VEHICLE CONTROL SYSTEM

Abstract

Vehicle control system (10) for controlling an in-vehicle system including a plurality of in-vehicle devices (21 to 25) under a plurality of different control purposes determined based on a detected vehicle state and a detected external environment, wherein the vehicle control system (10) is divided into a plurality of logical blocks (11 to 20) which are linked in a predefined linking relationship to control the in-vehicle system by coordinated operation in accordance with the predefined linking relationship, wherein one of the logical blocks (11 to 20) is specified to operate as a main control part in accordance with each control purpose, and the logical block specified to operate as the main control part is configured to execute at least part of the control processing performed by another logical block before being specified as the main control block, characterized in that the vehicle control system (10) includes: a change checking device (S120) for checking whether the tax purpose has been changed; and a main control part changing means (S130 to S170) for changing the logical block specified to operate as the main control part based on a correspondence relationship between the control purpose and the logical block specified as the main control part when the change checking means determines that the control purpose has been changed.

Description

[0001] The invention relates to a vehicle control system for controlling an in-vehicle system formed from a plurality of in-vehicle devices under a plurality of different control purposes.

[0002] From the generic document DE 43 40 932 A1, a method for controlling the driving stability of a motor vehicle is known, in which a first variable representing the driving stability is controlled to a corresponding first reference or target variable. For this purpose, at least one second variable representing the driving stability of the motor vehicle is detected as a substitute for the actual variable corresponding to the first variable to be controlled. The second variable is then controlled to a second reference or target variable, wherein the second reference or target variable is determined such that the first variable to be controlled assumes the value specified by the first reference variable.

[0003] Furthermore, DE 103 55 794 A1 discloses a method for coordinating a vehicle stability system with an external vehicle dynamics control system, whereby the systems process different controller variables. The systems can be coordinated particularly well if the vehicle dynamics control system transmits a controller variable to the vehicle stability system, and a result variable is formed from the supplied and a separate controlled variable, which is then taken into account when controlling the vehicle stability system.

[0004] Furthermore, DE 10 2010 003 684 A1 discloses a control system for a vehicle in which a plurality of control means are controlled for respectively controlling behaviors of a plurality of on-board objects based on vehicle modes. In the control system, a mode setting means sets the vehicle modes based on vehicle driving conditions / vehicle environmental conditions. A mode information storage means stores mode information for each vehicle mode depending on a configuration of the vehicle. The mode information includes information indicating the objects and information indicating how the behaviors are controlled by the control means. A control management means manages the control of the behavior based on the mode information stored by the mode information storage means.

[0005] Further, JP 2008-132 876 A discloses an exemplary vehicle control system that controls operating sequences of a vehicle. This vehicle control system includes an operating mode switch, an operating mode management section, and several control sections that control the activation of actuators.

[0006] Specifically, a driver of the vehicle is allowed to switch the vehicle's operating mode to any of a snow mode, a sport mode, and an economy mode using the operating mode switch. When the operating mode is switched by the operating mode switch, the operating mode management part detects the operating mode to which the operating mode is switched by the operating mode switch. The operating mode management part then outputs control command signals including the detected operating mode to an engine ECU, a chassis ECU, and the like. The engine ECU and the chassis ECU control an engine, an automatic transmission, a power steering device, a braking device, and the like, so that an actual operating characteristic of the vehicle corresponds to an operating characteristic of the commanded operating mode.

[0007] As described above, control parts such as the engine ECU and the chassis ECU change control characteristics of controlled objects such as the engine and the power steering device in accordance with the operation mode commanded by the operation mode management part.

[0008] However, in an in-vehicle system with multiple in-vehicle devices, multiple in-vehicle devices need to be controlled in a coordinated and cooperative manner. In this case, the control units controlling the respective in-vehicle devices need to exchange information with each other. As the exchange of information increases, each control unit tends to require more time to perform control processing and is prevented from quickly achieving sufficient control performance.

[0009] An object of the invention is to provide a vehicle control system capable of effectively suppressing deterioration of control performance caused by delay in control processing in logical blocks when a plurality of logical blocks operate in a coordinated manner to control an in-vehicle system composed of a plurality of in-vehicle devices.

[0010] This object is achieved by a vehicle control system having the features of patent claim 1. Advantageous developments of the invention are the subject of the appended subclaims.

