Vehicle control system

Abstract

Vehicle control system (10) for the coordinated control of several in-vehicle devices (30 to 40), which are divided into several domains according to the functional roles of the in-vehicle devices (30 to 40), wherein the vehicle control system (10) comprises: - several domain control units (12, 14, 16), each of which monitors the control of the in-vehicle device (30 to 40) belonging to a corresponding domain; and- a device control unit (18 to 28) which is subordinate to the domain control unit (12, 14, 16) and controls an operating state of the vehicle-internal device (30 to 40) in response to a command from the domain control unit (12, 14, 16), wherein- the several domain control units (12, 14, 16) are hierarchically structured as at least one upper domain control unit (12) and lower domain control units (14, 16) and the upper domain control unit (12) issues a command to the lower domain control units (14, 16),which relates to a control operation to be carried out by the lower domain control units (14, 16), - each of the multiple domain control units (12, 14, 16) includes a control purpose setting unit (12a, 14a, 16a) which sets a control purpose thereof, and a target state setting unit (12b, 14b, 16b) which achieves the control purpose set by the control purpose setting unit (12a, 14a, 16a) and sets a target state to be achieved by the control of the vehicle's internal device (30 to 40), - the upper domain control unit (12) supplies the lower domain control units (14, 16) with the control purpose and the target state thereof at the time of output of the request to be carried out by the lower domain control units (14, 16), - the lower domain control unit (14, 16) specifies the control purpose thereof by the control purpose setting unit (14a, 16a) of which, according to the tax purpose and target state provided by the upper domain control part (12),and- if the lower domain control part (14) receives several requests from several upper domain control parts concerning controls to be performed, the control purpose setting part (14a) of the lower domain control part (14) sets the control purpose of these by arbitrating the several requests according to the control purpose and the target state in each of the requests.

Description

[0001] The present invention relates to a vehicle control system for controlling several in-vehicle devices in coordination.

[0002] JP 2003-191774 A, for example, discloses an integrated vehicle motion control system for controlling multiple actuators, which perform several types of motion control, in an integrated manner. In this integrated vehicle motion control system, the control software is suitably hierarchically structured such that its hierarchical configuration is optimized from a practical point of view.

[0003] In this integrated vehicle motion control system, the software configuration is hierarchically structured, comprising a command section and an execution section. The command section sets a target vehicle state value based on operator input. The execution section receives this target vehicle state value and executes the command using multiple actuators. Furthermore, the command section is hierarchically divided into an upper command section and a lower command section. The upper command section sets a first target vehicle state value, independent of any dynamic vehicle movement. The lower command section sets a second target vehicle state value based on the received first target vehicle state value and dependent on the vehicle's dynamic movement.

[0004] In the vehicle motion control system described above, a computer contains three CPUs, which are assigned to the upper instruction part, lower instruction part and execution part, which are hierarchically structured, and it is configured to issue commands to subdivided values ​​(control values) so that all actuators are controlled.

[0005] Thus, the integrated vehicle motion control system described above controls multiple actuators through shared control units (upper command unit, lower command unit, and execution unit). As a result, if the control content of an actuator needs to be changed, the entire control unit must be modified accordingly. Furthermore, if the control system for one vehicle model is to be applied to another vehicle model that uses a different actuator type or a different number of actuators, the motion control system must be configured accordingly.

[0006] The present invention addresses this problem and has as its objective to provide a vehicle control system which is adaptable by allowing a simple change of control content and a simple application to vehicles which have actuators of a different configuration.

[0007] According to the present invention, a vehicle control system coordinates several in-vehicle devices, which are divided into several domains according to their functional roles. The vehicle control system comprises several domain control units and one device control unit. Each of the several domain control units monitors the control of the in-vehicle device belonging to the corresponding domain. The device control unit is subordinate to the domain control unit and controls an operating state of the in-vehicle device in response to a command from the domain control unit. The several domain control units are hierarchically structured as at least one upper domain control unit and lower domain control units. The upper domain control unit issues a command to the lower domain control units, which relates to a control action to be performed by the lower domain control units.

[0008] The vehicle control system is characterized by the fact that each of the multiple domain control units has a control purpose setting unit, which sets a control purpose, and a target state setting unit, which achieves the control purpose set by the control purpose setting unit and sets a target state to be achieved by controlling the vehicle's internal device. The upper domain control unit provides the lower domain control units with the control purpose and the target state at the time of issuing the request to be executed by the lower domain control units. The lower domain control units then adjust the control purpose by means of their control purpose setting unit to align it with the control purpose and target state provided by the upper domain control unit.

[0009] Fig. Figure 1 is a functional block diagram showing an embodiment of several functions that a vehicle control system has in a case where an in-vehicle device in a hybrid vehicle is a control object;

[0010] Fig. 2 is a flowchart showing control processing in the vehicle control system;

[0011] Fig. 3 is a flowchart which shows a detailed processing of step S120 in the flowchart of Fig. 2 shows;

[0012] Fig. Figure 4 is a timing diagram showing a first example of a specific control processing operation performed by the vehicle control system;

[0013] Fig. Figure 5 is a state diagram showing the state of each part of the vehicle control system at the time a vehicle starts driving, in the first example;

[0014] Fig. Figure 6 is a state diagram showing the state of each part of the vehicle control system at the time of a vehicle traveling at a constant speed in the first example;

[0015] Fig. Figure 7 is an explanatory diagram showing a second example of a specific control processing operation performed by the vehicle control system;

[0016] Fig. Figure 8 is a flowchart showing a processing operation carried out by a brake control unit (BRKC) in the second example;

[0017] Fig. Figure 9 is an explanatory diagram showing a third example of specific control processing performed by the vehicle control system, and in particular showing the state of each part of the vehicle control system at the time of vehicle acceleration; and

[0018] Fig. Figure 10 is a state diagram showing the state of each part of the vehicle control system when a vehicle's path has turned downhill at the time of acceleration, as in the third example.

