Vehicle control device

Abstract

A vehicle control device is provided, which can restore the current vehicle control software for use in vehicle control even if the update process of the current vehicle control software fails, and can suppress the increase in the capacity of the storage device of the entire first control device. Before the update process of the current software stored in the first storage device is performed by writing new software (202) stored in the second storage device (124) of the update control device (120) to the first storage device (91) of the electronic control device (90), the current software to be updated is written to the second storage device (124), so that when the update process fails, the current software backed up in the second storage device can be written back to the first storage device. Thus, even if the update process of the current software fails, the current software can be restored for use in vehicle control, and can suppress the increase in the capacity of the storage device of the entire electronic control device.

Description

Technical Field

[0001] The present invention relates to a vehicle control device for controlling a vehicle. Background Art

[0002] A vehicle control device is well known, which includes a first control device and a second control device, controls a vehicle, and updates the vehicle control software used in the control of the vehicle. For example, the control device described in Patent Document 1 is such a vehicle control device. Patent Document 1 discloses the following: a communication control device and a control device, the control device having a first storage area and a second storage area, starts a control program stored in the first storage area to implement normal control, and when receiving a rewrite request sent via the communication control device, rewrites the control program in the first storage area to the received new program, and when the control device writes the new program to the first storage area, before writing, the control program in the first storage area is transferred to the second storage area for storage.

[0003] Prior art literature

[0004] Patent Document 1: Japanese Patent Application Publication No. 2016-118879 Summary of the invention

[0005] Technical problem to be solved by the invention

[0006] Referring to the patent document 1, a storage device different from the first storage device provided in the first control device is prepared in the first control device, and when performing an update process, the vehicle control software is backed up in the other storage device before the update process. Thus, if the update process of rewriting the vehicle control software stored in the first storage device with new software as the update object is not completed normally, the vehicle control software backed up in the other storage device can be written back to the first storage device, and the current vehicle control software can be restored and used in the control of the vehicle. However, the first control device as a whole requires a large-capacity storage device.

[0007] The present invention is completed with the above situation as the background, and its purpose is to provide a vehicle control device, which can restore the current vehicle control software for use in vehicle control even if the update process of the current vehicle control software fails, and can suppress the large capacity of the overall storage device of the first control device.

[0008] Technical solutions to solve problems

[0009] The gist of the first invention is that (a) a vehicle control device comprises a first control device and a second control device, controls a vehicle, and performs update processing of vehicle control software used in controlling the vehicle, the vehicle control device comprising: (b) a first storage device, which is arranged in the first control device and stores the vehicle control software; (c) a second storage device, which is arranged in the second control device and stores new software that takes the vehicle control software as an update object; (d) a vehicle control execution unit, which uses the vehicle control software to control the vehicle; (e) an update processing unit, which performs update processing of the vehicle control software by writing the new software stored in the second storage device to the first storage device; and (f) a backup processing unit, which writes the vehicle control software that is an update object stored in the first storage device to the second storage device before the update processing is performed by the update processing unit.

[0010] In addition, the second invention is that in the vehicle control device described in the first invention, when the update processing implemented by the update processing unit is not performed normally, the backup processing unit writes the vehicle control software of the update object written to the second storage device to the first storage device.

[0011] In addition, the third invention is that in the vehicle control device described in the first invention or the second invention, when the backup processing unit normally performs the update processing implemented by the update processing unit, the vehicle control software of the update object written to the second storage device is erased from the second storage device.

[0012] In addition, the fourth invention is that in the vehicle control device recorded in any one of the first invention to the third invention, it also includes a reception possibility processing unit, and when other new software different from the new software that has been written to the second storage device is stored in the second storage device, the reception possibility processing unit calculates the estimated free capacity that can be written to the second storage device under the following state, wherein the state is a state in which it is predicted that the vehicle control software of the update object is written to the second storage device by the backup processing unit before the update processing performed by the update processing unit using the new software that has been written, and when the estimated free capacity is smaller than the capacity of the other new software, the writing of the other new software to the second storage device is rejected.

[0013] In addition, the fifth invention is that in the vehicle control device described in any one of the first to fourth inventions, the update processing unit performs the update processing when the control of the vehicle using the vehicle control software of the update object is not executed by the vehicle control execution unit.

[0014] Effects of the Invention

[0015] According to the first invention, before the vehicle control software stored in the first storage device is updated by writing the new software stored in the second storage device of the second control device to the first storage device of the first control device, the vehicle control software to be updated is written to the second storage device. Therefore, when the writing of the new software is not completed normally, that is, when the writing of the new software fails, the current vehicle control software to be updated that is backed up in the second storage device can be written back to the first storage device. Thus, even if the update process of the current vehicle control software fails, the current vehicle control software can be restored for use in the control of the vehicle, and the increase in the capacity of the overall storage device of the first control device can be suppressed.

[0016] In addition, according to the second invention, when the update process of the vehicle control software stored in the first storage device is not performed normally, the vehicle control software of the update object that was written to the second storage device before the update process is written to the first storage device. Therefore, even if the update process of the current vehicle control software fails, the vehicle using the current vehicle control software can be controlled.

[0017] In addition, according to the third invention, when the update process of the vehicle control software stored in the first storage device is performed normally, the vehicle control software to be updated that was written to the second storage device before the update process is erased from the second storage device. Therefore, after the update process of the vehicle control software is successful, the backed-up vehicle control software is no longer stored in the second storage device, and the free capacity of the second storage device can be appropriately ensured.

[0018] In addition, according to the fourth invention, when other new software different from the new software that has been stored in the second storage device and whose writing has been completed is stored in the second storage device, if the estimated free capacity of the second storage device in a state where it is predicted that the vehicle control software to be updated is written to the second storage device before the update process using the new software whose writing has been completed is smaller than the capacity of the other new software, the writing of the other new software to the second storage device is rejected. Therefore, it is possible to avoid a situation where the vehicle control software to be updated cannot be backed up to the second storage device when the update process using the new software whose writing has been completed is used.

[0019] In addition, according to the fifth invention, the update process of the vehicle control software to be updated is performed when the control of the vehicle using the vehicle control software to be updated is not executed, thereby preventing a malfunction from occurring in the control action of the vehicle when the update process of the vehicle control software is performed. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a diagram for explaining a schematic structure of a vehicle to which the present invention is applied, and is a diagram for explaining a vehicle control device.

[0021] Figure 2 Yes Figure 1 An operation diagram illustrating the relationship between the speed change operation of a mechanical step-variable transmission portion and the operation of a coupling device used therein.

[0022] Figure 3 Yes means Figure 1 A collinear diagram showing the relative relationship between the rotational speeds of the various rotating parts in the electronic continuously variable transmission portion and the mechanical stepped transmission portion.

[0023] Figure 4 This is a diagram showing an example of a configuration for updating vehicle control software via wireless communication.

[0024] Figure 5 Yes means Figure 1 The diagram is an example of an AT-gear-position shifting map used in the shift control of the mechanical stepped transmission portion and a driving mode switching map used in the switching control of the driving mode, and is also a diagram showing the relationship between them.

[0025] Figure 6 This diagram shows an example of a case where a write request is generated from a server while the received new software is stored in the second storage device, and shows a case where writing of other new software is permitted.

[0026] Figure 7 This is a condition indicating that a write request from the server is generated in a state where the received new software is stored in the second storage device. Figure 6 A different example diagram shows a situation where the writing of other new software is rejected.

[0027] Figure 8 This is a flowchart that explains the main part of the control work of the vehicle control device. It is a flowchart that explains the control work for restoring the current software for use in vehicle control even if the update process of the current software fails, and for suppressing the increase in the capacity of the overall storage device of the electronic control device.

[0028] Description of symbols

[0029] 10: Vehicles

[0030] 90: Electronic control device (first control device)

[0031] 91: First storage device

[0032] 92: Vehicle control software

[0033] 97: Vehicle control execution unit

[0034] 99: Backup Processing Department

[0035] 120: Update control device (second control device)

[0036] 122: Update Processing Department

[0037] 124: Second storage device

[0038] 128: Can I receive the processing department?

[0039] 150: Vehicle control device

[0040] 202: New Software DETAILED DESCRIPTION

[0041] In an embodiment of the present invention, the speed ratio in the automatic transmission is "the speed of the rotating part on the input side / the speed of the rotating part on the output side". The high side in the speed ratio is the high vehicle speed side as the side with a smaller speed ratio. The low side in the speed ratio is the low vehicle speed side as the side with a larger speed ratio. For example, the lowest side speed ratio is the speed ratio of the lowest vehicle speed side which is the lowest vehicle speed side, and is the maximum speed ratio at which the speed ratio becomes the maximum value.

[0042] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0043] [Example]

[0044] Figure 1 1 is a diagram for explaining a schematic structure of a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system used for various controls in the vehicle 10. Figure 1 In the embodiment, the vehicle 10 includes a power transmission device 12 , an engine 14 , a first rotating machine MG1 , and a second rotating machine MG2 .

[0045] The engine 14 is a driving force source capable of generating driving force, and is, for example, a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 is controlled by an electronic control device 90 described later, which controls an engine control device 50 provided in the vehicle 10 and includes a throttle actuator, a fuel injection device, an ignition device, etc., thereby controlling an engine torque Te, which is an output torque of the engine 14.