[0011] According to the invention, a vehicle control system is provided for controlling an in-vehicle system including a plurality of in-vehicle devices under a plurality of different control purposes determined based on a detected vehicle state and a detected external environment. The vehicle control system is divided into a plurality of logical blocks linked in a predefined linking relationship to control the in-vehicle system by coordinated operation in accordance with the predefined linking relationship. One of the logical blocks is specified to operate as a main control part in accordance with each control purpose, and the logical block specified to operate as the main control part is configured to execute at least part of the control processing performed by another logical block before being specified as the main control block.The vehicle control system includes a change check device for checking whether the control purpose has been changed. The main control part change device changes the logical block specified to operate as the main control part based on a correspondence relationship between the control purpose and the logical block specified as the main control part when the change check device determines that the control purpose has been changed. Fig. 1 is a functional block diagram showing an example of various functions of a vehicle control system in a case where an in-vehicle system constituted of in-vehicle devices in a hybrid vehicle is controlled as a control object; Fig. 2 is an operation flowchart showing states of main logic blocks in a case where a control purpose is set to reflect electrical costs and thermal costs of an operating point of a motor; Fig. 3 is an operation flowchart showing states of main logic blocks in a case where a control purpose is set to improve a power assist efficiency of an integrated starter generator (ISG) when the vehicle is traveling uphill or traveling at high speed and high load; Fig. 4 is an operation flowchart showing states of main logic blocks in a case where a control purpose is set to improve regeneration efficiency of the ISG when a driver activates a brake to decelerate the vehicle; Fig. 5 is an operation flowchart showing states of main logic blocks in a case where a control purpose is set to improve thermal efficiency when the engine is cold-started under a low outside temperature condition; and Fig. 6 is a flowchart showing change processing for changing a logical block specified as a main control part.

[0012] A vehicle control system according to the invention will be described in detail below with reference to an embodiment shown in the drawings. The vehicle control system according to the invention is exemplified by an in-vehicle system including various in-vehicle devices mounted on a hybrid vehicle having an engine and an electric motor as motive power sources for vehicle propulsion. The vehicle control system according to the invention is not limited to controlling the in-vehicle system of the hybrid vehicle, but may be applied to a normal vehicle having only an internal combustion engine or to an electric vehicle having only an electric motor.

[0013] Referring to Fig. 1, various functions of a vehicle control system 10 for an in-vehicle system in a hybrid vehicle are shown in block form. It is noted that Fig. 1 shows only some of all the functions of the vehicle control system 10. This is because Fig. 1 shows only one example of a configuration necessary for describing the vehicle control system 10 according to the embodiment.

[0014] Special shows Fig. 1 only functional blocks for the vehicle control system 10 for controlling, as in-vehicle devices, an internal combustion engine 21, an integrated starter generator (ISG) 22, a high-voltage battery 23, a heater pump 24, and an air conditioning system 25. However, the in-vehicle system that controls the vehicle control system 10 may further include other in-vehicle devices such as a transmission, a braking device, a steering device, and a seat heater. In this case, the vehicle control system 10 must be provided with corresponding functional blocks for controlling such in-vehicle devices.

[0015] In the present embodiment, the ISG 22 is used as an electric motor for power-assisting torque generated by the engine 21 during vehicle acceleration and for regeneration during vehicle deceleration. The ISG 22 performs a starter function for starting the engine 21 from a stop state, a motor function for assisting drive torque generated by the engine 21 during vehicle acceleration, and a generator function for generating electric power during vehicle deceleration. However, instead of the ISG 22, two motor generators may be coupled to the engine 21 via a power split mechanism formed of planetary gears.In this case, one motor generator performs a function of generating power using excess torque of the internal combustion engine and a function of starting the internal combustion engine from a stopped state. The other motor generator performs a function of generating output torque for individually driving a vehicle, a function of assisting the output torque of the internal combustion engine 21, and a function of regenerating energy at the time of vehicle deceleration.

[0016] As in Fig. As shown in FIG. 1, the vehicle control system 10 is pre-divided into a plurality of logical blocks (functional blocks) 11 to 20 and configured by defining connection relationships between the plurality of logical blocks 11 to 20. That is, a logical configuration in the vehicle control system 10 for controlling various in-vehicle devices 21 to 25 is defined by the connection relationship between the logical blocks 11 to 20. In the vehicle control system 10, the logical blocks 11 to 20 operate in a coordinated manner in accordance with the predefined connection relationship to control the in-vehicle devices 21 to 25.

[0017] As exemplified with respect to a logical block 16 in Fig. As shown in Figure 1, each logical block 11 to 20 includes at least one, typically a plurality of, control blocks (CB). Each logical block 11 to 20 performs its function (role) by appropriately combining operational processing of the plurality of control blocks.