[0019] A vehicle control system according to the present invention will be described below with reference to an embodiment shown in the accompanying drawings. In the embodiment described below, the vehicle control system according to the present invention is applied to various in-vehicle devices installed in a hybrid vehicle that has an internal combustion engine and an electric motor as drive energy sources for vehicle travel. However, the vehicle control system according to the present embodiment can be used to control not only various in-vehicle devices of the hybrid vehicle, but also various in-vehicle devices of a conventional vehicle that has only an internal combustion engine or of an electric vehicle that has only an electric motor.

[0020] An example of the various functions that a vehicle control system performs10 for in-vehicle devices in the hybrid vehicle described above, is in Fig. 1 is shown as a functional block diagram. In which in Fig. The example shown is only a small selection of the many functions of the vehicle control system. This is because Fig. 1 only some parts of a complete configuration of the vehicle control system 10 shows which are necessary, characteristic features of the vehicle control system 10 to be described according to the present embodiment.

[0021] In particular, it shows Fig. 1 only functional blocks of the vehicle control system 10 , which has an internal combustion engine 30 , an integrated starter generator (ISG) 32 , a gearbox 34 , a high-voltage battery 36 , a braking device 38 and an air conditioner 40 as in-vehicle devices. The vehicle control system10 However, it can include other in-vehicle devices besides the control objects to be controlled. For example, the vehicle's control system can 10 Control all vehicle-internal devices, such as a suspension device and a steering device, which influence the driving movement of a vehicle.

[0022] As in Fig. As shown in 1, the vehicle control system 10 into several logic blocks (function blocks) 12 until 28 These logic blocks are pre-divided and configured 12 until 28 to connect them based on a predetermined connection relationship. That is, the logic structure for controlling various in-vehicle devices. 30 until 40 in the vehicle control system 10 is through the logic blocks 12 until 28 and the connection relationship between the logic blocks 12 until 28adjusted. The vehicle control system 10 controls the vehicle's internal devices 30 until 40 through the coordinated operations of the multiple logic blocks 12 until 28 depending on the predetermined connection relationship.

[0023] In the vehicle control system 10 According to the present embodiment, the vehicle's internal devices 30 until 40 into multiple domains in accordance with the roles of these devices 30 until 40 divided. Each domain is equipped with a domain control unit, which monitors the control of the vehicle's internal devices belonging to that domain. This domain control unit includes at least one logic block. In particular, the following are carried out in the Fig. 1 shown embodiment of the internal combustion engine 30 , the ISG 32 , the gearbox 34 , the high-voltage battery 36and the braking device 38 Rollers are used to apply force to a vehicle for acceleration, deceleration, and maintaining a vehicle speed. For this reason, an energy control unit is essential. 14 as the main domain control unit, which controls such in-vehicle devices 30 until 38 monitored. Furthermore, a body control part is present. 16 as another domain control unit for monitoring controls of vehicle-internal devices such as the air conditioning system 40 It is intended for climate control of a vehicle compartment, seat heating, and interior lighting, which perform roles in regulating a room environment. Furthermore, although not in Fig. Figure 1 shows a body control unit as a further domain control unit for monitoring controls of vehicle-internal devices such as a wheel suspension device and a steering device, which perform roles of stabilizing a vehicle movement and determining a direction of vehicle travel.

[0024] Additionally, the vehicle control system 10 with a vehicle motion control unit 12 Designed for connecting and coordinating controls performed by the domain control units described above. The vehicle motion control unit 12is designed as a higher-level domain control unit, which comprehensively monitors all controls of the vehicle's internal devices, i.e., of the control objects to be controlled, as a main domain control unit or a high-level domain control unit. This hierarchically divides the domain control unit into the upper domain control unit (vehicle motion control unit). 12 ) and lower domain control parts (energy control part) 14 and body control part 16 ), which are subordinate to the upper domain control part and are therefore domain control parts at a lower level, is structured. The vehicle motion control part 12 , which is the upper domain control part, specifies tax requirements for the energy control part 14 , the body control part 16and similar ones, which are the lower domain control parts. These tax requirements will be described in detail later. The upper domain control part does not command tax target values, but rather provides the lower domain control part with a tax purpose and a target state to be achieved by the control. Based on the tax purpose and target state provided by the upper domain control part, the lower domain control part sets its own tax purpose. As described below, a lower domain control part is permitted to issue a tax request to other lower domain control parts.

[0025] It is assumed here that the upper domain control unit, or one lower domain control unit, directly supplies the other lower domain control units with a target control value. In this configuration, if the function or number of in-vehicle devices monitored by the lower domain control unit changes, the upper domain control unit and the one lower domain control unit must adjust the target control value accordingly. In this case, the upper domain control unit and the lower domain control unit would be subject to a high number of software revisions.

[0026] In the vehicle control system 10According to the present embodiment, the lower domain control unit receives the control purpose and target state as the control request from the upper domain control unit (and / or another lower domain control unit) and determines its own control purpose. As a result, even if a change occurs in the function and / or number of the vehicle's internal devices, such a change can be handled in the lower domain control unit. Additionally, even if the software forming the upper domain control unit and / or the other lower domain control unit needs to be modified, such a change can be minimized. As a result, a software change that needs to be made in accordance with the change in the function and / or number of the vehicle's internal devices can be reduced.This allows for easy handling of revisions to the control content (details of a control system) and / or changes to the configuration of the vehicle's internal devices.

[0027] In the vehicle control system 10 according to the present embodiment, as it is in Fig. As shown in Figure 1, a device control unit is provided to control the operating state of each vehicle-internal device in response to a command from the corresponding domain control unit, under control by each domain control unit. For example, in the Fig. The example shown is an internal combustion engine control unit (EGO). 18 to control the internal combustion engine 30 , an ISG control unit (ISGC) 20 to control the ISG 32 , a transmission control unit (TMC) 22 to control the transmission 34 , a battery control unit (BATC) 24 to control the high-voltage battery 36and a brake control unit (BRKC) 26 to control the braking device 38 under an energy control unit 14 It is specified which is the lower domain control part. Furthermore, an air conditioning control part (AICC) is included. 40 to control the air conditioning 40 under the body control part 16 planned.

[0028] As will be described in detail later, when each domain control part issues the control requirements to each device control part, each domain control part issues the control purpose and the target state of the control to each device control part, similar to the control requirement described above among the domain control parts.

