the update processing section is normally performed. and erasing the vehicle control software to be updated written in the second storage device from the second storage device.

Further, a fourth invention is the vehicle control device according to any one of the first to third inventions, wherein the update processing section is configured to update the update target by the vehicle control execution section. The update process is performed when the vehicle is not controlled using vehicle control software.

According to the first invention, the new software stored in the second storage device of the second control device is written to the first storage device of the first control device, so that the software for controlling the vehicle stored in the first storage device is Prior to the software update process, the vehicle control software to be updated is written to the second storage device, so if writing of the new software is not completed normally, that is, if writing of the new software fails, The current vehicle control software to be updated that has been backed up in the storage device can be written back to the first storage device. Therefore, even if the update process of the current vehicle control software fails, the current vehicle control software can be restored and used for controlling the vehicle, and the capacity of the entire storage device of the first control device can be increased. can be suppressed.
In addition, when new software that is different from the new software that has already been written to the second storage device is stored in the second storage device, the update process using the new software that has been written to the second storage device can be performed. If the estimated free space of the second storage device is less than the capacity of another new software in a state where the vehicle control software to be updated is previously written to the second storage device, the second storage device Avoiding a situation in which the vehicle control software to be updated cannot be backed up to the second storage device when performing an update process using new software that has already been written, since writing another new software to the storage device is rejected. can do.

Further, according to the second invention, if the update processing of the vehicle control software stored in the first storage device is not performed normally, the update written in the second storage device before the update processing is performed. Since the target vehicle control software is written to the first storage device, even if the update process of the current vehicle control software fails, the vehicle can be controlled using the current vehicle control software.

Further, according to the third invention, when the update processing of the vehicle control software stored in the first storage device is performed normally, the update target written in the second storage device before the update processing Since the vehicle control software is deleted from the second storage device, the backed up vehicle control software will not remain stored in the second storage device even after the vehicle control software update process is successful. It is possible to appropriately secure free space in the storage device.

Further, according to the fourth invention, when the vehicle control software to be updated is not being controlled to control the vehicle, the updating process for the vehicle control software to be updated is performed. It is possible to prevent a problem from occurring in the control operation of the vehicle when performing software update processing.

1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and a diagram illustrating a vehicle control device. 2 is an operation diagram illustrating the relationship between the speed change operation of the mechanical stepped transmission section of FIG. 1 and the combination of operations of the engagement device used therein. FIG. 2 is a collinear diagram showing the relative relationship between the rotational speeds of each rotating element in the electric continuously variable transmission section and the mechanical stepwise variable transmission section of FIG. 1. FIG. FIG. 2 is a diagram illustrating an example of a configuration for updating vehicle control software via wireless communication. FIG. 2 is a diagram showing an example of an AT gear shift map used for speed change control of the mechanical stepped transmission section of FIG. 1 and a driving mode switching map used for driving mode switching control, and a diagram showing the relationship between them. There is also. FIG. 7 is a diagram illustrating an example of a case where there is a write request from the server while the received new software is stored in the second storage device, and shows a case where writing of another new software is permitted. This is a diagram showing an example different from FIG. 6 when there is a write request from the server while the received new software is stored in the second storage device, and the writing of another new software is rejected. This shows the case where This is a flowchart illustrating the main part of the control operation of the vehicle control device, and even if the current software update process fails, the current software can be restored and used for controlling the vehicle, and the current software can be restored and used for controlling the vehicle. 3 is a flowchart illustrating a control operation for suppressing an increase in the capacity of a storage device.

In an embodiment of the present invention, the transmission ratio in the automatic transmission is "rotational speed of input-side rotating member/rotational speed of output-side rotating member". The high side of this gear ratio is the high vehicle speed side where the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side where the gear ratio increases. For example, the lowest side gear ratio is a gear ratio on the lowest vehicle speed side where the vehicle speed is lowest, and is a maximum gear ratio where the gear ratio has the largest value.

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

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

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

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

The power transmission device 12 includes an electric continuously variable transmission section 18, a mechanical stepped transmission section 20, etc., which are arranged in series on a common axis within the case 16. The electric continuously variable transmission section 18 is connected to the engine 14 directly or indirectly via a damper (not shown) or the like. The mechanical stepped transmission section 20 is connected to the output side of the electric continuously variable transmission section 18 . The power transmission device 12 also includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped transmission section 20, a pair of axles 26 connected to the differential gear device 24, etc. ing. The axle 26 is connected to drive wheels 28 included in the vehicle 10. Hereinafter, the electric continuously variable transmission section 18 will be referred to as the continuously variable transmission section 18, and the mechanical stepped transmission section 20 will be referred to as the stepped transmission section 20. Further, the continuously variable transmission section 18, the stepped transmission section 20, etc. are constructed approximately symmetrically with respect to the above-mentioned common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 30 which is an input rotating member of the continuously variable transmission section 18 connected to the crankshaft, and the like.

The continuously variable transmission section 18 serves as a power splitting mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 14 between the first rotating machine MG1 and an intermediate transmission member 32, which is an output rotating member of the continuously variable transmission section 18. A differential mechanism 34 is provided. A second rotating machine MG2 is connected to the intermediate transmission member 32 so that power can be transmitted thereto. The continuously variable transmission unit 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 34 is controlled by controlling the operating state of the first rotary machine MG1. The continuously variable transmission unit 18 is operated as an electrically continuously variable transmission in which the speed ratio (also referred to as gear ratio) γ0 (=engine rotation speed Ne/MG2 rotation speed Nm) is changed. The engine rotational speed Ne is the rotational speed of the engine 14 and has the same value as the input rotational speed of the continuously variable transmission section 18, that is, the rotational speed of the connecting shaft 30. The MG2 rotational speed Nm is the rotational speed of the second rotating machine MG2, and has the same value as the output rotational speed of the continuously variable transmission section 18, that is, the rotational speed of the intermediate transmission member 32. The first rotating machine MG1 is a rotating machine whose engine rotational speed Ne can be controlled, and corresponds to a differential rotating machine. Note that controlling the operating state of the first rotating machine MG1 means controlling the operation of the first rotating machine MG1.

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

The stepped transmission section 20 is a mechanical transmission mechanism as a stepped transmission that constitutes a part of the power transmission path between the intermediate transmission member 32 and the driving wheels 28, that is, the continuously variable transmission section 18 and the driving wheels 28. This is a mechanical transmission mechanism that forms part of the power transmission path between the two. The intermediate transmission member 32 also functions as an input rotating member of the stepped transmission section 20. A second rotating machine MG2 is connected to the intermediate transmission member 32 so as to rotate therewith. The second rotating machine MG2 is a rotating machine that functions as a driving force source capable of generating driving force, and corresponds to a traveling driving rotating machine. Further, the engine 14 is connected to the input side of the continuously variable transmission section 18. Therefore, the stepped transmission section 20 is an automatic transmission that constitutes a part of the power transmission path between the driving power source (engine 14, second rotating machine MG2) and the driving wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices such as a first planetary gear device 36 and a second planetary gear device 38, and a plurality of clutches C1, C2, brake B1, and brake B2 including one-way clutch F1. This is a known planetary gear type automatic transmission equipped with an engagement device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 will be simply referred to as the engagement device CB unless otherwise distinguished.