[0018] For example, an engine control section 16, which is one of the logic blocks, includes a control block that reads sensor signals from various sensors and converts the read signals so that they can be processed in the logic block. The engine control section 16 further includes a control block that calculates a currently generated torque from an engine operating state determined based on the sensor signals and calculates a target engine operating state to reduce a deviation of the calculated current torque from a command torque commanded by a higher-level logic block, which is a powertrain coordinator (PTC) 12.The engine control section 16 further includes a control block that calculates a fuel injection amount, a fuel injection timing, and an ignition timing to achieve the target engine operating state. The engine control section 16 additionally includes other control blocks that perform, for example, engine temperature control in accordance with the engine or engine temperature. The control blocks described above are merely examples. The engine control section 16 may include control blocks that perform other operational processing required to achieve its function. The control blocks in the engine control section 16 including the control blocks described above as examples may be combined or may be more finely divided.

[0019] In practice, the vehicle control system 10 is implemented by implementing each of the logical blocks 11 to 20 into an electronic control unit (ECU) as programs and databases. The number of electronic control units implementing the logical blocks 11 to 20 can be singular or plural, as long as the linkage relationship between the logical blocks is maintained. For example, all of the logical blocks 11 to 20 can be implemented into one electronic control unit, or each of the logical blocks 11 to 20 can be implemented individually into an electronic control unit.In a case where the logical blocks 11 to 20 are implemented in a plurality of electronic control units, such a plurality of electronic control units are connected via individual communication lines to maintain the linking relationship between the logical blocks, or connected to a common network to be able to communicate among a group of electronic control units assigned in the linking relationship.

[0020] Various functions of the as the logical blocks 11 to 20 in Fig. 1 and the connection relationship between the logic blocks 11 to 20 will be described next.

[0021] As in Fig. As shown in Figure 1, the vehicle control system 10 receives various information. For example, a human-machine interface (HIM) indicates a manipulation part that is manipulated or operated by a driver to drive the hybrid vehicle. The manipulation part may be an accelerator pedal, a brake pedal, a gearshift lever, a steering wheel, and the like. Each amount of manipulation of the manipulation part is detected by a sensor or the like and transmitted to the vehicle control system 10.

[0022] In a case where the hybrid vehicle is equipped with a drive assistance control function, information from an electronic control device that performs such a control function is also supplied. For example, the drive assistance electronic control device is an adaptive cruise control (ACC) system 2, a parking vehicle control (PCS) system 3, a lane keeping assist (LKA) system 4, or the like. Furthermore, in a case where the hybrid vehicle is equipped with an anti-lock braking system (ABS), a traction vehicle control (TRC), and a vehicle stability control (VSC), information from electronic control devices of such systems is also supplied to the vehicle control system 10.This information is necessary because a drive torque for the vehicle is occasionally determined in accordance with the control functions for driving assistance.

[0023] Various information as described above is supplied to a vehicle longitudinal coordinator (VLC) 11, which is a logical block provided in the vehicle control system 10 for performing a function of controlling a longitudinal movement (front-to-rear). The supplied information is also supplied to other logical blocks as necessary. The VLC 11 calculates a target acceleration (deceleration) in the front-to-rear direction for fundamentally controlling the movement of the vehicle in the front-to-rear direction in accordance with the driver's manipulation, and a target drive torque (axle torque target value) for realizing the target acceleration (deceleration). The axle torque target value calculated as described above is output to the PTC 12, which is a logical block for performing a function of controlling the drive force, as shown in Fig. 2 shown. Fig. 2 shows a state of main logic blocks in a case where a control purpose is set to reflect an electric power consumption and a thermal energy consumption, which will be described later, at an operating point of an internal combustion engine.

[0024] The PTC 12 executes torque planning calculation processing, which calculates a planned torque to be shared between the engine 21 and the ISG 22 (planned engine torque and planned ISG torque) to realize the axle torque command output from the VLC 11. In this processing, the PTC 12 determines the planned engine torque of the engine 21 to maximize the fuel economy (minimize the fuel consumption rate) of the engine 21 as much as possible by referring to an equi-fuel consumption curve of an internal combustion engine. More specifically, the equi-fuel consumption curve is a curve indicating a collection of engine operating points for the same fuel consumption on a graph defined by two axes of an engine speed and an engine torque.The PTC 12 determines the planned engine torque that the engine 21 should carry so that the operating point of the engine 21 is close to the equi-fuel consumption curve, providing good fuel economy. The PTC 21 determines the planned ISG torque as a shortfall of the planned engine torque relative to the axle torque command. The planned engine torque and the planned ISG torque calculated as described above are output to a motor generator control (MGC) 13, which is a logic block for performing a function of regulating the motor generator, as shown in FIG. Fig. 2 shown.