[0029] Since the control logic configuration described above is adopted in the present embodiment, even in a case where, for example, the control content of a specific in-vehicle device is to be changed, such a change can be largely handled by the device control unit that directly controls this in-vehicle device. Furthermore, even in a case where the in-vehicle device is affected by a difference in the model or class of vehicle to which the vehicle control system is subject, the control logic configuration can be largely handled by the device control unit that directly controls this in-vehicle device. 10 The effect of any modification, whether to be applied, removed, or added, is limited to being within the domain to which the vehicle's internal device belongs. Therefore, even in cases where the vehicle's internal configuration differs, the vehicle's control system 10can be applied relatively easily according to the present embodiment.

[0030] In practice, the vehicle control system 10 by providing each of the logic blocks 12 until 28 as computer programs and databases in an electronic control unit (ECU). In this case, the logic blocks 12 until 28 may be provided in any number of electronic control units, as long as the connection relationships (upper and lower relationship) between the logic blocks 12 until 28 be retained. For example, all the logic blocks can be retained. 12 until 28 may be provided in an electronic control unit or individually in several electronic control units.

[0031] Various functions of the vehicle control system 10 , which are known as the logic blocks 12 until 28 in Fig. The points illustrated in section 1 will be described in detail next. As shown in Fig. As shown in 1, the vehicle control system receives 10 various pieces of information. For example, a human-machine interface (HMI) 2 A control unit used by a driver to operate a hybrid vehicle, and corresponds to an accelerator pedal, a brake pedal, a gearshift lever, a steering wheel, and similar devices. A sensor detects the amount of input from each control unit, and the detected input value is fed into the vehicle's control system. 10 entered.

[0032] In a case where the hybrid vehicle is equipped with electronic control devices to assist driving, information is input from such electronic control devices. For example, the electronic control devices may include an adaptive cruise control (ACC) system. 4, a vehicle fleet control system (PCS) 6 , a lane keeping assist system (LKA) 8 and similar systems. Furthermore, in cases where the hybrid vehicle is equipped with an anti-lock braking system (ABS), a traction control system (TRC), and a vehicle stability control system (VCS), information from these systems will also be transmitted to the vehicle control system. 10 These electronic control devices occasionally adjust the vehicle's acceleration and deceleration in a front-to-rear direction, i.e., a longitudinal direction.

[0033] Various pieces of information described above are sent to the vehicle motion control unit. 12 , which is a logic block used to manage the upper domain control part of the vehicle motion control function. The entered information can also be applied to other logic blocks if requested.

[0034] The vehicle motion control unit 12 includes, as in Fig. 5 shown, a purpose adjustment part 12a and a target state setting component 12b The purpose adjustment part 12a The control purpose is set to direct vehicle movement, essentially following the driver's input. The target state setting part 12b The target acceleration value (or target deceleration value) G is set as the target state to be achieved by the motion control. For example, the purpose setting part sets 12a of the vehicle motion control unit 12 The control purpose can be set to, for example, "start of journey", "acceleration", "constant speed", "deceleration" or "end of journey" in response to the input information from the HMI. 2 and / or from various electronic control devices designed to assist vehicle operation. The target state setting component 12bThe target state sets a desired target acceleration value (or target deceleration value) G in the front-to-rear direction of the vehicle to achieve any control purpose, depending on the vehicle state, which is set in response to the input information.

[0035] The set control purpose and the set target state are assigned to an energy control unit. 14 and other domain control parts. The energy control part 14 also includes, as in Fig. 5 shown, a purpose adjustment part 14a and a target state setting component 14b similar to the vehicle motion control unit 12 The energy control unit 14 It also includes an equipment control unit (equipment control unit). 14c to generate a control signal which is to be output to a vehicle-internal device when the vehicle-internal device is assigned as the control object.

[0036] The purpose adjustment part 14a Based on a control purpose and a target state, which are determined by the vehicle motion control unit 12 to be received, its own tax purpose. For example, the purpose setting part sets 14a as the control purpose “energy supply”, “energy reservation”, “energy recovery” and similar depending on the control purpose and the target state, which is determined by the vehicle motion control unit 12 The system is set to provide energy for vehicle travel and to recover energy during vehicle braking. "Energy reservation" means storing an electrical charge in the high-voltage battery. 36 to manage to be equal to or greater than a predetermined charge storage value.

[0037] The purpose adjustment part 14aIt establishes its own tax purpose after mediating with the tax requirement of the vehicle movement control unit. 12 , which is the upper domain tax part, if a different tax requirement from the other domain tax part (for example, the corporate tax part) 16 ) is received. If a control request specifying "rapid cooling" as the control purpose and "increased combustion engine speed" as the target state is received by the body control unit. 16 in a situation where the control purpose of the vehicle motion control unit 12 "End of journey" is received, the purpose setting part represents 14a the tax purpose is set to “energy supply for equipment operation” (“energy supply for equipment operation”), thereby providing energy to drive a compressor of the air conditioning system. 40 is provided. As in Fig. As illustrated in section 5, the purpose setting part changes 14a, when the vehicle starts moving from a stop, the control purpose is set to “prioritised kinetic energy supply”, so that energy is provided with priority to move the vehicle.

[0038] It is noted that a relationship between the tax purpose and the target state in the upper domain control section and the tax purpose in the lower domain control section is predefined. This relationship is stored, for example, as a data field or data logic in the purpose setting section of the lower domain control section. Furthermore, a relationship between such tax requests and tax purposes to be set in the lower domain control section is predefined and stored for cases where a tax request from the upper domain control section and a tax request from the lower domain control section are received simultaneously. The purpose setting section in the lower domain control section sets the tax purpose based on this predefined relationship.These characteristic maps and preset relationships in the logics are set based on a priority order between vehicle safety, comfort, and similar factors.

[0039] The purpose adjustment part 14a and the target state setting part 14b Check whether the information about the tax purpose and tax state, which is received from the upper domain tax part, is within a predefined range of changes, and reject requests that are abnormal tax purposes and abnormal tax states. The purpose setting parts 12a , 16a and the target state setting components 12b , 16b On the other hand, check the purpose setting value of the purpose setting part. 14a and the state setting value of the target state setting element 14b, so that the lower domain control part does not deviate from the purpose of the upper domain control part. Thus, the upper domain control part and the lower domain control part monitor each other. The lower domain control part and the device control part monitor each other in a similar manner.