[0046] The first rotating machine MG1 and the second rotating machine MG2 are rotating electrical machines having a function as an electric motor and a function as a generator, and are so-called electric generators. The first rotating machine MG1 and the second rotating machine MG2 are connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, respectively. The first rotating machine MG1 and the second rotating machine MG2 control the inverter 52 respectively by the electronic control device 90 described later, thereby controlling the MG1 torque Tg as the output torque of the first rotating machine MG1 and the MG2 torque Tm as the output torque of the second rotating machine MG2. For example, in the case of positive rotation in the same rotation direction as when the engine 14 is running, the positive torque on the acceleration side is the traction torque, and the negative torque on the deceleration side is the regeneration torque. The battery 54 is a power storage device that transfers power to and from the first rotating machine MG1 and the second rotating machine MG2, respectively. The first rotating machine MG1 and the second rotating machine MG2 are arranged in a housing 16 as a non-rotating member mounted on the vehicle body.

[0047] The power transmission device 12 includes an electronic continuously variable transmission portion 18 and a mechanical stepped transmission portion 20, etc., which are arranged in series on a common axis in a housing 16. The electronic continuously variable transmission portion 18 is connected to the engine 14 directly or indirectly via a shock absorber, etc., which is not shown in the figure. The mechanical stepped transmission portion 20 is connected to the output side of the electronic continuously variable transmission portion 18. In addition, the power transmission device 12 includes a differential gear device 24 connected to an output shaft 22 as an output rotating member of the mechanical stepped transmission portion 20, a pair of axles 26 connected to the differential gear device 24, etc. The axle 26 is connected to a drive wheel 28 provided in the vehicle 10. In addition, the electronic continuously variable transmission portion 18 will be referred to as the continuously variable transmission portion 18, and the mechanical stepped transmission portion 20 will be referred to as the stepped transmission portion 20 hereinafter. In addition, the continuously variable transmission portion 18, the stepped transmission portion 20, etc. are constructed to be roughly symmetrical with respect to the above-mentioned common axis, and the mechanical stepped transmission portion 20 is connected to the electronic continuously variable transmission portion 18. Figure 1 The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 30 which is the input rotating member of the continuously variable transmission 18 connected to the crankshaft, and the like.

[0048] The continuously variable transmission 18 includes a first rotating machine MG1 and a differential mechanism 34 as a power splitting mechanism, which mechanically splits the power of the engine 14 into the first rotating machine MG1 and an intermediate transmission member 32 as an output rotating member of the continuously variable transmission 18. The second rotating machine MG2 is connected to the intermediate transmission member 32 in a power-transmitting manner. The continuously variable transmission 18 is an electronic continuously variable transmission that controls the differential state of the differential mechanism 34 by controlling the operating state of the first rotating machine MG1. The continuously variable transmission 18 operates as an electronic continuously variable transmission that changes the speed ratio (also called the gear ratio) γ0 (=engine speed Ne / MG2 speed Nm). The engine speed Ne is the speed of the engine 14, which is the same value as the input speed of the continuously variable transmission 18, that is, the speed of the connecting shaft 30. The MG2 speed Nm is the speed of the second rotating machine MG2, which is the same value as the output speed of the continuously variable transmission 18, that is, the speed of the intermediate transmission member 32. The first rotating machine MG1 is a rotating machine capable of controlling the engine speed Ne, and corresponds to a differential rotating machine. In addition, controlling the operating state of the first rotating machine MG1 means performing operation control of the first rotating machine MG1.

[0049] The differential mechanism 34 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a planetary carrier CA0, and a ring gear R0. The engine 14 is connected to the planetary carrier CA0 via a connecting shaft 30 in a power-transmitting manner, the first rotating machine MG1 is connected to the sun gear S0 in a power-transmitting manner, and the second rotating machine MG2 is connected to the ring gear R0 in a power-transmitting manner. In the differential mechanism 34, the planetary carrier CA0 functions as an input member, the sun gear S0 functions as a reaction force member, and the ring gear R0 functions as an output member.

[0050] The stepped transmission unit 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 drive wheel 28, that is, a mechanical transmission mechanism that constitutes a part of the power transmission path between the continuously variable transmission unit 18 and the drive wheel 28. The intermediate transmission member 32 also functions as an input rotating member of the stepped transmission unit 20. The second rotating machine MG2 is connected to the intermediate transmission member 32 in a manner that rotates integrally. The second rotating machine MG2 is a rotating machine that functions as a driving force source that can generate driving force, and is equivalent to a rotating machine for driving travel. In addition, the engine 14 is connected to the input side of the continuously variable transmission unit 18. Therefore, the stepped transmission unit 20 is an automatic transmission that constitutes a part of the power transmission path between the driving force source (engine 14, second rotating machine MG2) and the drive wheel 28. The step-variable transmission section 20 is, for example, a well-known planetary gear type automatic transmission having a plurality of planetary gear sets including a first planetary gear set 36 and a second planetary gear set 38, and a plurality of engagement devices including a clutch C1 of a one-way clutch F1, a clutch C2, a brake B1, and a brake B2. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are referred to as engagement devices CB unless otherwise specifically distinguished.

[0051] The engagement device CB is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, etc. The engagement device CB changes each torque capacity by each engagement pressure of the engagement device CB regulated by each solenoid valve SL1-SL4 in the hydraulic control circuit 56 provided in the vehicle 10, thereby switching the working state such as engagement and release.

[0052] The rotating parts of the first planetary gear device 36 and the second planetary gear device 38 of the step-variable transmission section 20 are partially connected to each other directly or indirectly via the engagement device CB and the one-way clutch F1, and are connected to the intermediate transmission member 32, the housing 16 or the output shaft 22. The rotating parts of the first planetary gear device 36 are the sun gear S1, the carrier CA1, and the ring gear R1, and the rotating parts of the second planetary gear device 38 are the sun gear S2, the carrier CA2, and the ring gear R2.

[0053] The step-variable transmission 20 is a step-variable transmission that forms one of a plurality of speed stages (also referred to as a shift speed) with different speed ratios γat (=AT input speed Ni / output speed No) by engaging one of a plurality of engagement devices, for example, a predetermined engagement device. That is, the step-variable transmission 20 switches the shift speed, that is, performs a shift, by engaging one of a plurality of engagement devices. In the present embodiment, the shift speed formed by the step-variable transmission 20 is referred to as the AT shift speed. The AT input speed Ni is the input speed of the step-variable transmission 20, that is, the speed of the intermediate transmission member 32, and is the same value as the MG2 speed Nm. The AT input speed Ni can be represented by the MG2 speed Nm. The output speed No is also the output speed of the step-variable transmission 20, that is, the speed of the output shaft 22. The output speed No is also the output speed of the compound transmission 40, which is an integrated automatic transmission obtained by combining the continuously variable transmission 18 and the step-variable transmission 20. In addition, the engine speed Ne is also the input speed of the compound transmission 40.

[0054] For example Figure 2 As shown in the engagement work table, the stepped transmission unit 20 forms four forward AT gears of AT1 speed gear ("1st" in the figure) - AT4 speed gear ("4th" in the figure) as multiple AT gears. The speed ratio γat of the AT1 speed gear is the largest, and the higher the AT gear, the smaller the speed ratio γat. In addition, the reverse AT gear ("Rev" in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, when traveling in reverse, for example, the AT1 speed gear is formed. Figure 2 The engagement operation table is a table summarizing the relationship between each AT gear and each operating state of a plurality of engagement devices. That is, Figure 2 The engagement work table is a table summarizing the relationship between each AT gear and a predetermined engagement device that is an engagement device to be engaged in each AT gear. Figure 2 In the figure, "○" indicates engagement, "△" indicates engagement during engine braking or coasting shift-down of the step-variable transmission portion 20, and a blank indicates release.

[0055] The step-variable transmission unit 20 switches the AT gears formed in accordance with the accelerator operation of the driver (= the driver), the vehicle speed V, etc., through the electronic control device 90 described later, that is, selectively forms a plurality of AT gears. For example, in the shift control of the step-variable transmission unit 20, the shift is performed by switching a certain engagement of the engagement device CB, that is, the shift is performed by switching the engagement and release of the engagement device CB, and the so-called clutch-to-clutch shift is performed.

[0056] The vehicle 10 also includes MOP58 as a mechanical oil pump, an electric oil pump not shown, and the like. MOP58 is connected to the connecting shaft 30, and is caused to rotate together with the rotation of the engine 14 to discharge the working oil OIL used in the power transmission device 12. In addition, the electric oil pump not shown is caused to be driven, for example, when the engine 14 is stopped, that is, when the MOP58 is not driven, to discharge the working oil OIL. The working oil OIL discharged by the MOP58 and the electric oil pump not shown is supplied to the hydraulic control circuit 56. The engagement device CB switches the operating state according to each engagement pressure regulated by the hydraulic control circuit 56 based on the working oil OIL.