[0025] In Fig. 1, the battery control part 18, which is a logic block for performing a battery control function, detects a voltage, a current, and a temperature of the high-voltage battery 23 and outputs detection results to an electric load coordinator (ELC) 14, which is a logic block for performing an electrical load control function. The battery control part 18 further checks whether the high-voltage battery 23 has any abnormality based on the detected voltage, current, and temperature. The battery control part 18 further suppresses a temperature rise of the high-voltage battery 23 by driving a cooling fan (not shown) based on the detected temperature.

[0026] The ELC 14 calculates a state of charge (SOC), which is a ratio of a remaining charge relative to a battery capacity, based on the voltage, current, and temperature of the high-voltage battery 23 supplied from the battery control part 18. The ELC 14 calculates a maximum allowable discharge amount and a required charge amount of the high-voltage battery 23 based on the calculated SOC and outputs its calculation result to the MGC 13. The calculation processing of the SOC of the high-voltage battery 23 can be executed by the MGC 13.

[0027] The ELC 14 further calculates an amount of electrical energy or power consumption of electrical loads operating with electrical power or energy supplied by an auxiliary battery (not shown). The ELC 14 outputs the calculated amount of electrical energy or power consumption as an electrical energy arbitration request to the MGC 13, as shown in Fig. 2 shown.

[0028] The vehicle is equipped with not only the high-voltage battery 23, which supplies a drive voltage to the ISG 22 and stores the voltage generated by the ISG 22, but also the low-voltage battery (not shown) that supplies an operating voltage to various electrical loads (ECU, engine, display monitor, audio device, and the like) installed in the vehicle. The high-voltage battery 23 and the low-voltage battery are connected via a voltage step-down converter or a buck converter. The ELC 14 drives the step-down converter so that the high-voltage battery 23 charges the low-voltage battery. For this control, the ELC 14 detects the SOC of the low-voltage battery and operating conditions of the electrical loads described above and checks whether it needs charging. If it is determined that the low-voltage battery needs charging, the ELC 14 drives the voltage step-down converter.

[0029] When the internal combustion engine 21 in the hybrid vehicle operates in a high-efficiency region, waste heat is reduced, and the required heating energy cannot be guaranteed. However, when the internal combustion engine 21 is operated to provide sufficient heating energy, fuel consumption must increase. To prevent fuel economy from being reduced due to heating, the vehicle is equipped with the heat pump 24 as a heating energy source. Furthermore, the vehicle is equipped with the air conditioner 25 for regulating a passenger compartment temperature.

[0030] A thermal coordinator (THC) 15, which is a logic block for performing a function of controlling heat energy, calculates heat energy required to air-condition the vehicle passenger compartment based on a vehicle outside air temperature, a target passenger compartment temperature, and the like. For example, in a case where the air conditioning control part 20 controls the air conditioner 25 to cool the vehicle passenger compartment, the THC 15 calculates the heat energy required to drive a compressor and the like of the air conditioner 25 by converting energy into heat. In a case where the air conditioning control part 20 heats the vehicle passenger compartment, the THC 15 calculates the heat energy taking into account insufficient heating energy when heating energy provided by engine cooling water is insufficient for the required heating energy.The THC 15 outputs the heating energy calculated as described above as the arbitration request for thermal energy, as shown in . Fig. 2 shown.

[0031] If the heating energy is insufficient, the THC 15 commands a heat pump (HP) control unit 19 to generate heat energy to supplement the insufficient heating energy. The HP control unit 19 controls the heat pump 24 to generate the insufficient heat energy.

[0032] The MGC 13 performs torque correction processing that corrects the target engine torque and the target ISG torque output from the PTC 12. The MGC 13 then returns the corrected engine torque to the PTC and outputs the corrected ISG torque to the ISG control part 17 as the target ISG torque.

[0033] The processing for correcting the planned engine torque and the planned ISG torque by the MGC 13 is described below. The MGC 13 corrects the planned engine torque and the planned ISG torque based on a maximum allowable discharge amount, a required charge amount, and an electrical energy arbitration request of the high-voltage battery 23 issued by the ELC 14 or the thermal energy arbitration request issued by the THC 15.

[0034] For example, the MGC 13 calculates a maximum torque that the ISG 22 can generate based on the maximum allowable discharge amount output by the ELC 14. If the planned ISG torque exceeds the maximum torque, the MGC 13 corrects the planned ISG torque to a torque equal to or less than the maximum torque. The MGC 13 further corrects the planned engine torque to increase by an amount equal to the decrease in the planned ISG torque.