[0040] After setting the control purpose, the target state setting section 14b of the energy control unit 14 The target state is set, which will be achieved as a result of control measures set by the configured control purpose. For example, if the control purpose is set to "Equipment Operational Power Supply" ("Equipment Operational Power Supply"), the target state setting component sets the desired state. 14bIts target state is set to be "preset speed increase at the combustion engine speed" in order to provide energy to drive the compressor. Furthermore, when the control purpose is set to be "prioritized kinetic energy supply," the target state setting component... 14b Its target state is defined as a preset "kinetic energy" within a range from a positive value (> 0) to a negative value (= 0, < 0) in order to provide the kinetic energy required for deceleration. For example, a target drive torque can be used as the preset kinetic energy.

[0041] If the equipment control unit (equipment control unit) 14c of the energy control unit 14 the target state setting part 14bOnce the set target state is reached, it generates a control signal to appropriately control the vehicle's internal device, which is the control object of the energy control unit. 14 is, and outputs it.

[0042] For example, it shows Fig. 5 an example in which the energy control part 14 as the control object an integrated cooling system, which includes cooling systems for the internal combustion engine 30 and an inverter of the ISG 32 integrated. The integrated cooling system is an integration of the internal combustion engine's cooling system. 30 and the cooling system of the inverter of the ISG 32 , so that the same coolant medium is used for both the internal combustion engine 30 as well as the inverter of the ISG 32The integrated cooling system is configured, using a pump, a flow control valve, and similar components, depending on the need for temperature regulation (cooling, etc.), to either the complete absence of coolant circulation or the sole circulation of the coolant medium through the combustion engine. 30 The coolant medium circulates only through the inverter. 32 circulates and the coolant medium passes through both the combustion engine 30 as well as through the inverter 32 circulates, to switch.

[0043] If the temperature regulation is only for the combustion engine 30 The equipment control unit controls what is needed. 14c of the energy control unit 14The pump and the flow diverter valve of the integrated cooling system are configured so that the coolant circulates only through the combustion engine. This allows for temperature control to maintain an appropriate heat generation temperature for the combustion engine. 30 to achieve this. If the temperature regulation is only for the inverter of the ISG. 32 The equipment control unit controls what is needed. 14c The pump and the flow control valve of the integrated cooling system are positioned so that the coolant medium circulates only through the inverter. This allows for appropriate temperature control of the inverter, which in turn controls the ISG's control current. 32 regulated, to carry out. If the temperature regulation is for both the combustion engine and the combustion engine 30 The equipment control unit controls both the inverter and the equipment control unit. 14cthe pump and the flow control valve so that the coolant medium passes through both the combustion engine 30 as well as circulating through the inverter.

[0044] However, the vehicle's internal device to be controlled does not necessarily have to be assigned to the domain control unit. In this case, the domain control unit does not need to include the equipment control unit.

[0045] The body control part 16 The control purpose is set, for example, "cooling", "rapid cooling", "heating", "dehumidifying" and similar, using the purpose setting part. 16a By sensing the spatial environment using various sensors and controlling that environment, the vehicle responds to the driver's commands, taking into account the control purpose and target state received from the upper domain control unit. The target state setting unit 16bIt sets a desired room temperature, room humidity, seat temperature, and similar parameters as the target state, which is to be achieved as a result of the control measures corresponding to the control purpose.

[0046] The vehicle control system 10According to the present embodiment, as described above, the device control unit for controlling the operating state of the respective in-vehicle device also receives the control purpose and the target state from the corresponding domain control unit and sets its own control purpose by means of the purpose setting unit based on the received control purpose and the received target state. For this reason, each device control unit has its own purpose setting unit. Each device control unit also includes a target state setting unit for setting a target state that is to be achieved by the control corresponding to the set purpose. The device control unit further includes an equipment control unit for generating a control signal to achieve the set target state and outputs it to the in-vehicle device.

[0047] Similar to the domain control section, a relationship between the control purpose and the target state of the domain control section and the control purpose of the device control section is predefined and stored, for example, in the form of a characteristic map or logic in the purpose setting section of each device control section. The purpose setting section of each device control section sets its control purpose based on the predefined and stored relationship.

[0048] This configuration will be discussed in detail with reference to the EGC 18 , which is the device control part for controlling the internal combustion engine 30 is, as an example, described. As in Fig. As shown in 5, the EGO receives 18 the control purpose and the target state of the energy control unit 14 , and a purpose-setting part 18asets a control purpose in accordance with the received control purpose and the received target state. For example, in a case where the received control purpose is "Equipment Operational Power Supply" ("Equipment Operational Power Supply") and the received target state is "Preset Internal Combustion Engine Speed ​​Increase", the purpose setting component sets 18a whose control purpose is to be "a target value change of an internal combustion engine speed". The target state setting component 18b The target state to be achieved through its control is set to "internal combustion engine torque increase", which sets an increased value of the internal combustion engine torque to achieve the changed target speed value.

[0049] Then the equipment control unit (equipment control unit) 18c the ego 18 a control signal to the combustion engine 30from which is required to achieve the increased value of the combustion engine torque, which is set as the target state. In particular, the equipment control unit receives 18c Sensor signals from various sensors (rotational speed, temperature, airflow, and similar) which indicate the operating state of the internal combustion engine 30 capture. The equipment control unit 18c It calculates the torque that is currently being generated, based on the set combustion engine operating condition, from the sensor signals. The equipment control unit 18c It also calculates an internal combustion engine operating condition that increases the internal combustion engine torque by the torque increase value set as the target condition. The equipment control unit 18cIt then calculates a fuel injection quantity, a fuel injection time and an ignition time to achieve the calculated combustion engine operating condition, and outputs an injection control signal and an ignition control signal which correspond to the calculated fuel injection and ignition values.

[0050] Since other device control parts are also similar to the EGO 18 , which are configured as described above, these configurations will not be described, and only one function of each device control part will be described.