The engagement device CB is a hydraulic friction engagement device that includes a multi-disc or single-disc clutch or brake that is pressed by a hydraulic actuator, a band brake that is tightened by a hydraulic actuator, or the like. The respective torque capacities of the engagement devices CB are changed by the regulated engagement pressures of the engagement devices CB output from the respective solenoid valves SL1 to SL4, etc. in the hydraulic control circuit 56 provided in the vehicle 10. As a result, the operating states such as engagement and release are switched.

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

The stepped transmission section 20 changes the gear ratio γat (=AT input rotation speed Ni/output rotation speed No) by engaging one of the plurality of engagement devices, for example, a predetermined engagement device. This is a stepped transmission in which one of a plurality of gears (also referred to as gears) having different speeds is formed. That is, in the stepped transmission section 20, when any one of the plurality of engagement devices is engaged, the gear stage is switched, that is, the gear is changed. In this embodiment, the gear stage formed by the stepped transmission section 20 is referred to as an AT gear stage. The AT input rotational speed Ni is the input rotational speed of the stepped transmission section 20, that is, the rotational speed of the intermediate transmission member 32, and has the same value as the MG2 rotational speed Nm. The AT input rotational speed Ni can be expressed as the MG2 rotational speed Nm. The output rotational speed No is the output rotational speed of the stepped transmission section 20, that is, the rotational speed of the output shaft 22. The output rotational speed No is also the output rotational speed of the compound transmission 40, which is the entire automatic transmission including the continuously variable transmission section 18 and the stepped transmission section 20. Note that the engine rotation speed Ne is also the input rotation speed of the compound transmission 40.

For example, as shown in the engagement operation table of FIG. 2, the stepped transmission section 20 has a plurality of AT gears, from AT 1st gear ("1st" in the diagram) to AT 4th gear ("4th" in the diagram). '') four forward AT gear stages are formed. The transmission ratio γat of the AT first gear is the largest, and the higher the AT gear, the smaller the transmission ratio γat. Further, the AT gear stage for reverse movement ("Rev" in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, when traveling backward, for example, the AT 1st gear is established. The engagement operation table in FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table in FIG. 2 summarizes the relationship between each AT gear and a predetermined engagement device that is engaged in each AT gear. In FIG. 2, "○" indicates engagement, "△" indicates engagement during engine braking or coast downshifting of the stepped transmission section 20, and blank spaces indicate disengagement.

In the stepped transmission section 20, an electronic control device 90 (to be described later) switches between AT gears formed according to the driver's accelerator operation, vehicle speed V, etc., that is, a plurality of AT gears are selectively switched. is formed. For example, in the speed change control of the stepped transmission section 20, the speed change is performed by changing the grip of any of the engagement devices CB, that is, the speed change is performed by switching between engagement and disengagement of the engagement device CB. A so-called clutch-to-clutch shift is performed.

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

FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the continuously variable transmission section 18 and the stepped transmission section 20. As shown in FIG. In FIG. 3, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 34 constituting the continuously variable transmission section 18 indicate, in order from the left side, the line of the sun gear S0 corresponding to the second rotating element RE2. The g-axis represents the rotational speed, the e-axis represents the rotational speed of the carrier CA0 corresponding to the first rotational element RE1, and the rotational speed of the ring gear R0 corresponding to the third rotational element RE3 (i.e., the rotational speed of the stepped transmission section 20). The m-axis represents the input rotational speed. In addition, four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission section 20 indicate, from the left, the rotational speed of the sun gear S2 corresponding to the fourth rotational element RE4, and the rotational speed of the sun gear S2 corresponding to the fifth rotational element RE5. The rotational speed of the connected ring gear R1 and carrier CA2 (i.e., the rotational speed of the output shaft 22), the rotational speed of the mutually connected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the rotational speed of the mutually connected carrier CA1 and ring gear R2 corresponding to the seventh rotational element RE7 These axes each represent the rotational speed of sun gear S1. The mutual spacing between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ0 of the differential mechanism 34. Further, the mutual intervals between the vertical lines Y4, Y5, Y6, and Y7 are determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear units 36 and 38, respectively. In the relationship between the vertical axes of the collinear chart, if the distance between the sun gear and the carrier is set to ``1'', the distance between the carrier and the ring gear is the gear ratio ρ (=number of teeth of the sun gear/ring gear) of the planetary gear. The interval corresponds to the number of teeth).

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

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

The straight line L0e and the straight lines L1, L2, L3, and L4 shown by solid lines in FIG. It shows the relative speed of the rotating elements. HV driving is engine driving in which the vehicle uses at least the driving force from the engine 14. In this HV driving mode, in the differential mechanism 34, MG1 torque Tg, which is a negative torque reaction torque from the first rotary machine MG1, is input to the sun gear S0 in response to the positive engine torque Te input to the carrier CA0. Then, a direct engine torque Td (=Te/(1+ρ0)=-(1/ρ0)×Tg) appears in the ring gear R0, which becomes a positive torque in the normal rotation. Then, depending on the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10 to select one of the AT gears from the AT 1st gear to the AT 4th gear. is transmitted to the drive wheels 28 via the stepped transmission section 20 formed with the following. The first rotating machine MG1 functions as a generator when generating negative torque during forward rotation. The power Wg generated by the first rotating machine MG1 is charged into the battery 54 or consumed by the second rotating machine MG2. The second rotating machine MG2 outputs the MG2 torque Tm using all or part of the generated power Wg, or using the power from the battery 54 in addition to the generated power Wg. In this way, the first rotating machine MG1 is a rotating machine that outputs a reaction torque to the engine torque Te so as to transmit the driving force from the engine 14.

The straight line L0m shown by the dashed line in FIG. 3 and the straight lines L1, L2, L3, L4 shown by the solid line in FIG. It shows the relative speed of each rotating element during forward travel in the EV travel mode in which travel (=EV travel) is possible. EV driving is motor driving using only the driving force from the second rotating machine MG2. During EV travel in forward travel in the EV travel mode, carrier CA0 is set to zero rotation, and MG2 torque Tm, which becomes positive torque when rotated in the forward direction, is input to ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is brought into an unloaded state and is idled at negative rotation. That is, in forward driving in the EV driving mode, the engine 14 is not driven, the engine rotational speed Ne is zero, and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10 between the AT 1st gear and the AT 4th gear. The transmission is transmitted to the driving wheels 28 via the stepped transmission section 20 in which one of the AT gears is formed. The MG2 torque Tm here is a power running torque of positive rotation and positive torque.

A straight line L0R and a straight line LR shown by broken lines in FIG. 3 indicate the relative speed of each rotating element during reverse travel in the EV travel mode. When traveling backward in this EV driving mode, the MG2 torque Tm, which becomes a negative torque at negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the driving torque for the vehicle 10 in the reverse direction to form the AT 1st gear. It is transmitted to the drive wheels 28 via the stepped transmission section 20. In the vehicle 10, an electronic control device 90, which will be described later, sets a low forward AT gear among a plurality of AT gears, such as an AT 1st gear, when the vehicle 10 is running forward. Reverse travel can be performed by outputting the MG2 torque Tm for reverse travel, which has the opposite polarity to the MG2 torque Tm, from the second rotary machine MG2. The MG2 torque Tm here is a powering torque of negative rotation and negative torque. Note that even in the HV driving mode, it is possible to cause the second rotary machine MG2 to rotate negatively as in the straight line L0R, so it is possible to perform backward driving similarly to the EV driving mode.