[0035] Further, for example, when the electric power consumption of the electric loads exceeds a predetermined level, the MGC 13, in preparation for electric power supply to the electric loads, increases the scheduled engine torque of the engine 21 and decreases the scheduled ISG torque of the ISG 22. In this case, an electric power economy (electric power consumption rate) is calculated from an amount of electric power that can be saved by a decrease in the scheduled ISG torque of the ISG 22 and an extra amount of fuel consumed in correspondence with an increase in the scheduled engine torque of the engine 21.The MGC 13 then determines the amount of increase in the planned engine torque and the amount of decrease in the planned ISG torque so that the cost of electrical power or energy is reduced as much as possible.

[0036] Further, for example, the MGC 13 corrects the scheduled engine torque of the engine 21 to increase and the scheduled ISG torque of the ISG 22 to decrease based on the arbitration request for thermal energy output from the THC 15. Regarding the thermal energy, a thermal cost (a consumption rate of thermal energy) is calculated based on the heat energy supplied in correspondence with an increase in the scheduled engine torque of the engine 21 and the extra amount of fuel consumed in correspondence with the scheduled engine torque of the engine 21. The MGC 13 then determines the increase amount of the scheduled engine torque and the decrease amount of the scheduled ISG torque so as to reduce the thermal cost as much as possible.

[0037] Upon receiving the corrected engine torque from the MGC 13, the PTC 12 outputs it as the target engine torque to the engine control part 16. The engine control part 16 controls the air intake amount, ignition timing, fuel injection amount, fuel injection timing, and the like of the engine 21 to generate the output target engine torque. The ISG control part 17 has the inverter connected to each phase winding of the ISG 22. Upon receiving the corrected ISG torque from the MGC 13 as the target ISG torque, the ISG control part 17 detects the rotation of the ISG 22 and controls the inverter based on the detected rotation state to generate the target ISG torque.

[0038] Alternatively, for example, the MGC 13 determines the regenerative energy or power that the ISG 22 should generate at the time of regenerative braking, in accordance with the required change amount output by the ELC 14. When regenerative braking is effected, the MGC 13 commands the amount of regenerative energy or power to the ISG control part 17. In this situation, the ISG control part 17 controls the inverter so that the amount of regenerative energy is supplied as commanded.

[0039] Features of the vehicle control system 10 according to the present embodiment will be described next. When a plurality of in-vehicle devices 21 to 25 are cooperatively and coordinately controlled by the in-vehicle system 19 as exemplified in the present embodiment, information must be exchanged on multiple occasions between the logic blocks 11 to 20 provided to control respective in-vehicle devices 21 to 25. As the frequency of such information exchange increases, the control processing in each logic block 11 to 20 tends to require more processing time, resulting in control delay and making it difficult to achieve satisfactory control performance.

[0040] For this reason, in the vehicle control system 10 according to the present embodiment, the logical block specified to operate as the main control part is changed in accordance with the change in the control purpose in controlling the in-vehicle system. The logical block operating as the main control part executes at least part of the control processing that was performed by the other logical block before the change of the main control part. For this reason, at least part of the control processing of the other logical block can be transferred to the logical block that performs control processing for the in-vehicle device, which must operate quickly and accurately, for example, in accordance with the control purpose.As a result, the modified tax purpose makes it possible to ensure tax performance for a particularly important in-vehicle device and effectively suppress degradation or deterioration of the tax performance for the entire vehicle control system.

[0041] Some example cases are described in detail below.

[0042] A first case is discussed with reference to Fig. 3, which shows an operating state of main logic blocks in an exemplary case that the control purpose is to improve the assist efficiency by the ISG 22 when the vehicle travels on an incline or travels at high speed and high load.

[0043] When the control purpose is to improve assist efficiency, the axle torque output from the VLC 11 must be quickly and accurately divided into the engine torque generated by the engine 21 and the ISG torque generated by the ISG 22. For this reason, when the control purpose is changed to improving assist efficiency, the torque correction processing normally performed by the MGC 13 is transferred to the PTC 12. As a result, it becomes unnecessary to supply the scheduled engine torque and the scheduled ISG torque from the PTC 12 to the MGC 13, perform torque correction processing for correcting such scheduled torques in the MGC 13, and then feed the correct motor torque back from the MGC 13 to the PTC 12.That is, it is only necessary in the PTC 12 to execute both the processing for calculating the planned torque and the processing for correcting the torque in sequence and output the corrected ISG torque to the MGC 13.