[0051] The ISGC 20 , which the ISG 32 controls, controls the ISG 32 , to compensate for or supplement insufficient torque when that of the internal combustion engine 30 The generated torque was less than that of the target state adjusting element. 14b of the energy control unit 14The kinetic energy at the point of vehicle acceleration is the amount of energy present. However, the torque generated by the ISG (Integrated Starter Generator) is... 32 can be generated by a maximum permissible discharge value of the high-voltage battery 36 limited. For this reason, the ISGC calculates 20 a torque that can be generated based on the BATC 24 to control the high-voltage battery 36 at the point of torque support. The ISG 32 This provides support for the combustion engine. 30 generated torque in a range which is calculated as being capable of generation.

[0052] The ISGC 20 represents a renewable energy value, which the ISG 32 The requirement is to generate a charge within a range of permissible values, which is based on information from the BATC. 24 The calculation determines which high-voltage battery 36controls the system at the point of vehicle deceleration or similar events. The ISGC 20 controls the inverter of the ISG 32 , to store a preset regenerative energy value at the time of regenerative braking.

[0053] As described above, the vehicle control system 10 In the present embodiment, the device control unit sets the target state according to the configured control purpose and, if necessary, information from other device control units, and controls the vehicle's internal device to achieve the target state. That is, the domain control unit only outputs the control request, which includes the control purpose and the target state, to each device control unit, and each device control unit controls the corresponding vehicle's internal device appropriately so that the target state set by the domain control unit can be realized.

[0054] The TMC 22 , which the transmission 34 The controller sets a gear ratio (rotation ratio) to transfer the torque required for vehicle travel to a wheel axle and outputs a control signal so that the transmission 34 The set gear ratio provides this. This ensures integrity or coordination between the rotational speed of the internal combustion engine. 30 and maintain the wheel speed.

[0055] The BATC 24 , which the high-voltage battery 36 controls, monitors voltage, current and temperature of the high-voltage battery 36 and calculates a state of charge (SOC), which indicates the ratio of remaining charge relative to battery capacity, based on the measurement results. The BATC 24It then calculates a maximum permissible discharge quantity and a maximum permissible charge quantity of the high-voltage battery. 36 and submits the calculated values ​​to the ISGC 20 out of.

[0056] The BATC 24 Furthermore, it checks whether the high-voltage battery 36 It detects any abnormality based on the measured voltage, current, and temperature. The BATC 24 suppresses a temperature increase in the high-voltage battery 36 by driving a cooling fan (not shown) based on the detected temperature.

[0057] The BRKC 26 , which the braking device 38 controls, controls the braking device 38 , in coordination with the ISG 32The regenerative braking system generates a braking torque needed to stop the vehicle, for example, when a driver applies the brake pedal. In this case, the ISG (Integrated Starter Generator) 32 normally controlled to generate maximum regenerative energy, and the braking device 38 is controlled to generate a braking torque to compensate for an insufficient amount of braking torque when the regenerative braking torque of the ISG is used. 32 insufficient to supplement in order to generate the required braking torque.

[0058] The AICC 28 , which are for the air conditioning 40 The system is designed to control the temperature and humidity in the vehicle compartment by controlling the rotational speed of a fan and the opening degree of an air mixing door of the air conditioning system. 40 In a case where the air conditioning 40 one of the internal combustion engines 30If the compressor is driven, the rotational speed of the internal combustion engine must be adjusted. 30 The speed must be increased to be higher than the idle speed to ensure sufficient driving force for the compressor when rapid cooling is required. In a case where the air conditioning 40 If the system has an electric compressor driven by an electric motor, the drive torque of the electric motor must be increased by supplying a larger current than normal to the electric motor when rapid cooling is required.

[0059] The vehicle control system 10 according to the present embodiment, in order to achieve a flowchart in Fig. 2 and Fig. 3 to carry out the tax processing shown in 3. The processing of the tax in Fig. 2 and Fig. The flowcharts shown in the 3 diagrams are performed repeatedly at preset time intervals.

[0060] As in Fig. As shown in step S100, the vehicle motion control unit is located in step S100. 12 The upper control unit, which is the upper control unit, inputs the control purpose and the target state based on various pieces of information indicating the vehicle's operating state and similar parameters. In the next step, S110, the lower control unit, which is subordinate to the upper control unit, checks whether the control purpose and target state have been received from the upper control unit. If it is determined that the control purpose and target state have been received (YES) or not (NO), steps S120 and S130, respectively, are executed.

[0061] In step S120, the lower control section, which received the control purpose and target state from the upper control section, sets its own control purpose based on the received control purpose and target state. Detailed processing of this control purpose setting is shown as a flowchart in Fig. 3 shown. The processing of a setting of the control purpose in the lower control section is described below with reference to the one in Fig. The flowchart shown in section 3 will be described.

[0062] In step S200, the control purpose of the lower control section, which corresponds to the control purpose and target state of the upper control section, is retrieved by referencing the preset relationship stored in the map form. In the next step, S210, it is checked whether the retrieved control purpose is permitted to be set as the control purpose of the lower control section. In this case, for example, it is checked whether the vehicle's internal device, which is required to be activated to achieve the control purpose, is functioning normally. If the vehicle's internal device is functioning abnormally, it is determined that the retrieved control purpose is not permitted to be set (NO).Furthermore, for example, in a case where the control purpose retrieved by the control purpose and the target state of the upper control section is "Energy supply prioritizing fuel saving," but the vehicle is driving uphill, it is determined that the retrieved control purpose is also not permitted to be set (NO) because sufficient energy must be provided for the uphill journey. Thus, in step S210, based on a vehicle state and an environmental state, it is checked whether the retrieved control purpose is permitted to be set.

[0063] If step S210 determines that the retrieved tax purpose is permitted to be set (YES), step S220 is executed. If it is determined that the retrieved tax purpose is not permitted to be set (NO), this is not reflected in step S220. Fig. The setting process shown in section 3 has been completed. In this case, the tax purpose in the lower tax section is not changed, and the previous tax purpose is retained.

[0064] Referring back to the in Fig. In the flowchart shown, step S130 is executed when it is determined that the control purpose and target state have not yet been received from the upper control part, and when step S120 has been executed.