[0057] Figure 3 2 is a collinear diagram showing the relative relationship between the rotational speeds of the various rotating components in the continuously variable transmission section 18 and the stepped transmission section 20. Figure 3 Among them, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating parts of the differential mechanism 34 constituting the continuously variable transmission section 18 are, from the left, the g-axis indicating the rotation speed of the sun gear S0 corresponding to the second rotating part RE2, the e-axis indicating the rotation speed of the planetary carrier CA0 corresponding to the first rotating part RE1, and the m-axis indicating the rotation speed of the ring gear R0 corresponding to the third rotating part RE3 (i.e., the input rotation speed of the stepped transmission section 20). In addition, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission section 20 are, from the left, the axes indicating the rotation speed of the sun gear S2 corresponding to the fourth rotating part RE4, the rotation speed of the mutually connected ring gear R1 and the planetary carrier CA2 corresponding to the fifth rotating part RE5 (i.e., the rotation speed of the output shaft 22), the rotation speed of the mutually connected planetary carrier CA1 and the ring gear R2 corresponding to the sixth rotating part RE6, and the rotation speed of the sun gear S1 corresponding to the seventh rotating part RE7. The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio ρ0 of the differential mechanism 34. In addition, the intervals between the vertical lines Y4, Y5, Y6, and Y7 are determined according to the gear ratios ρ1 and ρ2 of the first planetary gear device 36 and the second planetary gear device 38. In the relationship between the vertical axes of the collinear diagram, when the interval between the sun gear and the planet carrier is set to correspond to "1", the interval between the planet carrier and the ring gear is set to correspond to the gear ratio ρ (= the number of teeth of the sun gear / the number of teeth of the ring gear) of the planetary gear device.

[0058] If using Figure 3The collinear diagram of the structure is as follows: in the differential mechanism 34 of the continuously variable transmission section 18, the engine 14 (refer to "ENG" in the figure) is connected to the first rotating member RE1, the first rotating machine MG1 (refer to "MG1" in the figure) is connected to the second rotating member RE2, and the second rotating machine MG2 (refer to "MG2" in the figure) is connected to the third rotating member RE3 that rotates integrally with the intermediate transmission member 32, and 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 rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is represented by the straight lines L0e, L0m, and L0R that cross the vertical line Y2.

[0059] In addition, in the step-variable transmission section 20, the fourth rotating member RE4 is selectively connected to the intermediate transmission member 32 via the clutch C1, the fifth rotating member RE5 is connected to the output shaft 22, the sixth rotating member RE6 is selectively connected to the intermediate transmission member 32 via the clutch C2, and is selectively connected to the housing 16 via the brake B2, and the seventh rotating member RE7 is selectively connected to the housing 16 via the brake B1. In the step-variable transmission section 20, the straight lines L1, L2, L3, L4, LR that cross the vertical line Y5 by the engagement release control through the engagement device CB represent the rotation speeds of "1st", "2nd", "3rd", "4th", and "Rev" on the output shaft 22.

[0060] Figure 3The straight line L0e and the straight lines L1, L2, L3, and L4 represented by the solid lines in the HV driving mode represent the relative speeds of the rotating parts during forward driving in the HV driving mode, which is a mode capable of hybrid driving (=HV driving) using at least the engine 14 as a driving force source. HV driving is engine driving using at least the driving force from the engine 14. In this HV driving mode, in the differential mechanism 34, when the MG1 torque Tg, which is a reaction torque that becomes a negative torque and is generated by the first rotating machine MG1, is input to the sun gear S0, the engine direct torque Td (=Te / (1+ρ0)=-(1 / ρ0)×Tg) that becomes a positive torque with positive rotation is presented at the ring gear R0. Furthermore, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is transmitted to the drive wheel 28 as the driving torque in the forward direction of the vehicle 10 via the stepped transmission unit 20 that forms one of the AT speed gears from the AT1 speed gear to the AT4 speed gear. The first rotating machine MG1 functions as a generator when a negative torque is generated by positive rotation. The generated power Wg of the first rotating machine MG1 is charged into the battery 54 and consumed by the second rotating machine MG2. The second rotating machine MG2 uses all or part of the generated power Wg, or uses power from the battery 54 on the basis of the generated power Wg, to output the MG2 torque Tm. In this way, the first rotating machine MG1 is a rotating machine that outputs a reaction torque relative to the engine torque Te so as to transmit the driving force from the engine 14.

[0061] Figure 3 The straight line L0m represented by the single-dot chain line and Figure 3 The straight lines L1, L2, L3, and L4 represented by solid lines in the figure represent the relative speeds of the rotating parts during forward travel in the EV travel mode. The EV travel mode is a mode in which the motor travel (=EV travel) can be performed using the second rotating machine MG2 as a driving force source when the operation of the engine 14 is stopped. EV travel is a motor travel that uses only the driving force from the second rotating machine MG2. In the EV travel of forward travel in the EV travel mode, the planetary carrier CA0 is set to zero rotation, and the MG2 torque Tm that becomes a positive torque with positive rotation is input to the ring gear R0. At this time, the first rotating machine MG1 connected to the sun gear S0 is set to a no-load state and is caused to idle with negative rotation. That is, during forward travel in the EV travel mode, the engine 14 is not driven, the engine speed Ne is set to zero, and the MG2 torque Tm is transmitted to the drive wheels 28 via the step-variable transmission 20 that forms one of the AT1-AT4 speed gears as the driving torque in the forward direction of the vehicle 10. The MG2 torque Tm here is a positive rotation and positive torque traction torque.

[0062] Figure 3 The straight line L0R and the straight line LR shown by the dotted lines in the figure represent the relative speeds of the rotating parts during the reverse travel in the EV travel mode. During the reverse travel in the EV travel mode, the MG2 torque Tm which becomes a negative torque with negative rotation is input to the ring gear R0, and the MG2 torque Tm is transmitted to the drive wheel 28 via the stepped transmission unit 20 which forms the AT1 speed gear as the driving torque in the reverse direction of the vehicle 10. In the vehicle 10, in a state where an AT speed gear, such as an AT1 speed gear, which is a low-side AT speed gear for forward travel among multiple AT speed gears is formed by the electronic control device 90 described later, the MG2 torque Tm for reverse travel which is opposite in positive and negative to the MG2 torque Tm for forward travel during forward travel is output from the second rotating machine MG2, thereby enabling reverse travel. The MG2 torque Tm here is a traction torque with negative rotation and negative torque. In addition, also in the HV driving mode, the second rotating machine MG2 can be caused to perform negative rotation as in the straight line L0R, and therefore, reverse driving can be performed in the same manner as in the EV driving mode.

[0063] The vehicle 10 is a hybrid vehicle having an engine 14 and a second rotating machine MG2 as driving force sources for traveling. In the power transmission device 12, the power output from the engine 14 and the second rotating machine MG2 is transmitted to the step-variable transmission unit 20, and is transmitted from the step-variable transmission unit 20 to the drive wheel 28 via the differential gear device 24 and the like. In this way, the power transmission device 12 transmits the driving force from the driving force source (engine 14, second rotating machine MG2) to the drive wheel 28. In addition, for power, torque and force are also synonymous when no particular distinction is made.

[0064] return Figure 1 The vehicle 10 includes an electronic control device 90 as a controller, and the electronic control device 90 includes a control device of the vehicle 10 associated with the control of the engine 14, the continuously variable transmission portion 18, the stepped transmission portion 20, and the like. Figure 1 1 is a diagram showing an input / output system of the electronic control device 90, and is a functional block diagram for explaining the main part of the control function realized by the electronic control device 90. The electronic control device 90 is composed of a so-called microcomputer including a CPU, a RAM, a ROM, an input / output interface, etc., and the CPU performs various controls on the vehicle 10 by performing signal processing using the temporary storage function of the RAM and in accordance with the program pre-stored in the ROM. The electronic control device 90 is divided into a configuration for driving force source control, a configuration for step-variable speed control, etc., as required.

[0065] Various signals based on detection values ​​obtained by various sensors provided in the vehicle 10 (e.g., an engine speed sensor 60, an output speed sensor 62, an MG1 speed sensor 64, an MG2 speed sensor 66, an accelerator opening sensor 68, a throttle opening sensor 70, a brake pedal sensor 71, a steering sensor 72, a driver state sensor 73, a G sensor 74, a yaw rate sensor 76, a battery sensor 78, an oil temperature sensor 79, a vehicle periphery information sensor 80, a vehicle position sensor 81, an external network communication antenna 82, a navigation system 83, a driving assistance setting switch group 84, a shift position sensor 85, etc.) (e.g., an engine speed Ne, an output speed No corresponding to the vehicle speed V, an MG1 speed Ng which is the speed of the first rotating machine MG1, an MG2 speed Nm which is the same as the AT input speed Ni, an accelerator opening θacc which is the amount of the driver's accelerator operation indicating the magnitude of the driver's accelerator operation, a throttle opening θth which is the opening of the electronic throttle, a brake opening θth which is the opening of the wheel brake indicating the amount of the driver's operation to actuate the wheel brakes) are provided. A brake start (on) signal Bon as a signal of the state of the pedal, a brake operation amount Bra indicating the magnitude of the driver's brake pedal depression operation, a steering angle θsw and a steering direction Dsw of the steering wheel of the vehicle 10, a steering start (on) signal SWon as a signal indicating the state of the driver holding the steering wheel, a driver state signal Drv as a signal indicating the state of the driver, a longitudinal acceleration Gx and a left-right acceleration Gy of the vehicle 10, a yaw rate Ryaw as an angular velocity of rotation around the vertical axis of the vehicle 10, a battery temperature THbat of the battery 54, a battery charge and discharge current Ibat, a battery voltage Vbat, an operating oil temperature THoil as the temperature of the operating oil OIL, vehicle peripheral information Iard, position information Ivp, a communication signal Scom, navigation information Inavi, a driving assistance setting signal Sset as a signal indicating the driver's setting in driving assistance control such as automatic driving control and cruise control, an operating position POSsh of a shift lever of the vehicle 10, etc. are respectively provided to the electronic control unit 90.