The vehicle 10 is a hybrid vehicle that includes an engine 14 and a second rotating machine MG2 as a driving force source for driving. In the power transmission device 12, the power output from the engine 14 and the second rotating machine MG2 is transmitted to the stepped transmission section 20, and from the stepped transmission section 20 to the drive wheels 28 via the differential gear device 24 and the like. communicated. In this way, the power transmission device 12 transmits the driving force from the driving power source (engine 14, second rotating machine MG2) to the driving wheels 28. Note that power also means torque and force unless otherwise specified.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 as a controller that includes a control device for the vehicle 10 related to controlling the engine 14, the continuously variable transmission section 18, the stepped transmission section 20, and the like. FIG. 1 is a diagram showing the input/output system of the electronic control device 90, and is also a functional block diagram illustrating the main parts of the control functions by the electronic control device 90. The electronic control device 90 includes, for example, a so-called microcomputer equipped with a CPU, RAM, ROM, input/output interface, etc., and the CPU uses the temporary storage function of the RAM and executes programs stored in the ROM in advance. Various controls of the vehicle 10 are performed by performing signal processing. The electronic control device 90 is configured for driving force source control, stepped transmission control, etc. as necessary.

The electronic control device 90 includes various sensors installed in the vehicle 10 (for example, an engine rotation speed sensor 60, an output rotation speed sensor 62, an MG1 rotation speed sensor 64, an MG2 rotation speed sensor 66, an accelerator opening sensor 68, and a throttle valve). Opening sensor 70, brake pedal sensor 71, steering sensor 72, driver status sensor 73, G sensor 74, yaw rate sensor 76, battery sensor 78, oil temperature sensor 79, vehicle surrounding information sensor 80, vehicle position sensor 81, external network communication various signals based on detected values (for example, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, first rotating machine MG1 rotational speed Ng, which is the rotational speed of MG1, MG2 rotational speed Nm, which is the same value as the AT input rotational speed Ni, accelerator opening degree θacc, which is the driver's accelerator operation amount that represents the magnitude of the driver's acceleration operation, and electronic throttle. Throttle valve opening θth, which is the opening of the valve; brake-on signal Bon, which is a signal indicating that the driver is operating the brake pedal to operate the wheel brake; and the magnitude of the brake pedal depression by the driver. the steering angle θsw and steering direction Dsw of the steering wheel provided in the vehicle 10, the steering-on signal SWon, which is a signal indicating the state in which the steering wheel is held by the driver, and the driver's state. the driver status signal Drv, the longitudinal acceleration Gx and the lateral acceleration Gy of the vehicle 10, the yaw rate Ryaw, which is the rotational angular velocity of the vehicle 10 around the vertical axis, the battery temperature THbat of the battery 54, the battery charging/discharging current Ibat, and the battery voltage. Vbat, hydraulic oil temperature THoil which is the temperature of hydraulic oil OIL, vehicle surrounding information Iard, location information Ivp, communication signal Scom, navigation information Inavi, signal indicating settings by the driver in driving support controls such as automatic driving control and cruise control. A driving support setting signal Sset, an operating position POSsh of a shift lever provided in the vehicle 10, etc.) are respectively supplied.

The driver's accelerator operation amount is an acceleration operation amount that is the operation amount of an accelerator operation member such as an accelerator pedal, and is an output request amount of the driver to the vehicle 10. In addition to the accelerator opening θacc, the throttle valve opening θth can also be used as the driver's output request amount.

The driver status sensor 73 includes at least one of a camera that photographs the driver's facial expressions and pupils, a biological information sensor that detects biological information of the driver, and detects the driver's line of sight and face direction. , acquire the driver's condition such as eyeball and facial movements, heartbeat condition, etc.

The vehicle surrounding information sensor 80 includes, for example, at least one of a lidar, a radar, an on-vehicle camera, and the like, and directly acquires information regarding the road on which the vehicle is traveling and information regarding objects existing around the vehicle. The lidar is, for example, a plurality of lidars that detect objects in front of the vehicle 10, objects on the sides, objects behind the vehicle 10, etc., or one lidar that detects objects all around the vehicle 10, and the detected objects Object information related to the vehicle is output as vehicle surrounding information Iard. The radars are, for example, a plurality of radars that respectively detect objects in front of the vehicle 10, objects near the front, objects near the rear, etc., and output object information regarding the detected objects as vehicle surrounding information Iard. The object information from the lidar or radar includes the distance and direction of the detected object from the vehicle 10. The vehicle-mounted camera is, for example, a monocular camera or a stereo camera that photographs the front and rear of the vehicle 10, and outputs the photographed information as vehicle surrounding information Iard. This imaging information includes information such as lanes on the driving path, signs on the driving path, parking spaces, and other vehicles, pedestrians, and obstacles on the driving path.

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

The navigation system 83 is a known navigation system that includes a display, speakers, and the like. The navigation system 83 specifies the vehicle position on pre-stored map data based on the position information Ivp. The navigation system 83 displays the vehicle's position on a map displayed on a display. When a destination is input, the navigation system 83 calculates a driving route from the departure point to the destination, and instructs the driver about the driving route through a display, a speaker, or the like. The navigation information Inavi includes, for example, map information such as road information and facility information based on map data stored in the navigation system 83 in advance. The road information includes information such as types of roads such as city roads, suburban roads, mountain roads, and expressways, branching and merging of roads, road gradients, and speed limits. The facility information includes information such as the type, location, and name of bases such as supermarkets, stores, restaurants, parking lots, parks, service providers for the vehicle 10, homes, and service areas on expressways. The service area is, for example, a base on an expressway that has facilities such as parking, meals, and refueling.

The driving support setting switch group 84 includes an automatic driving selection switch for executing automatic driving control, a cruise switch for executing cruise control, a switch for setting the vehicle speed in cruise control, and a switch for setting the vehicle speed to the preceding vehicle in cruise control. It includes switches for setting the vehicle, and switches for executing lane keep control to maintain the set lane while driving.

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

From the electronic control device 90, each device provided in the vehicle 10 (for example, the engine control device 50, the inverter 52, the hydraulic control circuit 56, the external network communication antenna 82, the wheel brake device 86, the steering device 88, the information dissemination device 89) etc.), various command signals (for example, an engine control command signal Se for controlling the engine 14, a rotating machine control command signal Smg for controlling each of the first rotating machine MG1 and the second rotating machine MG2, and an engagement device CB). A hydraulic control command signal Sat for controlling the operating state, a communication signal Scom, a brake control command signal Sbra for controlling the braking torque of the wheel brake, a steering control command signal for controlling the steering of the wheels (especially the front wheels) Sste, information dissemination control command signal Sinf for warning or informing the driver, etc.) are output.