[0065] In step S130, the lower control part sets the target state according to a newly set control purpose or the previous control purpose and, if necessary, taking into account a control request from the other control part or a control state.

[0066] In the next step, S140, the lower control unit sets the control content to achieve the target state and outputs a control signal to the associated vehicle-internal device, which serves to implement the set control content. Step S140 is not executed if no vehicle-internal device is assigned to the lower control unit.

[0067] Finally, in step S150, it is checked whether the lower control part, which sets the control purpose, target state, and control content in steps S120 to S140, is the lowest control part in the control logic configuration. If it is the lowest control part (YES), no further processing is necessary, and therefore the processing of Fig. 2. If it is determined that the lower control section is not the lowest (NO), but that a much deeper control section exists, step S110 and subsequent steps are repeated. As a result, the control purpose and target state of the much deeper control section are set, and a control content for realizing the target state is set.

[0068] Three examples of one of the vehicle control systems 10 The detailed control processing carried out according to the present embodiment will be described next.

[0069] A first example will be given with reference to Fig. 4 to Fig. Section 6 will be described. In the first example, the energy control section will be described. 14 Assuming the tax requirements are met by both the vehicle motion control unit and the vehicle motion control unit, 12 as well as the body control part 16 to receive.

[0070] As in Fig. As shown in section 4, after receiving a rapid cooling request from the body control unit, the following occurs: 16 First, the energy control section 14 The control purpose is set to "equipment control power supply" ("equipment control power supply") and the target state to "preset speed increase at combustion engine speed," thereby ensuring the drive power for the compressor. The EGO 18 sets the control purpose to "change of an internal combustion engine speed target value" and the target state to "internal combustion engine torque increase" based on the control purpose and target speed of the energy control unit. 14 a.

[0071] As a result, as in Fig. Figure 4 shows the rotational speed of the internal combustion engine. 30The idle speed is increased by a preset amount to ensure sufficient compressor drive power (AN) for rapid cooling. In the case of an electric compressor, a large current is drawn from the high-voltage battery. 36 provided, ensuring the driving force for the compressor required to achieve rapid cooling.

[0072] When the driver performs an operation to start the vehicle, the control purpose of the vehicle motion control unit is activated. 12 set to “Start” and the target state is set to “Target Front-Rear Acceleration” for the vehicle start time.

[0073] After receiving the control purpose and target state from the vehicle motion control unit 12 The energy control unit 14The control purpose is set to "prioritized kinetic energy supply" to prioritize the provision of energy for starting the vehicle over the provision of energy for compressor operation. Furthermore, the energy control unit sets... 14 a preset “kinetic energy” required to start a vehicle is used as the target state.

[0074] The EGC 18 The control purpose is set to "generation of combustion engine torque corresponding to kinetic energy" and the target state is set to a positive, preset "combustion engine torque" corresponding to the kinetic energy. The EGO 18 It performs fuel injection and ignition control to achieve the set "combustion engine torque". This is how the combustion engine generates 30 The torque required to start a vehicle journey. In a case where the internal combustion engine 30Due to an idle hold control at a traffic light or similar, the EGO (Electronic Vehicle Orientation) does not activate the idle hold control until just before the vehicle starts driving again. 18 the ISG control unit also passes through to control the combustion engine 30 to restart.

[0075] Although not in Fig. As shown in 5, the ISGC controls 20 the ISG 32 , to generate the auxiliary torque when the ISG 32 which can generate auxiliary torque. In this case, the combustion engine 30 and the ISG 32 controlled to generate the combustion engine torque or the auxiliary torque, so that both torques together fulfill a starting torque for a vehicle journey.

[0076] After the vehicle journey has started, the control purpose of the vehicle motion control unit is... 12 changed to "acceleration". Similar to the case of a "start", the combustion engine 30(and the ISG) 32 ) controlled to generate a desired acceleration torque.

[0077] During this transition from "start" to "acceleration", the body's control unit 16 the control purpose to “rapid cooling stop” and the target state to “compressor stop (OFF)” in accordance with the control purpose and target state of the vehicle motion control unit. 12 one. Then the AICC controls 28 a clutch to disengage, to disconnect the compressor from the internal combustion engine 30 to decouple. This prioritizes using the combustion engine torque for starting and accelerating the vehicle over rapid cooling. In the case of an electric compressor, the power supply to the electric motor that drives the compressor is switched off during the period from "start" to "acceleration". This decouples the high-voltage battery. 36stored electrical charge with priority for driving the ISG 32 , which is used to start and accelerate the vehicle.

[0078] When the vehicle finishes accelerating and enters a constant-speed driving state or a cruise control driving state, the vehicle motion control unit changes 12 its control purpose to “constant speed”, as in Fig. 6 shown. The body control part 16 Its control purpose changes to "rapid cooling". As a result, although the control purpose of the energy control unit is changed, 14"Prioritized Kinetic Energy Supply" is the change in the control objective, as the vehicle is moving, to allow a supply of equipment propulsion energy (equipment propulsion energy). For this reason, the target state is set to "Preset Rotational Speed ​​Increase" relative to the internal combustion engine rotational speed to obtain the internal combustion engine torque required to maintain constant speed.

[0079] As one result, the EGO presents 18 , as in Fig. Figure 6 shows the control purpose set to "target rotational speed change" and the target state to "increase in internal combustion engine torque". One result is the rotational speed of the internal combustion engine. 30by increasing the amount of the preset rotational speed from the rotational speed required to maintain the combustion engine torque for driving at a constant speed, so that the compressor's driving force required to perform rapid cooling is provided.

[0080] When the vehicle is decelerated, engine braking is used. For this reason, the compressor, as described in... Fig. As shown in step 4, the engine will continue to operate (AN). After the vehicle stops moving, the idle speed of the internal combustion engine will be increased to meet the requirement for rapid cooling.

[0081] A second example will be given next with reference to Fig. 7 and Fig. 9 will be described. In the second example, coordinated control is achieved through the ISGC. 20 and the BRKC 26 be described.

[0082] When a driver operates a brake pedal, the vehicle motion control unit 12 the tax purpose is "deceleration", as in Fig. 7 shown. The vehicle motion control unit 12 The system sets the "target front-rear braking" intended by the driver as the target state according to the amount and / or speed of application of the brake pedal.