[0044] As a result, it is possible to shorten the processing time required to calculate the target engine torque and the target ISG torque by combining torque calculation processing and torque correction processing. Therefore, it is possible to set the target engine torque and the target ISG torque with high precision in accordance with the vehicle operating state, which changes from time to time, and improve the efficiency of the ISG 22 assistance.

[0045] As described above, the PTC 12 includes a program module for executing torque correction processing so that the torque correction processing can be transferred from the MGC 13 to the PTC 12. Therefore, it is possible to execute torque correction processing by fetching the program module in accordance with the change in the control purpose. The information related to the change in the control purpose is also utilized by the MGC 13. When the torque correction processing is transferred to the PTC 12, the MGC 13 does not execute the torque correction processing. The MGC 13 changes the contents of the control processing to output the information required for the torque correction processing to the PTC 12 in advance.The information required for torque correction processing includes the maximum allowable discharge amount and the required charge amount of the high-voltage battery as well as the electrical energy arbitration request output from the ELC 14 or the thermal energy arbitration request and a learned value output from the THC 15.

[0046] Next, a second case is considered with reference to Fig. 4, which shows an operating state of main logic blocks in an exemplary case that the control purpose is changed to improve the regeneration efficiency in the ISG 22 when the driver manipulates the brake pedal to decelerate the vehicle.

[0047] When the driver manipulates the brake pedal to decelerate the vehicle, the braking device and the ISG 22 (more precisely, the internal combustion engine 21) must be coordinated and precisely controlled so that the braking torque provided by the mechanical brake and the braking torque provided by regenerative braking (more precisely, the motor torque of the internal combustion engine 21) correspond to the braking torque requested by the driver. In this case, regeneration efficiency is improved by operating the inverter to generate the maximum regenerative energy within the range of the required change in the high-voltage battery 23.

[0048] For this reason, in the vehicle control system 10 according to the present embodiment, the processing for calculating planned torque, which is normally executed by the PTC 12, is transferred to the MGC 13, which becomes the main control part, as shown in Fig. 4 when the control purpose is changed to improving regeneration efficiency. Therefore, the MGC 13 can execute torque correction processing immediately after the target torque calculation processing, and can quickly determine the braking torque required by the driver and the target ISG torque (negative torque) corresponding to the operating state of the ISG 17. The MGC 13 determines the corrected motor torque (zero torque or negative torque) and outputs it to the PTC 12. As a result, it is possible to suppress the control state of the inverter for energy regeneration from deviating from the optimal state due to the delay in control processing, and to improve regeneration efficiency.

[0049] To enable the transfer of the planned torque calculation processing to the MGC 13, the MGC 13 is provided with not only a program module for the planned torque calculation processing, but also with information such as a data table or map indicating the above-described equi-fuel consumption curve. Therefore, the planned torque calculation processing can also be smoothly executed in the MGC 13. The information such as the table can be stored in a shared memory accessible to the PTC 12 and the MGC 13, and the PTC 12 and the MGC 13 can refer to the shared memory as needed.

[0050] Furthermore, in the Fig. In the second case shown in Figure 4, when the planned torque calculation processing is transferred to the MGC 13, the PTC 12 converts the axle torque supplied by the VLC 11 into energy (unit: joules) and outputs it as the requested energy or power to the MGC 13. When the planned torque calculation processing is transferred to the MGC 13, which is specified to operate as the main control part, this information is also shared by the PTC 12. The planned torque calculation processing is not performed by the PTC 12. The signal type output from the PTC 12 to the MGC 13 can be changed on a case-by-case basis.

[0051] However, the PTC 12 may be configured to output the axle torque command itself, which is output from the VLC 11, to the MGC 13 without performing any processing of the axle torque command. Furthermore, the VLC 11 may be configured to output the signal to any one of the PTC 12 and the MGC 13, so that when the control purpose is changed to improving regeneration efficiency, the VLC 11 directly outputs the axle torque command to the MGC 13. With this configuration, the processing time for calculating the target ISG torque can be further shortened.

[0052] When detection signals from the sensors are required to perform processing for calculating the planned torque, reception processing (amplification, waveform shaping, and AD conversion) for receiving the detection signals from the sensors is also transmitted from the PTC 12 to the MGC 13. For this reason, the sensors are connected via the individual communication lines of the communication network to logic blocks, which are likely to perform reception processing for the detection signals from the sensors.