The wheel brake device 86 is a brake device that applies braking torque to the wheels by means of a wheel brake. The wheel brake device 86 supplies brake hydraulic pressure to a wheel cylinder provided in a wheel brake in response to a driver's depression of a brake pedal, for example. In the wheel brake device 86, under normal conditions, master cylinder hydraulic pressure generated from the brake master cylinder and having a magnitude corresponding to the brake operation amount Bra is supplied to the wheel cylinders as brake hydraulic pressure. On the other hand, in the wheel brake device 86, for example, during ABS control, sideslip prevention control, vehicle speed control, automatic driving control, etc., the brake hydraulic pressure required for each control is controlled to generate braking torque by the wheel brake. Supplied to wheel cylinders. The wheels are a driving wheel 28 and a driven wheel (not shown).

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

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

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

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

The transceiver 100 is a device that communicates with a server 200 that exists separately from the vehicle 10 and is an external device other than the vehicle 10 .

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

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

The server 200 is a system connected to a network 220 outside the vehicle 10, as shown in FIG. The server 200 stores the new software 202 that has been uploaded. Server 200 transmits new software 202 to vehicle 10 as necessary. The server 200 functions as a software distribution center that distributes new software 202. The new software 202 is software that updates the vehicle control software 92. The new software 202 is the vehicle control software 92 obtained by rewriting the current vehicle control software 92 using the new software 202, that is, the updated vehicle control software 92. The new software 202 includes, for example, a plurality of types of new programs 202P, each of which targets a corresponding vehicle control program 92P, and a plurality of types of new data 202D, each of which targets a corresponding control data 92D. The new program 202P is the vehicle control program 92P obtained by rewriting the current vehicle control program 92P using the new program 202P, that is, the updated vehicle control program 92P. The new data 202D is the control data 92D obtained by rewriting the current control data 92D using the new data 202D, that is, the updated control data 92D. In this embodiment, the current vehicle control software 92 may also be referred to as current software 92.

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

As shown in FIG. 4, the transceiver 100 is connected to a network 220 via wireless communication R with a wireless device 230 outside the vehicle 10. The wireless device 230 is a transmitting/receiving device that is connected to the network 220 and transmits and receives various signals via wireless communication R.

The first gateway ECU 110 is connected to the transceiver 100, receives new software 202 transmitted from the server 200 via wireless communication R using the transceiver 100 as needed, and transmits the received new software 202. It is transmitted to the update control device 120. Note that in the vehicle 10, wireless communication R may be performed with the server 200 via the external network communication antenna 82.

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

The update control device 120 includes an update processing means, that is, an update processing section 122, and a second storage device 124 such as a rewritable ROM in order to realize a function of updating the vehicle control software 92.

The update processing unit 122 determines whether new software 202 that is distributed to the vehicle 10 and that needs to update the vehicle control software 92 exists in the server 200 . In other words, the update processing unit 122 receives a request from the server 200 to distribute new software 202 that needs to update the vehicle control software 92, that is, a request from the server 200 to write the new software 202 to the update control device 120. Determine whether there is a write request.

When the update processing unit 122 determines that there is a write request from the server 200, it outputs a command to the first gateway ECU 110 to receive, that is, download, the new software 202 from the server 200 via the wireless communication R. The update processing unit 122 stores the new software 202 received by the first gateway ECU 110 from the server 200 in the second storage device 124 as the received new software 126 . The second storage device 124 is a storage device that stores the new software 202 received from the server 200, that is, the received new software 126. The new after-reception software 126 includes a new after-reception program 126P, which is a new program 202P stored in the second storage device 124, and new after-reception data 126D, which is new data 202D stored in the second storage device 124. There is.

After receiving the new software 126, the update processing unit 122 uses the new software 126 to rewrite the vehicle control software 92 to be updated, that is, performs an update process for the vehicle control software 92. In other words, the update processing unit 122 updates the vehicle control software 92 by writing the new software 202 stored in the second storage device 124 into the first storage device 91.

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

The electronic control device 90 as the first control device and the update control device 120 as the second control device are the vehicle control device 150 that controls the vehicle 10 and performs update processing of the vehicle control software 92. In particular, the electronic control device 90 and the update control device 120 control the vehicle 10 and use new software 202 received via wireless communication R from the server 200, which is an external device separate from the vehicle 10. This is a vehicle control device 150 that performs update processing of vehicle control software 92. In this way, the vehicle control device 150 includes the electronic control device 90 and the update control device 120.

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

The AT shift control unit 93 uses an AT gear shift map as shown in FIG. A hydraulic control command signal Sat is output to the hydraulic control circuit 56 to execute the gear change control of the stepped transmission section 20 as necessary.

In FIG. 5, the AT gear shift map is a two-dimensional coordinate system using, for example, vehicle speed V and required driving force Frdem as variables. This is a predetermined relationship having a plurality of predetermined types of shift lines SH for determining whether or not to change the AT gear. Here, instead of the vehicle speed V, output rotational speed No. etc. may be used. Further, the required driving torque Trdem, the accelerator opening θacc, the throttle valve opening θth, etc. may be used instead of the required driving force Frdem. The plurality of types of shift lines SH include, for example, upshift lines SHua, SHub, and SHuc for determining an upshift as shown by a solid line, and downshift lines SHda for determining a downshift as shown by a broken line. Contains SHdb and SHdc.

The hybrid control unit 94 functions as an engine control unit that controls the operation of the engine 14, that is, an engine control unit, and a rotating machine control unit that controls the operations of the first rotating machine MG1 and the second rotating machine MG2 via the inverter 52. That is, it includes a function as a rotating machine control section, and executes hybrid drive control etc. by the engine 14, first rotating machine MG1, and second rotating machine MG2 by these control functions.

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

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

For example, when the continuously variable transmission section 18 is operated as a continuously variable transmission and the compound transmission 40 as a whole is operated as a continuously variable transmission, the hybrid control section 94 takes into consideration the optimum engine operating point, etc., and sets the required driving power Prdem. By controlling the engine 14 and the generated power Wg of the first rotary machine MG1 so that the engine rotational speed Ne and engine torque Te are such that the engine power Pe that achieves the Step-change speed control is executed to change the speed ratio γ0 of the continuously variable transmission section 18. As a result of this control, the gear ratio γt (=γ0×γat=Ne/No) of the compound transmission 40 when operated as a continuously variable transmission is controlled. The optimum engine operating point is predetermined as the engine operating point at which the total fuel efficiency of the vehicle 10 is the best, taking into consideration the fuel efficiency of the engine 14 alone, the charging/discharging efficiency of the battery 54, etc., when realizing the required engine power Pedem, for example. There is. This engine operating point is the operating point of the engine 14 expressed by the engine rotational speed Ne and the engine torque Te.

For example, when the continuously variable transmission section 18 is caused to shift like a stepped transmission and the entire compound transmission 40 is caused to shift like a stepped transmission, the hybrid control section 94 sets a predetermined relationship, for example, a stepped transmission. The shift map is used to determine the shift of the compound transmission 40, and the AT shift control unit 93 cooperates with the AT gear shift control of the stepped transmission unit 20 to selectively select a plurality of gears with different gear ratios γt. The speed change control of the continuously variable transmission section 18 is executed so that the following is achieved. The plurality of gears can be established by controlling the engine rotational speed Ne by the first rotary machine MG1 according to the output rotational speed No so as to maintain the respective gear ratios γt.