[0083] The energy control unit 14 It sets its control purpose to "energy recovery" in accordance with the control purpose and target speed of the vehicle motion control unit. 12 one. The energy control unit 14 Furthermore, it controls the ISG 32 to generate its maximum torque in order to maximize the amount of regenerative power or regenerative energy from regenerative braking as the target state. This maximum torque, which is generated by the ISG 32The generated component is referred to as "ISGT". 14 controls the braking system 38 , to generate insufficient torque, which is required, the torque of the ISG 32 to supplement in order to achieve the target front-rear braking. In particular, assuming that the braking torque required to achieve the target front-rear braking is “XX”, the braking torque BRKT, which the braking device 38 The requirement is to generate as BRKT = XX – ISGT determined.

[0084] In accordance with the purpose of the tax and the target state of the energy control unit 14 The ISGC 20 their control purpose is set to “maximum regenerative power recovery” (or “maximum regenerative energy recovery”) through a control purpose setting element. 20a one. The ISGC 20 In detail, it specifies the maximum ISGT torque which the ISG can produce. 32can generate, based on the maximum permissible charge of the high-voltage battery 36 , which are from the BATC 24 is provided, and sets this as the target state through a target state setting part. 20b one. This exact maximum torque that can be generated is assumed to be YY. The ISGC 20 controls a power supply of the ISG 32 (d-axis and q-axis currents) through an equipment control unit (equipment control unit) 20c .

[0085] On the other side, it receives, as in a flowchart in Fig. 8 shown, the BRKC 26 the control purpose and the target state of the energy control unit 14 In step S300. In the next step S310, a purpose-setting part is used. 26a the BRKC 26 whose control purpose as “insufficient brake torque generation” is in accordance with the received control purpose and the received target state.

[0086] A target state setting component 26b A target state is set by executing steps S320 to S340. In particular, in step S320, the maximum torque YY, which the ISG can produce, is set. 32 can generate from the ISGC 20 The required braking torque XX is received and compared with the required braking torque XX. If the required braking torque XX is greater than the maximum ISG torque YY at that time, it is determined that the torque is insufficient (YES). If the required braking torque XX is less than the maximum ISG torque YY, it is determined that the torque is not insufficient (NO).

[0087] If step S320 determines that the torque is insufficient, step S330 is executed. In step S330, the braking torque BRKT, which the braking device... 38The required braking torque is set by subtracting the maximum ISG torque YY from the required braking torque XX. If step S320 determines that the torque is not insufficient, step S340 is executed to set the braking torque BRKT to zero.

[0088] In step S350 the braking device 38 by means of an equipment control unit (equipment control unit) 26c the BRKC 26 appropriately controlled to generate the braking torque set as the target state.

[0089] The processing of BRKC described above 26 is in Fig. 7 as the tax purpose setting part 26a , the target state setting part 26b and the equipment control unit 26c illustrated.

[0090] As described above, in the vehicle control system according to the present embodiment, even if the purpose and state of the upper control unit remain unchanged, the target state setting part of the device control unit can set the optimal target state by taking into account the control states of the other device control units and similar factors. That is, the specific coordinated control for the vehicle's internal device is handled by the device control unit of the corresponding vehicle's internal device. Therefore, even a change in the control content for the vehicle's internal device can be handled primarily by modifying the software of the device control unit.

[0091] The lower domain control part 14 However, it leads to mutual monitoring with the device control parts. 20 , 26With regard to the detection of inconsistent operations between the purpose setting part and the target state setting part, the rejection of received commands in the event of an inconsistent operation, and the revision of the inconsistent operation. Through this mutual monitoring operation, the lower domain control part prevents 14 the device control parts 20 and 26 to stop the intended purpose without coordination and cause abnormal movement.

[0092] A third example will be given next with reference to Fig. 9 and Fig. 10 will be described. In the third example, the EGO controls 18 and the ISGC 20 autonomously and coordinates the combustion engine 30 and the sacroiliac joint 32 , which are each control objects, to achieve a desired acceleration at the time of vehicle acceleration.

[0093] When a driver operates an accelerator pedal, the vehicle motion control unit 12 the purpose of the tax is "acceleration", as in Fig. Shown in 9. The vehicle motion control unit 12 sets the “target front-rear acceleration” intended by the driver as the target state according to an input quantity and / or input speed of the accelerator pedal.

[0094] The energy control unit 14 Its control purpose is set to "energy supply" in accordance with the control purpose and control state of the vehicle motion control unit. 12 one. Furthermore, the energy control unit 14 It sets its target state to a preset "energy" that the driver intends to maintain. This "energy" includes not only the combustion engine and the ISG. 32 not only generated kinetic energy, but also potential energy exerted on the vehicle by gravity.

[0095] It is assumed here that the EGC 18 its control purpose is set, for example, “acceleration torque supply within a range of a preset combustion engine efficiency” in accordance with the control purpose and target state of the energy control unit. 14 to be. With this tax purpose set as described above, the EGO represents 18 "Internal combustion engine torque", which is required to be generated, in as much agreement as possible with that of the energy control unit 14 to be as close to the preset energy as possible.

[0096] However, it may occasionally not be possible to control the combustion engine torque, which is determined by the energy control unit. 14 The set preset energy corresponds to the acceleration torque within the preset combustion engine efficiency. In this case, similar to the second example, the ISGC20 The control purpose is set to "insufficient torque supply", which indicates a supplement or compensation for a lack of torque (torque insufficiency), and the generating torque ISGT of the ISG is set as the target state. 32 One is the difference between the target torque, which corresponds to the preset energy, and the combustion engine torque. This allows the combustion engine to 30 and the ISG 32 coordinates the provision of the required energy.

[0097] If the vehicle is traveling downhill on the other side, the EGO detects 18 that it is possible to accelerate the vehicle with an acceleration greater than the target front-to-rear acceleration without generating any internal combustion engine torque. The EGO 18 Therefore, its control purpose changes to "waiting for acceleration torque supply", as in Fig. 10 shown. Under this tax purpose, the EGO presents 18 "Internal combustion engine torque is 0" is entered as its target state. In this case, the equipment control unit (equipment control unit) commands 18c the internal combustion engine 30 switching off fuel injection and ignition to stop the internal combustion engine 30 to control, not to generate torque for acceleration.