[0053] Next, a third exemplary case is discussed with reference to Fig. 5, which shows an operating state of main logic blocks in a case that the control purpose is changed to improve the thermal efficiency when, for example, the vehicle outside temperature is low and the internal combustion engine 21 is cold-started.

[0054] When the internal combustion engine 21 is cold-started, that is, when the internal combustion engine 21 is started under a low-temperature condition, the engine speed is generally increased for a predetermined time to counteract high frictional resistance, ensure evaporation energy for evaporating fuel, and raise a catalyst temperature in a short time. However, it is often difficult to ensure required thermal energy in a short time simply by raising the engine speed when the thermal energy arbitration request is issued from the THC 15.

[0055] For this reason, in the vehicle control system 10 according to the present embodiment, the processing for calculating planned torque, which is normally executed by the PTC 12, is transferred to the MGC 13, which is specified to become the main control part, as shown in Fig. 5, when the control purpose is changed to improve thermal efficiency in accordance with the operating state of the internal combustion engine 21 and the requirement of the control purpose. In the MGC 13, the operating point of the internal combustion engine 21 is set to a point where fuel economy is not good, thereby shortening the period for the internal combustion engine 21 to become a thermal energy supply source. Therefore, it is possible to utilize the energy produced by the explosion of fuel to heat the internal combustion engine 21 and quickly raise the temperature of the internal combustion engine 21.

[0056] In this case, similar to the second case, the MGC 13 performs both the target torque calculation processing and the torque correction processing as the main control part. Therefore, it is possible to accurately control the combustion state of the engine 21 so that the engine 21 reaches the warmed-up state in a short period of time in accordance with the thermal energy arbitration request from the THC 15. The MGC 13 further directly commands the target engine torque to the engine control part 16 without passing through the PTC 12, as shown in Fig. 5. It is therefore possible to further reduce the delay in controlling the combustion state of the internal combustion engine 21 and improve control accuracy. The third case is similar to the second case in other aspects, so no further description will be given.

[0057] The processing for changing the logical block which becomes the main control part will be described next with reference to a Fig. 6 is described. The flowchart shown in Fig. 6 is executed by a logical block which is designated to be the logical block for executing the change processing for changing the main control part.

[0058] In step S100 in the flowchart of Fig. 6, a vehicle operating state (including various in-vehicle devices such as the internal combustion engine 21 and the ISG 22) and an external environment (such as an outside temperature and a road condition) are detected as fundamental factors that determine the control purpose. In the subsequent step S110, the control purpose for controlling the in-vehicle system is determined based on the detected vehicle state and the external environment.

[0059] Next, in step S120, it is checked whether the control purpose set in step S110 has been changed from the previous control purpose. If it is determined that the control purpose has not been changed (NO), the process shown in the flowchart in Fig.6 is terminated without executing subsequent steps S130 to S170. If it is determined that the control purpose has been changed (YES), step S130 is executed. In step S130, a logic block that becomes a main control part is specified in correspondence with the specified control purpose based on a predetermined and stored relationship in a data table form that defines a correspondence between a control purpose and a logic block as a main control part. The table defining the relationship between the control purpose and the logic block that becomes the main control part includes types of control processing that must be executed by individual logic blocks with respect to each control purpose.

[0060] In the subsequent step S140, processing to be transferred to the logical block specified as a new main control part and the logical block from which the processing is transferred are specified based on a difference between the control processing executed by each logical block under the previous control purpose and the new control purpose. In step S150, it is checked whether the processing to be transferred is still being executed in the logical block from which the processing is transferred. The processing in each logical block is basically defined to be executed every predetermined cycle period.For this reason, in step S150, the logic block currently executing the control processing to be transferred checks whether the control processing is still being executed and has not yet been completed or completed in the current predetermined cycle period.

[0061] If it is determined in step S150 that the control processing is still being executed (YES), the execution waits for the completion of the control processing in the current cycle period in step S160. If the control processing has been completed in the current cycle period and is waiting for execution in the next cycle period, it is determined in step S150 that the control processing is not in the middle of execution (NO), and the execution proceeds to step S170.

[0062] In step S170, the transfer of control processing and the change of the main control part are reported to the related logical blocks. These related logical blocks include not only the logical blocks from and to which the control processing is transferred, but also the logical blocks that exchange information with such logical blocks of the transferred control processing. As a result, the transferred control processing is executed by the logical block that is newly the main control part. If signals from sensors are required to execute the transferred control processing, the logical block that is the new main control part executes the reception processing of such sensor signals.