The hybrid control unit 94 selectively establishes an EV driving mode or an HV driving mode as the driving mode depending on the driving state. For example, the hybrid control unit 94 uses a driving mode switching map having a predetermined relationship, such as the one shown in FIG. is established, while if the required drive power Prdem is in a relatively large HV driving range, the HV driving mode is established.

In FIG. 5, the driving mode switching map is a boundary between the HV driving area and the EV driving area for switching between the HV driving mode and the EV driving mode, on a two-dimensional coordinate using, for example, the vehicle speed V and the required driving force Frdem as variables. It is a predetermined relationship with a line. Since the driving power source used for driving is switched when switching the driving mode, the above boundary line is used for controlling the switching of the driving power source, for example, as shown in the dashed line, between EV driving and HV driving. This is a predetermined driving force source switching line CP for determining whether to switch the driving mode. The driving force source switching line CP is also a predetermined driving range switching line for determining whether to switch between EV driving and HV driving. In addition, in FIG. 5, for convenience, this driving mode switching map is shown together with the AT gear shift map.

Even when the required drive power Prdem is in the EV driving range, the hybrid control unit 94 controls the hybrid control unit 94 when the state of charge value SOC of the battery 54 is less than a predetermined engine start threshold or when the engine 14 needs to be warmed up. In such cases, the HV driving mode is established. The engine start threshold is a predetermined threshold for determining that the state of charge SOC is such that it is necessary to forcibly start the engine 14 and charge the battery 54.

The hybrid control unit 94 performs engine start control to start the engine 14 when the HV driving mode is established when the engine 14 is stopped. When starting the engine 14, the hybrid control unit 94 increases the engine rotation speed Ne using the first rotary machine MG1, and ignites the engine when the engine rotation speed Ne becomes equal to or higher than a predetermined ignition-enabled rotation speed. This starts the engine 14. That is, the hybrid control unit 94 starts the engine 14 by cranking the engine 14 using the first rotating machine MG1.

The braking force control unit 95 controls, for example, the driver's accelerator operation (e.g., accelerator opening θacc, reduction rate of accelerator opening θacc), vehicle speed V, slope of a downhill road, and driver's brake operation for operating the wheel brake ( For example, the target deceleration is calculated based on the brake operation amount Bra, the rate of increase in the brake operation amount Bra, etc., and the required braking force Bdem for realizing the target deceleration is set using a predetermined relationship. The braking force control unit 95 generates a braking force for the vehicle 10 so that the required braking force Bdem is obtained while the vehicle 10 is running at a deceleration.

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

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

As the driving control of the vehicle 10, the driving control unit 96 can perform manual driving control to drive the vehicle 10 based on the driver's driving operation, and driving support control to drive the vehicle 10 regardless of the driver's driving operation. It is possible. The manual driving control is driving control in which the vehicle is driven manually by the driver's driving operation. The manual driving is a driving method in which the vehicle 10 is driven normally by the driver's driving operations such as accelerator operation, brake operation, and steering operation. The driving support control is, for example, driving control in which the vehicle travels with driving support that automatically supports driving operations. The driving support is performed by automatically performing acceleration, deceleration, braking, etc. by the electronic control device 90 based on signals and information from various sensors, regardless of the driver's driving operation (intention). This is a driving method for driving. The driving support control automatically sets a target driving state based on, for example, the destination or map information input by the driver, and automatically controls acceleration, deceleration, braking, steering, etc. based on the target driving state. This includes automatic driving control that allows the vehicle to run automatically. Note that the driving support control may include cruise control in which the driver performs some driving operations such as steering operations, and automatically performs acceleration, deceleration, braking, etc.

If the automatic driving selection switch, cruise switch, etc. in the driving support setting switch group 84 are turned off and driving with driving support is not selected, the driving control unit 96 establishes a manual driving mode and performs manual driving control. Execute. The operation control unit 96 issues commands to control the stepped transmission unit 20, the engine 14, the rotary machines MG1, MG2, and the wheel brake device 86, respectively, so as to perform acceleration, deceleration, and braking according to the driver's operation, for example. is output to the AT shift control section 93, hybrid control section 94, and braking force control section 95 to perform manual driving control.

When the automatic driving selection switch in the driving support setting switch group 84 is operated by the driver to select automatic driving, the driving control unit 96 establishes an automatic driving mode and executes automatic driving control. Specifically, the driving control unit 96 uses a destination input by the driver, vehicle position information based on location information Ivp, map information based on navigation information Inavi, etc., and various information on the driving route based on vehicle surrounding information Iard. A target driving state is automatically set based on information etc. The driving control unit 96 controls the stepped transmission unit 20, the engine 14, the rotating machines MG1, MG2, and the wheel brake device 86 so as to automatically perform acceleration/deceleration, braking, and steering based on the set target driving state. In addition to outputting control commands to the AT shift control section 93, hybrid control section 94, and braking force control section 95, a steering control command signal Sste for controlling the steering of the front wheels is output to the steering device 88. This enables automatic driving control.

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

The control data 92D includes, for example, a plurality of types of shift lines SH, a driving power source switching line CP, a correction value as a learning value by learning control of the control value Sct used to control the vehicle 10, or a limit value GD that limits the correction amount. Contains such as. The control value Sct is various command signals such as an engine control command signal Se, a rotating machine control command signal Smg, a hydraulic control command signal Sat, a brake control command signal Sbra, and a steering control command signal Sste. Specifically, the control value Sct is the hydraulic pressure controlled to change the engagement pressure of the engagement device CB whose operating state is switched during the transition of the shift control of the stepped transmission section 20 by the AT shift control section 93. This includes an engagement pressure command value as a control command signal Sat. The AT shift control section 93 corrects the engagement pressure command value by learning control so that the shift time becomes appropriate while suppressing shift shock in the shift control of the stepped transmission section 20, for example. The limit value GD is a predetermined guard value for limiting, for example, a change in the control value Sct due to learning control from being too large, and is predetermined for each different control value Sct.

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

By the way, when updating the current software 92 using the new software 202, that is, the received new software 126, there is a situation where writing of the received new software 126 to the electronic control unit 90, that is, the first storage device 91 fails. may occur. In the process of updating the vehicle control software 92, the new software 126 is written after reception, for example, after erasing the current software 92 or overwriting the storage area of the current software 92. Therefore, if a situation occurs in which writing of the new software 126 after reception fails, it becomes impossible to control the vehicle 10 using the updated vehicle control software 92. On the other hand, the electronic control device 90 backs up the current software 92 before updating the vehicle control software 92. By doing this, when writing of the new software 126 fails after receiving it, the backed up current software 92 can be written back to the first storage device 91 and the current software 92 can be restored and used for controlling the vehicle 10. can. At this time, it is conceivable to previously provide a storage area in the electronic control device 90 as a backup destination for the current software 92. In this case, the electronic control unit 90 requires a large-capacity storage device as a whole.

The vehicle 10 includes an update control device 120 separate from the electronic control device 90, and the second storage device 124 of the update control device 120 is stored, for example, when update processing of the vehicle control software 92 is pending. It has a certain capacity or more in preparation for storing multiple types of new software 202, such as when there is a request to distribute multiple types of new software 202 from the server 200. Therefore, the electronic control device 90 backs up the current vehicle control software 92 in the second storage device 124 before updating the vehicle control software 92.