[0098] The ISGC 20 continues to maintain the control objective of an "insufficient torque supply." However, since the internal combustion engine torque is not insufficient, the ISGC states 20 the generating torque of the ISG 32 set to 0 as their target state.

[0099] The vehicle control system 10According to the present embodiment, even if the purpose and state of the upper control unit remain unchanged, the device control unit appropriately modifies its purpose and state depending on the vehicle's state. That is, the device control unit autonomously modifies its control content within the scope of the control purpose and target state of the upper control unit. Furthermore, in accordance with the change in the control content of one device control unit, the other device control unit, which operates in coordination with this device control unit, appropriately modifies its target state.

[0100] In this example, the lower domain control part 14 mutual monitoring with the device control units 18 , 20This involves detecting inconsistent operations between the purpose setting part and the target state setting part, rejecting received commands in the event of an inconsistent operation, and revising the inconsistent operations. With this mutual monitoring operation, the lower domain control part prevents 14 , that its purpose is impaired due to an abnormality in the coordination between the device control parts 18 and 20 is not reached, that is, the lower domain control part 14 is not caused by an abnormality in the coordination between the device control parts 18 and 20 influenced.

[0101] As in Fig. 9 and Fig. 10 shown, represents in the TMC 22 a control purpose setting part 22aits control purpose as “matching the wheel speed” (or “matching with wheel speed”) in accordance with the control purpose and the target state of the energy control unit. 14 a. A target state setting component 22b It calculates a gear ratio FF as a function of the wheel speed and sets the target state to be calculated to "gear ratio = FF". This is an equipment control unit (equipment control unit). 22c outputs a control signal to adjust the calculated gear ratio in the gearbox 34 to achieve this. As described above, the control purpose and the target state are defined in the TMC. 22 not changed, even if the control states of the internal combustion engine 30 and the sacroiliac joint 32 will be changed.

[0102] The present invention is not limited to the preferred embodiment described above, but can be implemented with various changes and modifications.

[0103] For example, in the embodiment described above, the device control unit is shown to receive the control purpose and target state from the domain control unit and to set its own control purpose. However, at least one of the device control units may be configured not to set its control purpose. That is, in a case where at least one of the control purpose and target state in the domain control unit is closely related to the control purpose in the device control unit, the control purpose does not need to be set in the device control unit. QUOTES INCLUDED IN THE DESCRIPTION

[0104] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0105] JP 2003-191774 A

[0002]

Claims

[1] Vehicle control system ( 10 ) for the coordinated control of several in-vehicle devices ( 30 until 40 ), which are divided into several domains according to the functional roles of the vehicle's internal devices, encompassing the vehicle control system: multiple domain control parts ( 12 , 14 , 16 ), each of which monitors the control of the vehicle's internal device belonging to a corresponding domain; and a device control part ( 18 until 20 ), which is subordinate to the domain control unit and controls an operating state of the vehicle's internal device in response to a command from the domain control unit, where the multiple domain control parts are hierarchically arranged as at least one upper domain control part ( 12 ) and lower domain control parts ( 14 , 16) are structured and the upper domain control part issues a command to the lower domain control parts, which relates to a control to be carried out by the lower domain control parts, characterized by that Each of the multiple domain control parts has a tax purpose setting part ( 12a , 14a , 16a ), which sets a control purpose of it, and a target state setting part ( 12b , 14b , 16b ), which achieves the control purpose set by the control purpose setting part and sets a target state to be achieved by the control of the vehicle's internal device, includes, the upper domain control part provides the lower domain control parts with the control purpose and the target state thereof at the time of issuing the request to be carried out by the lower domain control parts, and The lower domain control part sets the tax purpose of the lower domain control part according to the tax purpose and target state provided by the upper domain control part. [2] Vehicle control system according to claim 1, wherein: if the lower domain control part ( 14 ) receives several requests from several upper domain control parts which concern controls to be carried out, the control purpose setting part of the lower domain control part sets the control purpose of these by mediating the several requests according to the control purpose and the target state in each of the requests. [3] Vehicle control system according to claim 1 or 2, wherein: a relationship is predetermined between the tax purpose and the target state in the upper domain tax part and the tax purpose in the lower domain tax part; and The tax purpose setting part in the lower domain tax part sets the tax purpose depending on the predetermined relationship. [4] Vehicle control system according to any one of claims 1 to 3, wherein: The lower domain control unit further includes a control signal output unit for outputting a control signal to the vehicle-internal device which is assigned to be controlled by the lower domain control unit, so that the target state set by the target state setting unit is achieved. [5] Vehicle control system according to any one of claims 1 to 4, wherein: the device control part a device control purpose setting part ( 18a , 20a , 22a , 26a ), a device target state setting part ( 18b , 20b , 22b , 26b ) and a control signal output section ( 18c , 20c , 22c , 26c ) contains; the device control purpose setting part sets a control purpose for the corresponding vehicle-internal device; The device target state setting part sets a target state to be achieved by a control of the vehicle's internal device, so that the control purpose set by the device control purpose setting part is achieved; the control signal output section outputs a control signal to the vehicle's internal device so that the target state set by the device's target state setting section is achieved; and The device control part retrieves the control purpose and the target state from the upper domain control part, which corresponds to these, and the device control purpose setting part sets the control purpose for the vehicle-internal device according to the retrieved control purpose and the retrieved target state. [6] Vehicle control system according to claim 5, wherein: In a case where several device control parts control an operating state of the vehicle's internal device in response to the command from the same domain control part, and the device control purpose setting part of at least one of the device control parts sets the control purpose of controlling the vehicle's internal device in coordination with the other vehicle's internal device, the device target state setting part sets the target state of taking into account the operating state of the other vehicle's internal device. [7] Vehicle control system according to claim 5 or 6, wherein: a relationship is predetermined between the control purpose and the target state in the domain control part and the control purpose in the device control part; and The device control purpose setting part of the device control part sets the control purpose for the vehicle-internal device according to the predetermined relationship.

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