[0066] The driver's accelerator operation amount is, for example, the operation amount of an accelerator operating member such as an accelerator pedal, and is the driver's output requirement for the vehicle 10. As the driver's output requirement, the throttle opening θth may be used in addition to the accelerator opening θacc.

[0067] The driver status sensor 73 includes, for example, at least one of a camera for capturing the driver's expression, pupils, etc., and a biometric information sensor for detecting the driver's biometric information, to obtain the driver's status such as the driver's line of sight, facial orientation, eyeballs, facial movements, and heart rate status.

[0068] The vehicle surrounding information sensor 80 includes, for example, at least one of a laser radar (LIDAR), a radar, and an on-board camera, and directly obtains information related to the road on which the vehicle is traveling and / or information related to objects existing around the vehicle. The laser radar is, for example, a plurality of laser radars that detect objects in front of the vehicle 10, objects on the side, objects behind the vehicle 10, etc., or a laser radar that detects objects around the entire surrounding of the vehicle 10, and outputs object information related to the detected objects as vehicle surrounding information Iard. The radar is, for example, a plurality of radars that detect objects in front of the vehicle 10, objects near the front, objects near the rear, etc., and outputs object information related to the detected objects as vehicle surrounding information Iard. The object information obtained by the laser radar and / or radar includes the distance and direction of the detected object from the vehicle 10. The on-board camera is, for example, a monocular camera or a stereo camera that shoots the front and rear of the vehicle 10, and outputs shooting information as vehicle surrounding information Iard. The shooting information includes lanes of the driving road, signs on the driving road, parking spaces, and information on other vehicles, pedestrians, obstacles, etc. on the driving road.

[0069] The vehicle position sensor 81 includes a GPS antenna, etc. The position information Ivp includes vehicle position information indicating the current position of the vehicle 10 on the ground or on a map based on GPS signals (orbit signals) transmitted by GPS (Global Positioning System) satellites.

[0070] The navigation system 83 is a well-known navigation system having a display, a speaker, etc. The navigation system 83 determines the position of the vehicle on the map data stored in advance based on the position information Ivp. The navigation system 83 displays the position of the vehicle on the map displayed on the display. When the destination is input, the navigation system 83 calculates the driving route from the departure point to the destination, and uses the display, the speaker, etc. to instruct the driver on the driving route, etc. The navigation information Inavi includes, for example, map information such as road information and facility information based on the map data stored in advance in the navigation system 83. The road information includes information such as the type of roads such as urban roads, suburban roads, mountain roads, and expressway roads, i.e., expressways, the branching and confluence of roads, the slope of roads, and the speed limit of roads. The facility information includes information such as the type, location, and name of bases such as supermarkets, stores, restaurants, parking lots, parks, breakdown repair businesses of the vehicle 10, homes, and service areas on expressways. The above-mentioned service areas are, for example, bases on expressways with facilities such as parking, dining, and refueling.

[0071] The driving assistance 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, a switch for setting the vehicle distance from the leading vehicle in cruise control, a switch for executing lane keeping control for maintaining the set lane, etc.

[0072] The communication signal Scom includes, for example, road traffic information transmitted and received between a center such as a road traffic information communication system as an off-vehicle device, and / or inter-vehicle communication information transmitted and received directly between other vehicles located near the vehicle 10 without passing through the center. The road traffic information includes, for example, information on road congestion, accidents, construction, required time, parking lots, etc. The inter-vehicle communication information includes, for example, vehicle information, driving information, traffic environment information, etc. The vehicle information includes, for example, information indicating the type of vehicle such as a passenger car, a rail vehicle, a two-wheeled vehicle, etc. The driving information includes, for example, information on vehicle speed V, position information, brake pedal operation information, flashing information on turn signal lights, flashing information on hazard warning lights, etc. The traffic environment information includes, for example, information on road congestion, construction, etc.

[0073] Various command signals (e.g., an engine control command signal Se for controlling the engine 14, a rotating machine control command signal Smg for respectively controlling the first rotating machine MG1 and the second rotating machine MG2, a hydraulic control command signal Sat for controlling the working state of the coupling device CB, a communication signal Scom, a brake control command signal Sbra for controlling the braking torque of the wheel brake, a steering control command signal Sste for controlling the steering of the wheels (especially the front wheels), an information notification control command signal Sinf for warning and informing the driver, etc.) are output from the electronic control device 90 to each device of the vehicle 10 (e.g., an engine control device 50, an inverter 52, a hydraulic control circuit 56, an antenna 82 for external network communication, a wheel braking device 86, a steering device 88, an information notification device 89, etc.).

[0074] The wheel brake device 86 is a brake device that applies a braking torque to the wheel brake. The wheel brake device 86 supplies brake oil pressure to the wheel brake cylinder provided in the wheel brake according to the driver's operation such as stepping on the brake pedal. In the wheel brake device 86, under normal circumstances, the master cylinder oil pressure corresponding to the brake operation amount Bra generated from the master brake cylinder is supplied to the wheel brake cylinder as brake oil pressure. On the other hand, for example, during ABS control, side slip suppression control, vehicle speed control, automatic driving control, etc., the wheel brake device 86 supplies the wheel brake cylinder with the brake oil pressure required for each control in order to generate the braking torque of the wheel brake. The above-mentioned wheels are the drive wheel 28 and the driven wheel not shown in the figure.

[0075] The steering device 88 applies assist torque corresponding to the vehicle speed V, the steering angle θsw, the steering direction Dsw, the yaw rate Ryaw, etc. to the steering system of the vehicle 10. 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.

[0076] The information notification device 89 is a device that warns or notifies the driver when, for example, a certain fault related to the driving of the vehicle 10 occurs or the function related to the driving of the vehicle 10 is reduced. The information notification device 89 is, for example, a display device such as a monitor, a display, or a warning light, and / or a sound output device such as a speaker or a buzzer. The display device is a device that visually warns or notifies the driver. The sound output device is a device that auditorily warns or notifies the driver.

[0077] The electronic control device 90 includes, for example, 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 in the control of the vehicle 10 by the electronic control device 90. The vehicle control software 92 includes, for example, a plurality of vehicle control programs 92P that define the control steps of the vehicle 10, and a plurality of control data 92D used when the vehicle 10 is controlled according to the vehicle control program 92P.

[0078] 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.

[0079] The transceiver 100 is a device that communicates with a server 200 , which is an off-vehicle device that exists outside the vehicle 10 and is different from the vehicle 10 .

[0080] 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 are control devices that rewrite the vehicle control software 92 stored in the first storage device 91 , for example.

[0081] The connector 140 is a device for connecting an external rewriting device 210, which is an off-vehicle device that exists outside the vehicle 10 and is different from the vehicle 10. The shape and electrical signal of the connector 140 are determined according to well-known standards. The connector 140 can also be used as a connector for connecting a fault diagnosis device. Standards for the connector 140 include, for example, OBD (On-Board Diagnostics), WWH-OBD (World Wide Harmonized-OBD), KWP (Keyword Protocol), UDS (Unified Diagnostic Services), etc. The connector 140 is called an OBD connector, a DLC connector, a fault diagnosis connector, etc.

[0082] like Figure 4 As shown, the server 200 is a system connected to the network 220 outside the vehicle 10. The server 200 stores the uploaded new software 202. The server 200 sends the new software 202 to the vehicle 10 as needed. The server 200 functions as a software distribution center that distributes the new software 202. The new software 202 is software that uses the vehicle control software 92 as an update object. The new software 202 is the vehicle control software 92 after the current vehicle control software 92 is rewritten with the new software 202, that is, the updated vehicle control software 92. The new software 202 includes, for example, a plurality of new programs 202P that respectively use the corresponding vehicle control program 92P as an update object and a plurality of new data 202D that respectively use the corresponding control data 92D as an update object. The new program 202P is the vehicle control program 92P after the current vehicle control program 92P is rewritten with the new program 202P, that is, the updated vehicle control program 92P. The new data 202D is the control data 92D after the current control data 92D is rewritten with the new data 202D, that is, the updated control data 92D. In this embodiment, the current vehicle control software 92 is sometimes referred to as current software 92.

[0083] The external rewriting device 210 is directly connected to the in-vehicle communication network, and can receive CAN (Controller Area Network) frames flowing in the in-vehicle communication network and transmit CAN frames to the in-vehicle communication network in the same manner as the electronic control device 90 and the like.

[0084] like Figure 4As shown, the transceiver 100 is connected to the network 220 via wireless communication R with a wireless device 230 outside the vehicle 10. The wireless device 230 is a transceiver that is connected to the network 220 and transmits and receives various signals via wireless communication R.

[0085] The first gateway ECU 110 is connected to the transceiver 100, and uses the transceiver 100 to receive new software 202 transmitted from the server 200 via wireless communication R as needed, and transmits the received new software 202 to the update control device 120. In addition, the vehicle 10 may also perform wireless communication R with the server 200 via the external network communication antenna 82.

[0086] The update control device 120 is a control device that comprehensively controls writing and rewriting of the vehicle control software 92 via the wireless communication R in the vehicle 10 . The update control device 120 rewrites the vehicle control software 92 using the new software 202 transmitted from the first gateway ECU 110 .

[0087] The update control device 120 includes an update processing unit 122 , which is an update processing means, and a second storage device 124 such as a rewritable ROM, in order to realize a function of updating the vehicle control software 92 .

[0088] The update processing unit 122 determines whether the new software 202 released to the vehicle 10 and requiring the vehicle control software 92 to be updated exists in the server 200. In other words, the update processing unit 122 determines whether there is a request from the server 200 to release the new software 202 requiring the vehicle control software 92 to be updated, that is, whether there is a write request from the server 200 to write the new software 202 to the update control device 120.