Specifically, even if the current vehicle control software 92 fails to update, the electronic control device 90 can restore the current vehicle control software 92 and use it to control the vehicle 10. In order to suppress an increase in the capacity of the entire storage device of the control device 90, the control device 90 is further provided with a state determining means, that is, a state determining section 98, and a backup processing means, that is, a backup processing section 99.

If the new software 126 is present in the second storage device 124 after receiving it, the state determination unit 98 performs an update process of the vehicle control software 92 to be updated, that is, the reception to the first storage device 91 of the electronic control device 90. It is then determined whether writing of the new software 126 is permitted. The state determination unit 98 determines whether or not the current control operation of the vehicle 10 will be affected even if the update process of the vehicle control software 92 to be updated is executed, after receiving the information in the first storage device 91. It is determined whether writing of the new software 126 is permitted.

If the vehicle control execution unit 97 is currently executing a control process using the vehicle control software 92 to be updated, the status determination unit 98 determines that the update process for the vehicle control software 92 to be updated is executed. If so, it is determined that there is a problem with the current control operation of the vehicle 10.

For example, EV driving is driving using vehicle control software 92 related to control of EV driving. Therefore, if updating processing of the vehicle control software 92 related to control of EV driving is performed during EV driving, a problem will occur in EV driving. On the other hand, even if updating processing of vehicle control software 92 other than the vehicle control software 92 related to control of EV driving is performed during EV driving, the EV driving is unlikely to be hindered. The vehicle control software 92 related to the control of EV driving is, for example, the MG2 program 92Pm2. The vehicle control software 92 other than the vehicle control software 92 related to the control of EV driving includes, for example, the vehicle control software 92 related to the control of HV driving, the shift line SH, the driving power source switching line CP, the limit value GD, etc. . The vehicle control software 92 related to the control of HV driving includes, for example, an engine program 92Peg, an MG1 program 92Pm1 that controls the first rotary machine MG1 that outputs a reaction torque to the engine torque Te, and the like. When the vehicle is running in an EV mode, the state determining unit 98 does not permit writing of the received new software 126 to the first storage device 91, which updates the vehicle control software 92 related to the control of the EV mode. When the state determining unit 98 is in EV driving, the state determining unit 98 stores the received new software 126 to the first storage device 91, which targets the vehicle control software 92 other than the vehicle control software 92 related to the control of EV driving. Allow writing. Even when the vehicle is not running in an EV, it is determined whether or not to permit writing of the received new software 126 into the first storage device 91 from the same viewpoint as during running in an EV as described above.

In addition, the learning control of the control value Sct by the vehicle control device 150 is performed, for example, after the control of a certain type of vehicle 10 that is the object of the learning control is once completed, the control value Sct used for the next control of the same type of vehicle 10 is This is a control that corrects Sct by learning. Therefore, learning control is not performed while any type of vehicle 10 that is subject to learning control is being controlled. Therefore, even if the process of updating the limit value GD in the learning control is executed, there is no problem with the current control operation of the vehicle 10. For this reason, the state determining unit 98 allows writing of the new post-reception software 126 that updates the limit value GD, regardless of the current control operation of the vehicle 10.

If the state determining unit 98 determines that writing of the received new software 126 to the first storage device 91 is not permitted, the update processing unit 122 updates the vehicle to be updated using the received new software 126. The update process of the control software 92 is put on hold. If the status determining unit 98 determines that writing of the new software 126 after reception into the first storage device 91 is permitted, the update processing unit 122 prevents writing of the new software 126 after reception into the first storage device 91. implement. In this way, the update processing unit 122 updates the vehicle control software 92 to be updated when the vehicle control execution unit 97 is not controlling the vehicle 10 using the vehicle control software 92 to be updated. Perform processing.

Prior to the updating process of the vehicle control software 92 by the update processing unit 122, the backup processing unit 99 stores the vehicle control software 92 to be updated stored in the first storage device 91 in the second storage of the update control device 120. Write to device 124.

The state determining unit 98 determines whether the backup processing unit 99 has completed writing the vehicle control software 92 to be updated into the second storage device 124.

When the status determination unit 98 determines that the backup processing unit 99 has completed writing the vehicle control software 92 to be updated to the second storage device 124, the update processing unit 122 updates the first storage device 91. After the stored vehicle control software 92 to be updated is deleted from the first storage device 91 by the backup processing unit 99, writing of the received new software 126 to the first storage device 91 is started. In addition, when writing the new software 126 after reception overwrites the vehicle control software 92 to be updated, the vehicle control software 92 does not need to be erased.

The status determining unit 98 determines whether writing of the received new software 126 into the first storage device 91 by the update processing unit 122 has been completed. If the status determining unit 98 determines that writing of the new software 126 after being received by the update processing unit 122 into the first storage device 91 is completed, the status determining unit 98 determines that writing of the new software 126 after being received by the update processing unit 122 into the first storage device 91 is completed. It is determined whether the writing of the software 126 has failed, that is, whether the updating process of the vehicle control software 92 to be updated by the update processing unit 122 has not been performed normally. For example, the status determining unit 98 checks whether there are any errors in the received new software 126, that is, the updated vehicle control software 92 that has been written to the first storage device 91, by performing a so-called verification, thereby updating the update processing unit. After receiving the new software 126 into the first storage device 91 by 122, it is determined whether writing of the new software 126 has failed. Alternatively, the state determining unit 98 may operate the updated vehicle control software 92 in a virtual space to check whether abnormal control is being performed, thereby updating the first storage device 91 by the update processing unit 122. It may be determined whether writing of the new software 126 has failed after receiving the new software 126.

If the status determination unit 98 determines that the update processing of the vehicle control software 92 to be updated by the update processing unit 122 has not been performed normally, the backup processing unit 99 updates the update written to the second storage device 124. The target vehicle control software 92 is written into the first storage device 91.

The state determining unit 98 determines whether the backup processing unit 99 has completed writing the vehicle control software 92 to be updated, which was written in the second storage device 124, into the first storage device 91.

If the status determination unit 98 determines that the update processing of the vehicle control software 92 to be updated by the update processing unit 122 has been performed normally, the backup processing unit 99 stores the update target written in the second storage device 124. The vehicle control software 92 is deleted from the second storage device 124.

After the update processing unit 122 completes writing the received new software 126 to the first storage device 91, the received new software 126 stored in the second storage device 124 is erased from the second storage device 124, and the new received software 126 is deleted from the second storage device 124. The vehicle control software 92 written in the device 124 is erased from the second storage device 124. Therefore, the second storage device 124 basically backs up the capacity for storing the new software 202 requested to be written from the server 200 and the vehicle control software 92 to be updated with the new software 202. There is sufficient capacity for this purpose. However, when storing multiple types of new software 202, depending on the capacity of each new software 202, there is a possibility that the vehicle control software 92 to be updated may not be written to the second storage device 124 during the update process. . In such a case, the capacity for receiving and writing new software 202 different from the new software 202 already stored in the second storage device 124, that is, the received new software 126, from the server 200 is insufficient. This means that the second storage device 124 is insufficient. The update control device 120 rejects the writing of another new software 202 if the second storage device 124 does not have enough capacity to newly write another new software 202 .