[0063] The logical block from which the control processing is being executed no longer executes the transferred control processing and, if necessary, changes the information to be exchanged with the logical block that is the new main control part. Logical blocks that exchange information with such logical blocks can change the logical blocks to which information is being supplied and recognize the logical blocks from which information is being received.

[0064] The invention is not limited to the preferred embodiment, but can be implemented in other ways with various modifications.

[0065] For example, in the above-described embodiment, it is checked whether the control processing to be transferred to the new logical block (main control part) is still being executed or has already been completed. If it is determined that the control processing has been completed, the change processing for changing the logical block that newly becomes the main control part is executed.

[0066] However, as another example, it is possible to check whether the logical block that newly becomes the main control part operates normally and is capable of executing at least part of the control processing if transferred. If it is determined that the transferred control processing is executable, change processing for changing the logical block to the main control part is executed. This modification is particularly necessary in a case where the logical blocks between which the control processing is transferred are implemented in different electronic control units or are implemented in different MPU cores using multiple MPU cores. This is because the logical block to which the control processing is transferred is not always normally operable even if the logical block from which the control processing is transferred operates normally.

[0067] In the above-described embodiment, one of the logical blocks is assumed to be the logical block that executes the change processing for changing the logical block to the main control part. That is, only a specified logical block configured to be capable of communication with other logical blocks is configured to execute the main control part change processing for changing the logical block to become the main control part. However, the main control part change processing is not limited to being executed by the specified logical block, but may be executed by the logical block that newly becomes the main control part.In this case, the logical block newly becoming the main control part checks for any change in the control purpose and, when the control purpose is changed, reports the change in the control purpose to the logical block newly becoming the main control part, the logical block from which the control processing is transferred, and the related logical blocks.

Claims

[1] Vehicle control system (10) for controlling an in-vehicle system including a plurality of in-vehicle devices (21 to 25) under a plurality of different control purposes determined based on a detected vehicle state and a detected external environment, wherein the vehicle control system (10) is divided into a plurality of logical blocks (11 to 20) which are linked in a predefined linking relationship to control the in-vehicle system by coordinated operation in accordance with the predefined linking relationship, wherein one of the logical blocks (11 to 20) is specified to operate as a main control part in accordance with each control purpose, and the logical block specified to operate as the main control part is configured to execute at least part of the control processing performed by another logical block before being specified as the main control block, characterized by that the vehicle control system (10) includes: a change checking device (S120) for checking whether the tax purpose has been changed; and a main control part changing means (S130 to S170) for changing the logical block specified to operate as the main control part based on a correspondence relationship between the control purpose and the logical block specified as the main control part when the change checking means determines that the control purpose has been changed. [2] Vehicle control system (10) according to claim 1, wherein: the main control part changing means (S130 to S170) includes a checking means (S150) for checking whether at least part of the control processing may be transferred to a logical block which becomes the main control part; and the main control part changing means (S130 to S170) changes the logical block to operate as the main control part when the checking means (S120) determines that the at least part of the control processing may be transferred. [3] Vehicle control system (10) according to claim 2, wherein: the checking means (S120) checks whether the at least one part of the control processing may be transferred based on whether the execution of the control processing to be transferred to the logical block specified to operate as the main control part has been completed by the other logical block. [4] Vehicle control system (10) according to claim 2, wherein: the checking means (S120) checks whether the at least part of the control processing may be transferred based on whether the logical block specified to operate as the main control part operates normally and is capable of executing the at least part of the control processing. [5] Vehicle control system (10) according to one of claims 1 to 4, wherein: Information exchanged between the logical blocks (11 to 20) from which and to which the at least part of the control processing is transferred is changed in accordance with the transfer of the at least part of the control processing. [6] Vehicle control system (10) according to one of claims 1 to 5, wherein: the logical block (11 to 20) specified to operate as the main control part directly receives information required to execute the at least part of the control processing without going through the other logical block from which the at least part of the control processing is transferred. [7] Vehicle control system (10) according to one of claims 1 to 6, wherein: the logical block (11 to 20) specified to operate as the main control part outputs a signal output from the other logical block to a predetermined destination part to the predetermined destination part instead of the other logical block in accordance with the transfer of at least a part of the control processing. [8] Vehicle control system (10) according to one of claims 1 to 7, wherein: a logical block which executes change processing for changing the logical block specified to operate as the main control part, as the change checking means (S120) and the main control part changing means (S130 to S170). [9] Vehicle control system (10) according to one of claims 1 to 7, wherein: the logical block specified to operate as the main control part as the change checking means (S120) and the main control part changing means (S130 to S170) executes change processing for changing the logical block specified as the main control part.

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