[0089] When determining that there is a write request from the server 200, the update processing unit 122 receives the new software 202 from the server 200 via the wireless communication R, that is, outputs a download instruction to the first gateway ECU 110. 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 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 received new software 126 includes a received new program 126P and received new data 126D. The received new program 126P is a new program 202P stored in the second storage device 124, and the received new data 126D is new data 202D stored in the second storage device 124.

[0090] The update processing unit 122 uses the received new software 126 to rewrite the vehicle control software 92 to be updated, that is, to update the vehicle control software 92. That is, the update processing unit 122 writes the new software 202 stored in the second storage device 124 to the first storage device 91 to update the vehicle control software 92.

[0091] The second gateway ECU 130 is connected to the connector 140 and is used to rewrite the vehicle control software 92 using the external rewriting device 210 connected via the connector 140. The vehicle 10 and the external rewriting device 210 are configured to be connectable in a wired manner via the connector 140, but may also be configured to be connectable in a wireless manner.

[0092] The electronic control device 90 as the first control device and the update control device 120 as the second control device are vehicle control devices 150 that control the vehicle 10 and perform update processing of the vehicle control software 92. In particular, the electronic control device 90 and the update control device 120 are vehicle control devices 150 that control the vehicle 10 and perform update processing of the vehicle control software 92 using new software 202 received from a server 200 as an external device different from the vehicle 10 via wireless communication R. In this way, the vehicle control device 150 includes the electronic control device 90 and the update control device 120.

[0093] The electronic control device 90 further includes an AT transmission control unit, i.e., an AT transmission control unit 93 , a hybrid power control unit, i.e., a hybrid power control unit 94 , a braking force control unit, i.e., a braking force control unit 95 , and an operation control unit, i.e., a driving control unit 96 , in order to realize various controls in the vehicle 10 .

[0094] The AT speed change control unit 93 uses, for example, Figure 5 The AT gear shift map shown in the figure performs gear shift judgment on the stepped transmission unit 20, and outputs a hydraulic control command signal Sat to the hydraulic control circuit 56 for executing gear shift control of the stepped transmission unit 20 as needed. The AT gear shift map is a relationship obtained and stored in advance experimentally or by design, that is, a predetermined relationship.

[0095] exist Figure 5In the AT gear shift map, for example, a predetermined relationship between a plurality of predetermined gear shift lines SH used in the gear shift control of the stepped gear shift unit 20 for judging the gear shift of the stepped gear shift unit 20, that is, a plurality of predetermined gear shift lines SH for judging the switching of the AT gear shift unit, is provided on a two-dimensional coordinate system with the vehicle speed V and the required driving force Frdem as variables. Here, the output speed No, etc. may be used instead of the vehicle speed V. In addition, the required driving torque Trdem, the accelerator opening θacc, the throttle opening θth, etc. may be used instead of the required driving force Frdem. The plurality of gear shift lines SH include, for example, upshift lines SHua, SHub, SHuc for judging upshifting as shown by the solid lines, and downshift lines SHda, SHdb, SHdc for judging downshifting as shown by the dotted lines.

[0096] The hybrid control unit 94 includes an engine control unit that controls the operation of the engine 14, that is, it functions as an engine control unit and a rotating machine control unit that controls the operation of the first rotating machine MG1 and the second rotating machine MG2 via the converter 52, that is, it functions as a rotating machine control unit. Through those control functions, hybrid drive control of the engine 14, the first rotating machine MG1 and the second rotating machine MG2 is performed.

[0097] The hybrid control unit 94 calculates the required driving force Frdem on the drive wheels 28 as the required driving amount by applying the accelerator opening θacc and the vehicle speed V to a driving required amount map as a predetermined relationship. As the required driving amount, in addition to the required driving force Frdem [N], the required driving torque Trdem [Nm] on the drive wheels 28, the required driving power Prdem [W] on the drive wheels 28, the required AT output torque on the output shaft 22, etc. may be used. The hybrid control unit 94 considers the chargeable power Win and the dischargeable power Wout of the battery 54, etc., and outputs the engine control command signal Se and the rotating machine control command signal Smg so that the required driving power Prdem based on the required driving torque Trdem and the vehicle speed V is achieved. The engine control command signal Se is a command signal for controlling the engine 14, and the rotating machine control command signal Smg 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 speed Ne at that time. The rotating machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotating machine MG1 which outputs the MG1 torque Tg at the MG1 speed Ng when the command is output and which serves as a reaction torque to the engine torque Te; and also a command value of the consumed power Wm of the second rotating machine MG2 which outputs the MG2 torque Tm at the MG2 speed Nm when the command is output.

[0098] The chargeable power Win of the battery 54 is the input power that limits the input power of the battery 54, and the dischargeable power Wout of the battery 54 is the output power that limits the output power of the battery 54. The chargeable power Win and the dischargeable power Wout of the battery 54 are calculated, for example, by the electronic control unit 90 based on the battery temperature THbat and the state of charge value SOC[%] corresponding to the charge amount of the battery 54. The state of charge value SOC of the battery 54 is a value indicating the charge state of the battery 54, and is calculated, for example, by the electronic control unit 90 based on the battery charge and discharge current Ibat and the battery voltage Vbat.

[0099] The hybrid control unit 94 controls the engine 14 by taking into account the optimum engine operating point, etc., when the continuously variable transmission unit 18 is operated as a continuously variable transmission and the compound transmission 40 as a whole is operated as a continuously variable transmission, for example, and controls the generated power Wg of the first rotating machine MG1 so that the engine speed Ne and the engine torque Te can obtain the engine power Pe that realizes the required drive power Prdem, thereby performing the continuously variable transmission control of the continuously variable transmission unit 18 and changing the gear ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt (=γ0×γat=Ne / No) of the compound transmission 40 when it is operated as a continuously variable transmission is controlled. The optimum engine operating point is predetermined, for example, as the engine operating point at which the total fuel economy of the vehicle 10 becomes the best after considering the charging and discharging efficiency of the battery 54, etc., for the fuel economy of the engine 14 alone when realizing the required engine power Pedem. The engine operating point is the operating point of the engine 14 represented by the engine speed Ne and the engine torque Te.

[0100] The hybrid control unit 94, for example, performs a gear shift judgment of the compound transmission 40 using a predetermined relationship, for example, a stepped gear shift map, when the continuously variable transmission unit 18 is shifted like a stepped transmission and the compound transmission 40 is shifted like a stepped transmission as a whole, and performs the gear shift control of the continuously variable transmission unit 18 in coordination with the gear shift control of the AT gear stage of the stepped transmission unit 20 by the AT gear shift control unit 93, so that a plurality of gear stages with different gear ratios γt are selectively established. For the plurality of gear stages, the engine speed Ne can be controlled by the first rotating machine MG1 according to the output speed No so that each gear ratio γt can be maintained, thereby enabling the plurality of gear stages to be established.

[0101] The hybrid control unit 94 selectively establishes the EV driving mode or the HV driving mode as the driving mode according to the driving state. For example, the hybrid control unit 94 uses a predetermined relationship such as Figure 5 The driving mode switching map shown above establishes the EV driving mode when the required driving power Prdem is in the EV driving range with a relatively small value, and establishes the HV driving mode when the required driving power Prdem is in the HV driving range with a relatively large value.

[0102] exist Figure 5In the driving mode switching mapping, for example, a predetermined relationship between the boundary lines of the HV driving area and the EV driving area for switching between the HV driving mode and the EV driving mode is provided on a two-dimensional coordinate system with the vehicle speed V and the required driving force Frdem as variables. In switching the driving mode, the driving force source used during driving is switched, and therefore, the boundary line is, for example, a predetermined driving force source switching line CP used in the switching control of the driving force source as shown by a single dotted line for determining the switching of the driving mode between EV driving and HV driving. The driving force source switching line CP is also a predetermined driving area switching line for determining the switching between EV driving and HV driving. In addition, in Figure 5 In FIG. 1 , for convenience of explanation, the driving mode switching map is shown together with the AT gear shift map.

[0103] Even when the required driving power Prdem is in the EV driving area, the hybrid control unit 94 establishes the HV driving mode when the state of charge value SOC of the battery 54 becomes less than a predetermined engine start threshold value, or when preheating of the engine 14 is required. The engine start threshold value is a predetermined threshold value for determining whether the state of charge value SOC needs to be forcibly started to charge the battery 54.

[0104] The hybrid control unit 94 performs engine start control to start the engine 14 when the HV travel mode is established when the operation of the engine 14 is stopped. When the hybrid control unit 94 starts the engine 14, for example, while the engine speed Ne is increased by the first rotating machine MG1, the engine speed Ne is ignited when it becomes a predetermined ignition speed that can be ignited or higher, thereby starting the engine 14. That is, the hybrid control unit 94 cranks the engine 14 by the first rotating machine MG1, thereby starting the engine 14.

[0105] The braking force control unit 95 calculates the target deceleration based on, for example, the driver's accelerator operation (e.g., accelerator opening θacc, the speed of decrease of the accelerator opening θacc), the vehicle speed V, the gradient of the downhill road, the driver's brake operation for operating the wheel brakes (e.g., the brake operation amount Bra, the speed of increase of the brake operation amount Bra), etc., and sets the required braking force Bdem for achieving the target deceleration using a predetermined relationship. The braking force control unit 95 generates the braking force of the vehicle 10 during the deceleration driving of the vehicle 10 to obtain the required braking force Bdem.