FIG. 6 is a diagram showing an example of a case where a write request is received from the server 200 while the received new software 126 is stored in the second storage device 124, and writing of another new software 202 is permitted. Indicates the case where In FIG. 6, "Other capacity CSo" indicates the capacity CSo of software used to control the update processing unit 122 and the like. “Writing-completed new software capacity CSw” indicates the capacity CSw of the writing-completed new software 202 already stored in the second storage device 124, that is, the received new software 126. “Current software capacity CSp” indicates that the vehicle control software 92 to be updated is written to the second storage device 124 by the backup processing unit 99 prior to the update processing by the update processing unit 122 using the new software 202 that has been written. The figure shows the capacity CSp of the current software 92 to be updated in a predicted state. “Write requested software capacity CSd from server” indicates the capacity CSd of another new software 202 for which there was a write request from the server 200. “Update control device (second storage device) capacity SC” indicates the capacity SC of the second storage device 124. In FIG. 6, even if the "software capacity CSd requested from the server" is added to the capacity obtained by adding "other capacity CSo", "new software capacity CSw with completed writing", and "current software capacity CSp", Since the "update control device (second storage device) capacity SC" is not insufficient, writing of another new software 202 is permitted. That is, prior to the update process by the update process unit 122 using the new software 126 after reception, the backup process unit 99 writes the vehicle control software 92 to be updated into the second storage device 124. Since the estimated writable free capacity SCe (=SC-(CSo+CSw+CSp)) of the second storage device 124 is greater than or equal to the capacity CSd of another new software 202, writing of another new software 202 is permitted.

FIG. 7 is a diagram showing an example different from FIG. 6 when there is a write request from the server 200 while the received new software 126 is stored in the second storage device 124. This shows a case where writing of new software 202 is rejected. In FIG. 7, each wording such as "other capacity CSo" is the same as in FIG. 6. In FIG. 7, when adding the "software capacity CSd requested to write from the server" to the capacity obtained by adding "other capacity CSo", "new software capacity CSw for which writing has been completed", and "current software capacity CSp", the result is " Since the update control device (second storage device) capacity SC is exceeded, writing of another new software 202 is rejected. In other words, since the estimated writable free capacity SCe of the second storage device 124 is less than the capacity CSd of another new software 202, writing of another new software 202 is rejected.

The update control device 120 further includes a reception permission processing means, that is, a reception permission processing unit 128, in order to process whether or not the new software 202 for which a write request has been received from the server 200 can be written.

If the update processing unit 122 determines that there is a write request from the server 200, the reception permission processing unit 128 stores the write request from the server 200 in the capacity of the second storage device 124 of the update control device 120. It is determined whether there is enough room to write the existing new software 202. Specifically, if the received new software 126 is not stored in the second storage device 124, the reception permission processing unit 128 determines that the second storage device 124 has sufficient capacity. In addition, if the new software 126 is stored in the second storage device 124 after receiving it, the reception permission processing unit 128 calculates the estimated writable free space SCe of the second storage device 124, and calculates the estimated free space SCe. Based on whether or not the capacity SCe is greater than or equal to the capacity CSd of another new software 202 for which a write request has been made, it is determined whether there is sufficient capacity in the second storage device 124 (see FIGS. 6 and 7). ).

If the reception permission processing unit 128 determines that the second storage device 124 has sufficient capacity, it allows writing of the new software 202 to the second storage device 124 for which there has been a write request from the server 200. do. On the other hand, if the reception permission processing unit 128 determines that there is not enough capacity in the second storage device 124, the reception permission processing unit 128 writes another new software to the second storage device 124 for which there is a write request from the server 200. 202 is rejected. In this way, the reception permission processing unit 128 receives the new software 202 from the server 200 that is different from the written new software 202 already stored in the second storage device 124, that is, the received new software 126. When storing data in the second storage device 124, the estimated writable free capacity SCe of the second storage device 124 is calculated, and if the estimated free capacity SCe is less than the capacity CSd of another new software 202, the 2. Writing of another new software 202 to the storage device 124 is rejected.

The update processing unit 122 outputs a command to download the new software 202 to the first gateway ECU 110 when writing of the new software 202 is permitted by the reception permission processing unit 128, and the first gateway ECU 110 receives the command from the server 200. The new software 202 is written to the second storage device 124. On the other hand, if writing of the new software 202 is rejected by the reception permission processing unit 128, the update processing unit 122 suspends writing of the new software 202 to the second storage device 124.

FIG. 8 is a flowchart illustrating the main part of the control operation of the vehicle control device 150. Even if the update process of the current software 92 fails, the current software 92 can be revived and used to control the vehicle 10. , and is a flowchart illustrating a control operation for suppressing an increase in the capacity of the entire storage device of the electronic control device 90, and is executed repeatedly, for example.

In FIG. 8, first, in step S10 corresponding to the function of the update processing unit 122 (step will be omitted hereinafter), it is determined whether there is a write request from the server 200. If the determination at S10 is negative, this routine is ended. If the determination in S10 is affirmative, it is determined in S20, which corresponds to the function of the reception permission processing section 128, whether or not there is sufficient capacity of the update control device 120, that is, the second storage device 124. If the judgment in S20 is affirmative, in S30 corresponding to the functions of the reception permission processing section 128 and the update processing section 122, the new software 202 is written to the second storage device 124 for which there is a write request from the server 200. Writing is permitted, and the new software 202 received from the server 200 is written to the second storage device 124. If the judgment in S20 is negative, in S40 corresponding to the function of the reception permission processing unit 128, writing of another new software 202 to the second storage device 124 for which there was a write request from the server 200 is rejected. be done. Following the above S30 or following the above S40, in S50 corresponding to the function of the status determination section 98, writing of the new software 202, that is, the new software 126 after reception, to the electronic control device 90, that is, the first storage device 91 is permitted. It is determined whether or not. If the determination at S50 is negative, this routine is ended. If the determination in S50 is affirmative, in S60 corresponding to the function of the backup processing section 99, the current software 92 to be updated stored in the first storage device 91 is written to the second storage device 124. Next, in S70 corresponding to the function of the status determination unit 98, it is determined whether writing of the current software 92 to the second storage device 124 has been completed. If the determination at S70 is negative, the process returns to S60. If the determination in S70 is affirmative, the new software 126 is written into the first storage device 91 in S80, which corresponds to the function of the update processing section 122. Next, in S90 corresponding to the function of the status determination unit 98, it is determined whether writing of the received new software 126 to the first storage device 91 has been completed. If the determination at S90 is negative, the process returns to S80. If the determination in S90 is affirmative, it is determined in S100 corresponding to the function of the status determination unit 98 whether writing of the new software 126 after reception into the first storage device 91 has failed. If the determination in S100 is negative, the current software 92 written in the second storage device 124 is erased from the second storage device 124 in S110, which corresponds to the function of the backup processing section 99. If the determination in S100 is affirmative, the current software 92 written in the second storage device 124 is written in the first storage device 91 in S120, which corresponds to the function of the backup processing section 99. Next, in S130 corresponding to the function of the status determination unit 98, it is determined whether writing of the current software 92 written in the second storage device 124 to the first storage device 91 is completed. If the determination at S130 is negative, the process returns to S120. If the determination at S130 is affirmative, this routine is ended.