[0106] The braking force of the vehicle 10 is generated, for example, by the braking force achieved by the regenerative control based on the second rotating machine MG2, i.e., the regenerative braking force, the braking force achieved by the wheel brake device 86, i.e., the wheel braking force, etc. The braking force of the vehicle 10 is preferably generated by the regenerative braking force, for example, from the viewpoint of improving energy efficiency. The braking force control unit 95 outputs an instruction to the hybrid power control unit 94 to execute the regenerative control achieved by the second rotating machine MG2 to obtain the regenerative torque required for the regenerative braking force. The regenerative control achieved by the second rotating machine MG2 is controlled as follows: the second rotating machine MG2 is driven to rotate by the driven torque input from the drive wheel 28 to operate as a generator, and the generated power is charged to the battery 54 via the converter 52.

[0107] For example, when the required braking force Bdem is relatively small, the braking force control unit 95 realizes the required braking force Bdem entirely through the regenerative braking force. For example, when the required braking force Bdem is relatively large, the braking force control unit 95 realizes the required braking force Bdem by adding the wheel braking force to the regenerative braking force. For example, before the vehicle 10 is about to stop, the braking force control unit 95 replaces the amount of regenerative braking force with the wheel braking force to realize the required braking force Bdem. The braking force control unit 95 outputs a brake control command signal Sbra to the wheel brake device 86 for obtaining the wheel braking force required to realize the required braking force Bdem.

[0108] The driving control unit 96 can perform manual driving control for driving based on the driver's driving operation and driving assistance control for driving the vehicle 10 independently of the driver's driving operation as driving control of the vehicle 10. The manual driving control is a driving control for driving by manual driving based on the driver's driving operation. The manual driving is a driving method for driving the vehicle 10 by the driver's driving operation such as accelerator operation, brake operation, steering operation, etc. The driving assistance control is, for example, a driving control for driving by driving assistance for automatically assisting the driving operation. The driving assistance is a driving method in which the vehicle 10 is driven by automatically accelerating, decelerating, braking, etc., independently of the driver's driving operation (intention) through control by the electronic control device 90 based on signals, information, etc. from various sensors. The driving assistance control is, for example, an automatic driving control for driving by automatically setting a target driving state based on a destination, map information, etc. input by the driver, and automatically accelerating, decelerating, braking, steering, etc. based on the target driving state. Furthermore, the driving assistance control may include cruise control in which the driver performs a part of the driving operation such as steering operation, and automatically performs acceleration, deceleration, braking, and the like.

[0109] The driving control unit 96 establishes the manual driving mode and performs manual driving control when the automatic driving selection switch, the cruise switch, etc. in the driving assistance setting switch group 84 are turned off and driving based on driving assistance is not selected. The driving control unit 96 performs manual driving control by outputting commands to control the step-variable transmission unit 20, the engine 14, the rotary machines MG1, MG2, and the wheel brake device 86 to the AT transmission control unit 93, the hybrid control unit 94, and the braking force control unit 95, respectively, so that acceleration, deceleration, and braking are performed according to the driver's operation.

[0110] When the driver operates the automatic driving selection switch in the driving assistance setting switch group 84 and selects the automatic driving, the driving control unit 96 establishes the automatic driving mode to perform the automatic driving control. Specifically, the driving control unit 96 automatically sets the target driving state based on the destination input by the driver, the vehicle position information based on the position information Ivp, the map information based on the navigation information Inavi, and various information on the driving road based on the vehicle surrounding information Iard. The driving control unit 96 outputs the steering control command signal Sste for controlling the steering of the front wheels to the steering device 88 on the basis of outputting the control of the stepped transmission unit 20, the engine 14, the rotary machine MG1, MG2 and the wheel brake device 86 to the AT transmission control unit 93, the hybrid control unit 94 and the braking force control unit 95 respectively, thereby performing the automatic driving control so that acceleration, deceleration, braking and steering are automatically performed based on the set target driving state.

[0111] Here, the vehicle control program 92P includes, for example, an engine program 92Peg, which is an engine control program used in controlling the engine 14 by the hybrid control unit 94; an MG1 program 92Pm1, which is a first rotating machine control program used in controlling the first rotating machine MG1 by the hybrid control unit 94; a MG2 program 92Pm2, which is a second rotating machine control program used in controlling the second rotating machine MG2 by the hybrid control unit 94; and an AT program 92Pat, which is an automatic transmission control program used in controlling the step-variable transmission unit 20 by the AT speed change control unit 93. The MG2 program 92Pm2 is a rotating machine control program used in controlling 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 in EV running and a regeneration program 92Pre which is a regeneration control program used in regeneration control implemented by the second rotating machine MG2.

[0112] The control data 92D includes, for example, a plurality of speed change lines SH, a driving force source switching line CP, a correction value or a limit value GD for limiting the correction amount of the control value Sct used in the control of the vehicle 10 as a learning value of the learning control, etc. The control value Sct is, for example, various command signals such as the engine control command signal Se, the rotating machine control command signal Smg, the oil pressure control command signal Sat, the brake control command signal Sbra, and the steering control command signal Sste. Specifically, the control value Sct is, for example, an engagement pressure command value as the oil pressure control command signal Sat, which is controlled so as to change the engagement pressure of the engagement device CB that switches the operating state in the transition of the speed change control of the step-variable speed change unit 20 by the AT speed change control unit 93. The AT speed change control unit 93 corrects the engagement pressure command value by, for example, learning control so that the speed change time becomes appropriate while suppressing the speed change shock in the speed change control of the step-variable speed change unit 20. The limit value GD is, for example, a predetermined guard value for limiting so that the change of the control value Sct by the learning control does not become too large, and is predetermined for each control value Sct.

[0113] The electronic control device 90 includes a vehicle control execution unit 97, which controls the vehicle 10 using the vehicle control software 92, that is, controls the vehicle 10 according to the vehicle control program 92P. The vehicle control execution unit 97 includes an AT transmission control unit 93, a hybrid control unit 94, a braking force control unit 95, a driving control unit 96, and the like.

[0114] When the current software 92 is updated using the new software 202, that is, the received new software 126, there is a possibility that the writing of the received new software 126 to the electronic control unit 90, that is, the first storage unit 91 fails. In the update process of the vehicle control software 92, for example, the writing of the received new software 126 is performed after erasing the current software 92 or by overwriting the storage area of ​​the current software 92. Therefore, when the writing of the received new software 126 fails, the control of the vehicle 10 using the updated vehicle control software 92 becomes impossible. In contrast, the electronic control unit 90 backs up the current software 92 before the update process of the vehicle control software 92. As a result, when the writing of the received new software 126 fails, the current software 92 backed up in advance can be written back to the first storage unit 91, and the current software 92 can be restored and used in the control of the vehicle 10. At this time, it is considered to pre-set a storage area of ​​the backup destination of the current software 92 in the electronic control unit 90. In this case, the electronic control device 90 as a whole requires a large-capacity storage device.

[0115] The vehicle 10 includes an update control device 120 that is different from the electronic control device 90. The second storage device 124 of the update control device 120 has a capacity greater than a certain level in order to store a plurality of new software 202 when, for example, the update process of the vehicle control software 92 is on hold or a request for distribution of a plurality of new software 202 is generated 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 the update process of the vehicle control software 92.

[0116] Specifically, the electronic control device 90 also includes a state determination unit, i.e., a state determination unit 98, and a backup processing unit, i.e., a backup processing unit 99, in order to be able to restore the current vehicle control software 92 for use in the control of the vehicle 10 even if the update process of the current vehicle control software 92 fails, and to suppress the increase in the capacity of the overall storage device of the electronic control device 90.

[0117] When the second storage device 124 has the received new software 126, the state determination unit 98 determines whether to allow the update process of the vehicle control software 92 to be updated, that is, the writing of the received new software 126 to the first storage device 91 of the electronic control unit 90. The state determination unit 98 determines whether to allow the writing of the received new software 126 to the first storage device 91 based on whether there is no failure in the current control operation of the vehicle 10 even if the update process of the vehicle control software 92 to be updated is executed.

[0118] When the state determination unit 98 is in the process of executing control processing using the vehicle control software 92 that is the update target by the vehicle control execution unit 97, when executing the update processing of the vehicle control software 92 that is the update target, it is determined that there is a fault in the current control action of the vehicle 10.

[0119] For example, EV driving is driving using vehicle control software 92 related to the control of EV driving. Therefore, during EV driving, when the vehicle control software 92 related to the control of EV driving is updated, EV driving may fail. On the other hand, during EV driving, even if the vehicle control software 92 other than the vehicle control software 92 related to the control of EV driving is updated, EV driving is unlikely to fail. 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 is, for example, the vehicle control software 92 related to the control of HV driving, the speed change line SH, the drive source switching line CP, the limit value GD, etc. The vehicle control software 92 related to the control of HV driving is, for example, the engine program 92Peg, the MG1 program 92Pm1 for controlling the first rotating machine MG1 that outputs the reaction torque to the engine torque Te, etc. When the vehicle is in EV driving, the state determination unit 98 does not allow the new received software 126 to be updated by the vehicle control software 92 related to the control of EV driving to be written to the first storage device 91. When the vehicle is in EV driving, the state determination unit 98 allows the new received software 126 to be updated by the vehicle control software 92 other than the vehicle control software 92 related to the control of EV driving to be written to the first storage device 91. In other cases than the EV driving, whether the new received software 126 is allowed to be written to the first storage device 91 is determined from the same perspective as in the above-mentioned EV driving.