As described above, according to the present embodiment, the new software 202 stored in the second storage device 124 of the update control device 120 is written to the first storage device 91 of the electronic control device 90, so that the first storage device Prior to updating the current software 92 stored in the software 91, the current software 92 to be updated is written to the second storage device 124. Therefore, if the writing of the new software 202 is not completed normally, If writing fails, the current software 92 backed up to the second storage device 124 can be written back to the first storage device 91. Therefore, even if the update process of the current software 92 fails, the current software 92 can be restored and used to control the vehicle 10, and the storage capacity of the entire electronic control device 90 can be suppressed from increasing in capacity. can.

Further, according to the present embodiment, if the update processing of the current software 92 stored in the first storage device 91 is not performed normally, the update target written in the second storage device 124 before the update processing Since the current software 92 is written to the first storage device 91, the vehicle 10 can be controlled using the current software 92 even if the updating process of the current software 92 fails.

Further, according to the present embodiment, when the update processing of the current software 92 stored in the first storage device 91 is performed normally, the update target written in the second storage device 124 before the update processing is Since the current software 92 is erased from the second storage device 124, the backed up current software 92 does not remain stored in the second storage device 124 even after the update process of the current software 92 is successful. 124 free capacity can be appropriately secured.

Furthermore, according to the present embodiment, when the new software 202 that is different from the new software 202 that has already been written to the second storage device 124 is stored in the second storage device 124, the second If the estimated free capacity SCe of the storage device 124 is less than the capacity CSd of another new software 202, writing of another new software 202 to the second storage device 124 is rejected, so the new During update processing using the software 202, it is possible to avoid a situation where the current software 92 to be updated cannot be backed up to the second storage device 124.

Furthermore, according to the present embodiment, the update process for the current software 92 to be updated is performed when the control of the vehicle 10 using the current software 92 to be updated is not executed, so the update process for the current software 92 is performed. It is possible to prevent the control operation of the vehicle 10 from being hindered when performing the above operations.

Although the embodiments of the present invention have been described above in detail based on the drawings, the present invention can also be applied to other aspects.

For example, in the embodiment described above, each function such as the first storage device 91, the vehicle control execution section 97, the state determination section 98, the backup processing section 99, etc. is provided in the electronic control device 90, and the update processing section 122, the Although the update control device 120 is equipped with the functions such as the 2 storage device 124 and the reception permission processing section 128, the present invention is not limited to this embodiment. For example, all or part of the functions of the backup processing section 99 may be provided in the update control device 120, or all or part of the functions of the reception permission processing section 128 may be provided in the electronic control device 90. It is good to be prepared. In short, it is sufficient that the first storage device 91 is provided in the electronic control device 90 and the second storage device 124 is provided in the update control device 120. Each function such as the processing section 99, the update processing section 122, and the reception permission processing section 128 may be provided in the vehicle control device 150.

Furthermore, in the above-described embodiment, the present invention has been described by exemplifying the case where the vehicle control software 92 is updated using the new software 202 received from the server 200 via the wireless communication R. Not exclusively. For example, when updating the vehicle control software 92 using the external rewriting device 210 at a location other than a specialist company's base such as a storage location of the vehicle 10, or when updating the vehicle control software 92 using the external rewriting device 210, or using a CD, DVD, etc. on which new software is recorded. Even when updating the vehicle control software 92 using new software read from a recording medium such as an optical disk or a non-volatile memory such as a flash memory using a reader included in the vehicle 10, the update process may fail. However, it becomes difficult for a specialist to deal with the problem, and there is a possibility that control of the vehicle 10 using the updated vehicle control software 92 becomes impossible. Therefore, for example, when updating the vehicle control software 92 using the external rewriting device 210, or using new software read from a recording medium by a reader inside the vehicle 10, the vehicle control software 92 is updated. The flowchart in FIG. 8 can be executed even when performing the following. In this case, in S10 of FIG. 8, it is determined whether there is a write request from the external rewriting device 210 or the reader inside the vehicle 10. In addition, in FIG. 1, new software that is stored in the external rewriting device 210 and that needs to update the vehicle control software 92 is received by the second storage device 124 of the update control device 120 via the second gateway ECU 130. It is then stored as new software 126. Alternatively, new software recorded on the recording medium that needs to update the vehicle control software 92 is stored in the second storage device 124 of the update control device 120 via a reader in the vehicle 10. The second storage device 124 is a storage device that stores new software that updates the vehicle control software 92. The new software can be written to the second storage device 124 by any means, such as wirelessly, wired, or using a reader inside the vehicle 10.

Furthermore, in the above embodiment, when the new received software 126 is already stored in the second storage device 124, for example, new software 202 different from the new received software 126 is always received from the server 200. If this is prohibited, steps S10 to S40 in the flowchart of FIG. 8 may not necessarily be provided. Note that the new software that is different from the received new software 126 does not have to be the new software 202 that updates the vehicle control software 92, but may be new software that is written to the first storage device 91 to add functionality. It may be.

Further, in the above embodiment, the transceiver 100 and the server 200 were connected via the network 220, but they may also be connected via a wireless device included in the server 200, or directly connected to the server 200. The connection may be made via a wireless device connected to the network.

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

The above-mentioned embodiment is merely one embodiment, and the present invention can be implemented with various changes and improvements based on the knowledge of those skilled in the art.

10: Vehicle 90: Electronic control device (first control device)
91: First storage device 92: Vehicle control software 97: Vehicle control execution section 99: Backup processing section 120: Update control device (second control device)
122: Update processing section 124: Second storage device 128: Reception permission processing section 150: Vehicle control device 202: New software

Claims (4)

A vehicle control device comprising a first control device and a second control device, controlling a vehicle and updating vehicle control software used for controlling the vehicle,
a first storage device provided in the first control device and storing the vehicle control software;
a second storage device that is provided in the second control device and stores new software that updates the vehicle control software;
a vehicle control execution unit that controls the vehicle using the vehicle control software;
an update processing unit that updates the vehicle control software by writing the new software stored in the second storage device into the first storage device;
a backup processing section that writes the vehicle control software to be updated stored in the first storage device into the second storage device prior to the update processing by the update processing section;
When storing new software in the second storage device that is different from the new software that has already been written to the second storage device, the new software that has been written to the second storage device is The second storage device is writable in a state in which it is predicted that the vehicle control software to be updated is written to the second storage device by the backup processing section prior to the update processing by the update processing section. a reception permission processing unit that calculates an estimated free space and, if the estimated free space is less than the capacity of the different new software, refuses writing of the different new software to the second storage device;
A vehicle control device comprising: The backup processing unit writes the vehicle control software to be updated written in the second storage device to the first storage device if the update processing by the update processing unit is not performed normally. The vehicle control device according to claim 1, characterized in that: The backup processing unit erases the vehicle control software written in the second storage device to be updated from the second storage device if the update processing by the update processing unit is performed normally. The vehicle control device according to claim 1 or 2, characterized in that: 2. The update processing unit performs the update process when the vehicle control execution unit is not controlling the vehicle using the vehicle control software to be updated. 3. The vehicle control device according to any one of 3 to 3.

Images