[0120] In addition, the learning control of the control value Sct performed by the vehicle control device 150 is, for example, a control in which, after the control of a certain type of vehicle 10 that is the object of the learning control is temporarily ended, the control value Sct used in the next control of the same type of vehicle 10 is corrected by learning. Therefore, during the period of implementing the control of the certain type of vehicle 10 that is the object of the learning control, the learning control is not implemented. Therefore, even if the update processing of the limit value GD in the learning control is executed, there is no fault in the current control action of the vehicle 10. Based on such a situation, the state determination unit 98 allows the writing of the received new software 126 with the limit value GD as the update object regardless of the current control action of the vehicle 10.

[0121] When the state determination unit 98 determines that the writing of the received new software 126 to the first storage device 91 is not permitted, the update processing unit 122 holds the update processing of the vehicle control software 92 to be updated using the received new software 126. When the state determination unit 98 determines that the writing of the received new software 126 to the first storage device 91 is permitted, the update processing unit 122 writes the received new software 126 to the first storage device 91. In this way, the update processing unit 122 performs the update processing of the vehicle control software 92 to be updated when the control of the vehicle 10 using the vehicle control software 92 to be updated is not performed by the vehicle control execution unit 97.

[0122] The backup processing unit 99 writes the vehicle control software 92 to be updated, which is stored in the first storage device 91 , into the second storage device 124 of the update control device 120 before the update processing unit 122 performs the update processing on the vehicle control software 92 .

[0123] The state determination unit 98 determines whether writing of the vehicle control software 92 to be updated into the second storage device 124 by the backup processing unit 99 has been completed.

[0124] When the update processing unit 122 determines through the state determination unit 98 that the writing of the vehicle control software 92 to be updated by the backup processing unit 99 to the second storage device 124 has been completed, the update processing unit 122 starts writing the received new software 126 to the first storage device 91 after erasing the vehicle control software 92 to be updated stored in the first storage device 91 from the first storage device 91 by the backup processing unit 99. In addition, when the writing of the received new software 126 overwrites the vehicle control software 92 to be updated, the vehicle control software 92 may not be erased.

[0125] The state determination unit 98 determines whether the writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has been completed. When determining that the writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has been completed, the state determination unit 98 determines whether the writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has failed, that is, whether the update process of the vehicle control software 92 to be updated by the update processing unit 122 has not been normally performed. The state determination unit 98 determines whether the writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has failed, for example, by checking, so-called verifying, whether the writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has been completed, that is, whether the updated vehicle control software 92 has no errors. Alternatively, the state determination unit 98 may determine whether writing of the received new software 126 to the first storage device 91 by the update processing unit 122 has failed, for example, by confirming whether abnormal control is performed by operating the updated vehicle control software 92 in the virtual space.

[0126] When the backup processing unit 99 determines through the state determination unit 98 that the update processing of the vehicle control software 92 to be updated by the update processing unit 122 is not performed normally, the backup processing unit 99 writes the vehicle control software 92 to be updated written in the second storage device 124 to the first storage device 91.

[0127] The state determination unit 98 determines whether writing of the vehicle control software 92 to be updated written in the second storage device 124 by the backup processing unit 99 to the first storage device 91 has been completed.

[0128] When the backup processing unit 99 determines through the state determination unit 98 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 erases the vehicle control software 92 to be updated written in the second storage device 124 from the second storage device 124 .

[0129] After the update processing unit 122 completes writing of 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 vehicle control software 92 written to the second storage device 124 is erased from the second storage device 124. Therefore, the second storage device 124 basically ensures the capacity for storing the new software 202 for which a write request is generated from the server 200 and the capacity for backing up the vehicle control software 92 to be updated by the new software 202. However, when storing a plurality of new software 202, depending on the capacity of each new software 202, 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 second storage device 124 does not have enough capacity for receiving and writing other new software 202 different from the new software 202 that has been written and stored in the second storage device 124, that is, the received new software 126, from the server 200. When the capacity of the second storage device 124 is insufficient for newly writing the other new software 202 , the update control device 120 rejects writing of the other new software 202 .

[0130] Figure 6 1 is a diagram showing an example in which a write request is generated from the server 200 while the second storage device 124 stores the received new software 126, and shows a case in which the writing of other new software 202 is permitted. Figure 6 In the “other capacity CSo”, it indicates the capacity CSo of the software etc. used in the control of the update processing unit 122 etc. The “capacity CSw of the new software that has been written” indicates the capacity CSw of the new software 202 that has been written and stored in the second storage device 124, that is, the new software 126 after receiving. The “current software capacity CSp” indicates the capacity CSp of the current software 92 that is the update object in the state where it is predicted that the vehicle control software 92 that is the update object is written to the second storage device 124 by the backup processing unit 99 before the update processing performed by the update processing unit 122 using the new software 202 that has been written. The “software capacity CSd requested to be written from the server” indicates the capacity CSd of the other new software 202 for which there is a write request from the server 200. The “capacity SC of the control device (second storage device) for updating” indicates the capacity SC of the second storage device 124. In Figure 6In the above, even if the "software capacity CSd required to be written from the server" is added to the capacity obtained by adding the "other capacity CSo", the "new software capacity CSw that has been written", and the "current software capacity CSp", the "update control device (second storage device) capacity SC" will not be insufficient, and therefore, the writing of other new software 202 is allowed. That is, before the update processing by the update processing unit 122 using the received new software 126, the estimated free capacity SCe (=SC-(CSo+CSw+CSp)) that can be written to the second storage device 124 by the backup processing unit 99 is predicted to be greater than the capacity CSd of the other new software 202, and therefore, the writing of other new software 202 is allowed.

[0131] Figure 7 This is a condition in which a write request from the server 200 exists while the second storage device 124 stores the received new software 126. Figure 6 A different example diagram shows a situation where the writing of other new software 202 is rejected. Figure 7 In the "Other capacity CSo" and other statements Figure 6 is the same. Figure 7 In the example, when the capacity obtained by adding the "other capacity CSo", "the capacity of new software that has been written CSw", and "the current software capacity CSp" is added with the "software capacity CSd required to be written from the server", it exceeds the "capacity SC of the control device (second storage device) for updating", and therefore the writing of the other new software 202 is rejected. That is, the estimated free capacity SCe that can be written in the second storage device 124 is smaller than the capacity CSd of the other new software 202, and therefore the writing of the other new software 202 is rejected.

[0132] The update control device 120 further includes a reception availability processing unit, that is, a reception availability processing section 128 , in order to process whether the new software 202 for which a writing request has been sent from the server 200 can be written.

[0133] The reception feasibility processing unit 128 determines whether the capacity of the second storage device 124 of the update control device 120 has a margin for writing the new software 202 for which a write request exists from the server 200, when the update processing unit 122 determines that there is a write request from the server 200. Specifically, the reception feasibility processing unit 128 determines that the capacity of the second storage device 124 has a margin when the second storage device 124 does not store the received new software 126. Furthermore, when the second storage device 124 stores the received new software 126, the reception feasibility processing unit 128 calculates an estimated free capacity SCe of the second storage device 124 that can be written, and determines whether the capacity of the second storage device 124 has a margin based on whether the estimated free capacity SCe is greater than the capacity CSd of other new software 202 for which a write request exists (see Figure 6 , Figure 7 ).

[0134] The reception possibility processing unit 128 allows the writing of the new software 202 to the second storage device 124 for which there is a writing request from the server 200, when it is determined that there is a margin in the capacity of the second storage device 124. On the other hand, the reception possibility processing unit 128 rejects the writing of other new software 202 to the second storage device 124 for which there is a writing request from the server 200, when it is determined that there is no margin in the capacity of the second storage device 124. In this way, when receiving other new software 202 different from the new software 202 that has been written and stored in the second storage device 124, that is, the received new software 126, from the server 200 and storing it in the second storage device 124, the reception possibility processing unit 128 calculates the estimated free capacity SCe of the second storage device 124 that can be written, and rejects the writing of other new software 202 to the second storage device 124 when the estimated free capacity SCe is smaller than the capacity CSd of other new software 202.

[0135] When the writing of the new software 202 is permitted by the reception possibility processing unit 128, the update processing unit 122 outputs a command to download the new software 202 to the first gateway ECU 110, and executes the writing of the new software 202 received by the first gateway ECU 110 from the server 200 to the second storage device 124. On the other hand, when the writing of the new software 202 is rejected by the reception possibility processing unit 128, the update processing unit 122 reserves the writing of the new software 202 to the second storage device 124.

[0136] Figure 8It is a flowchart that explains the main part of the control work of the vehicle control device 150. It is a flowchart that explains the control work for restoring the current software 92 for use in the control of the vehicle 10 even if the update process of the current software 92 fails, and suppressing the increase in the capacity of the overall storage device of the electronic control device 90, for example, being repeatedly executed.

[0137] exist Figure 8In the routine, first, in step S10 corresponding to the function of the update processing unit 122 (hereinafter, the step is omitted), it is determined whether there is a write request from the server 200. In the case where the determination of S10 is negative, this routine ends. In the case where the determination of S10 is affirmative, in S20 corresponding to the function of the reception processing unit 128, it is determined whether the capacity of the update control device 120, that is, the second storage device 124 has a margin. In the case where the determination of S20 is affirmative, in S30 corresponding to the functions of the reception processing unit 128 and the update processing unit 122, the writing of the new software 202 to the second storage device 124 with the write request from the server 200 is permitted, and the writing of the new software 202 received from the server 200 to the second storage device 124 is executed. If the determination in S20 is negative, in S40 corresponding to the function of the reception processing unit 128, the writing of the other new software 202 to the second storage device 124 for which there is a writing request from the server 200 is rejected. Following S30 or S40, in S50 corresponding to the function of the status determination unit 98, it is determined whether the writing of the new software 202, that is, the received new software 126 to the electronic control unit 90, that is, the first storage device 91 is permitted. If the determination in S50 is negative, this routine ends. If the determination in S50 is positive, in S60 corresponding to the function of the backup processing unit 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 the writing of the current software 92 to the second storage device 124 has been completed. If the determination in S70 is negative, the routine returns to S60. If the determination in S70 is positive, in S80 corresponding to the function of the update processing unit 122, the received new software 126 is written to the first storage device 91. Next, in S90 corresponding to the function of the status determination unit 98, it is determined whether the writing of the received new software 126 to the first storage device 91 has been completed. If the determination in S90 is negative, the process returns to the above-mentioned S80. If the determination in S90 is positive, in S100 corresponding to the function of the status determination unit 98, it is determined whether the writing of the received new software 126 to the first storage device 91 has failed. If the determination in S100 is negative, in S110 corresponding to the function of the backup processing unit 99, the current software 92 written to the second storage device 124 is erased from the second storage device 124. When the determination in S100 is affirmative, in S120 corresponding to the function of the backup processing unit 99 , the current software 92 written in the second storage device 124 is written in the first storage device 91 .Next, in S130 corresponding to the function of the state determination unit 98, it is determined whether the writing of the current software 92 written to the second storage device 124 to the first storage device 91 has been completed. If the determination in S130 is negative, the process returns to the above-mentioned S120. If the determination in S130 is positive, this routine ends.

[0138] As described above, according to the present embodiment, before the update process of the current software 92 previously stored in the first storage device 91 by writing the new software 202 stored in the second storage device 124 of the update control device 120 into the first storage device 91 of the electronic control device 90, the current software 92 to be updated is written into the second storage device 124. Therefore, when the writing of the new software 202 is not normally completed, that is, when the writing of the new software 202 fails, the current software 92 backed up in the second storage device 124 can be written back to the first storage device 91. Thus, even if the update process of the current software 92 fails, the current software 92 can be restored to be used for the control of the vehicle 10, and the increase in the capacity of the entire storage device of the electronic control device 90 can be suppressed.

[0139] In addition, according to the present embodiment, when the update process of the current software 92 stored in the first storage device 91 is not performed normally, the current software 92 of the update object written to the second storage device 124 before the update process is written to the first storage device 91. Therefore, even if the update process of the current software 92 fails, the vehicle 10 using the current software 92 can be controlled.

[0140] In addition, according to the present embodiment, when the update process of the current software 92 stored in the first storage device 91 is performed normally, the current software 92 of the update object written to the second storage device 124 before the update process is erased from the second storage device 124. Therefore, after the update process of the current software 92 is successful, the backed-up current software 92 is no longer stored in the second storage device 124, and the free capacity of the second storage device 124 can be appropriately ensured.

[0141] In addition, according to the present embodiment, when other new software 202 different from the new software 202 that has been written and stored in the second storage device 124 is stored in the second storage device 124, when the estimated free capacity SCe of the second storage device 124 is smaller than the capacity CSd of the other new software 202, the writing of the other new software 202 to the second storage device 124 is rejected. Therefore, 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 when the update process using the new software 202 that has been written is used.

[0142] In addition, according to the present embodiment, the update process of the current software 92 of the update object is performed when the control of the vehicle 10 using the current software 92 of the update object is not executed, thereby preventing a malfunction from occurring in the control action of the vehicle 10 when the update process of the current software 92 is performed.

[0143] The embodiments of the present invention are described in detail above based on the drawings, but the present invention can also be applied in other technical solutions.

[0144] For example, in the aforementioned embodiment, the functions of the first storage device 91, the vehicle control execution unit 97, the state determination unit 98, the backup processing unit 99, etc. are provided in the electronic control unit 90, and the functions of the update processing unit 122, the second storage device 124, the reception possibility processing unit 128, etc. are provided in the update control unit 120, but the present invention is not limited to this technical solution. For example, all or part of the functions of the backup processing unit 99 may be provided in the update control unit 120, or all or part of the functions of the reception possibility processing unit 128 may also be provided in the electronic control unit 90. In short, the first storage device 91 may be provided in the electronic control unit 90, and the second storage device 124 may be provided in the update control unit 120, and the functions of the vehicle control execution unit 97, the state determination unit 98, the backup processing unit 99, the update processing unit 122, the reception possibility processing unit 128, etc. may be provided in the vehicle control unit 150.

[0145] In addition, in the aforementioned embodiment, the present invention is described by taking 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 as an example, but the present invention is not limited to this technical solution. For example, even in the case where the vehicle control software 92 is updated using the external rewriting device 210 at a location other than the base of the specialized operator such as the storage location of the vehicle 10, or in the case where the vehicle control software 92 is updated using the new software read from a recording medium such as an optical disk such as a CD or DVD or a non-volatile memory such as a flash memory having the new software recorded thereon via a reader provided in the vehicle 10, there is a risk that the specialized operator will have difficulty in handling the failure of the update process and will be unable to control the vehicle 10 using the updated vehicle control software 92. Therefore, even in the case where the vehicle control software 92 is updated using the external rewriting device 210, or in the case where the vehicle control software 92 is updated using the new software read from the recording medium via a reader in the vehicle 10, the update process can be performed. Figure 8 In addition, in this case, Figure 8 In S10 of FIG. 1 , it is determined whether there is a write request from the external rewriting device 210 or the reader in the vehicle 10. Figure 1 In the embodiment, the new software required to update the vehicle control software 92 stored in the external rewriting device 210 is stored in the second storage device 124 of the update control device 120 as the received new software 126 via the second gateway ECU 130. Alternatively, the new software required to update the vehicle control software 92 recorded in the recording medium is stored in the second storage device 124 of the update control device 120 via the reader in the vehicle 10. The second storage device 124 is a storage device that stores the new software that takes the vehicle control software 92 as the update object. The writing of the new software to the second storage device 124 is independent of the means via wireless means, via wired means, via the reader in the vehicle 10, etc.

[0146] In addition, in the above-mentioned embodiment, for example, when the second storage device 124 has already stored the received new software 126, if it is always prohibited to receive the new software 202 different from the received new software 126 from the server 200, it is not necessary to have Figure 8 The new software different from the received new software 126 may not be the new software 202 that updates the vehicle control software 92, but may be new software written to the first storage device 91 to add functions.

[0147] In the above-mentioned embodiment, the transceiver 100 and the server 200 are connected via the network 220 , but they may be connected via a wireless device provided in the server 200 or via a wireless device directly connected to the server 200 .

[0148] In the above-mentioned embodiment, the vehicle 10 including the compound transmission 40 is exemplified as a vehicle to which the present invention is applied. However, the present invention is not limited to the vehicle 10 and can be applied to any vehicle that performs a vehicle control software update process.

[0149] In addition, the above-mentioned content is only one embodiment, and the present invention can be implemented by implementing various changes and improved technical solutions based on the knowledge of those skilled in the art.

Claims

1. A vehicle control device (150), comprising a first control device (90) and a second control device (120), for controlling a vehicle (10) and performing an update process of vehicle control software (92) used for controlling the vehicle (10), wherein the vehicle control device (150) comprises: a first storage device (91), which is provided in the first control device (90) and stores the vehicle control software (92); a second storage device (124) provided in the second control device (120) and storing new software (202) for updating the vehicle control software (92); a vehicle control execution unit (97) for controlling the vehicle (10) using the vehicle control software (92); an update processing unit (122) for performing an update process of the vehicle control software (92) by writing the new software (202) stored in the second storage device (124) into the first storage device (91); a backup processing unit (99) which writes the vehicle control software (92) to be updated stored in the first storage device (91) into the second storage device (124) before the update processing is performed by the update processing unit (122); and A receivability processing unit (128) calculates an estimated free capacity (SCe) of the second storage device (124) that can be written when storing other new software (202) different from the new software (202) that has been written to the second storage device (124) in the second storage device (124), wherein the state is a state in which it is predicted that the vehicle control software (92) to be updated is written to the second storage device (124) by the backup processing unit (99) before the update processing is performed by the update processing unit (122) using the new software (202) that has been written to the second storage device (124), and when the estimated free capacity is smaller than the capacity of the other new software (202), the writing of the other new software (202) to the second storage device (124) is rejected.

2. The vehicle control device (150) according to claim 1, characterized in that: The backup processing unit (99) writes the vehicle control software (92) to be updated written in the second storage device (124) to the first storage device (91) when the update processing by the update processing unit (122) is not performed normally.

3. The vehicle control device (150) according to claim 1, characterized in that: When the update processing by the update processing unit (122) is performed normally, the backup processing unit (99) erases the vehicle control software (92) as the update object written in the second storage device (124) from the second storage device (124).

4. The vehicle control device (150) according to any one of claims 1 to 3, characterized in that: The update processing unit (122) performs the update processing when the control of the vehicle (10) using the vehicle control software (92) to be updated is not being executed by the vehicle control execution unit (97).

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