JP2019031120A - Vehicle control device - Google Patents

Abstract

[PROBLEMS] To efficiently confirm that a plurality of devices to be controlled operate normally for a system including a plurality of devices to be controlled and capable of exhibiting at least basic functions and extended functions. Provided is a vehicle control device capable of causing a system to perform an appropriate function based on the result. In order from the basic function of the brake system 100 to the extended function, it is confirmed whether or not those functions can be exhibited by the operation of the control target device, so that the control target device is normally operated. Can be confirmed efficiently. Further, the operation permission of the extended function is not given unless the operation permission of the basic function is given. Therefore, the operation permission can be given to the brake system 100 so that an appropriate function can always be exhibited. [Selection] Figure 3

Description

  The present invention relates to a vehicle control device.

  For example, Patent Literature 1 describes a driving support device that determines a driving support level according to a driver's state, driving load, or driver's operation, and performs driving support according to the determined driving support level.

  The driving support level is set, for example, in four stages. In the first level, as driving support, an obstacle around the host vehicle is detected and information is provided to notify the driver of the presence or absence of the obstacle. At the second level, as driving assistance, when there is an oncoming vehicle approaching the host vehicle, the speed and distance of the oncoming vehicle are calculated to alert that the oncoming vehicle is approaching. In the third level, as driving assistance, when there is an oncoming vehicle approaching the host vehicle, the time until the collision is calculated from the speed and distance of the oncoming vehicle, and the oncoming vehicle may collide after how many seconds It warns how to control the host vehicle to avoid a collision. Further, at the fourth level, vehicle control such as brake control, engine control, and steering control is performed as driving assistance.

Patent No. 5888407

  When performing the driving support at each level described above, the control content for driving support becomes more sophisticated as the driving support level becomes higher. And as the control content of the driving support becomes more sophisticated, the target devices involved in the driving support become wider. Then, the possibility that a problem occurs in the control of the target device is also increased.

  However, in the driving support device described in Patent Document 1, the driving support level is determined simply by the driver's state, driving load, or driver's operation without considering any possibility of occurrence of a malfunction of the target device. It is only disclosed to do.

  The present invention has been made in view of such a point, and the operation of the plurality of control target devices is normal for a system including a plurality of control target devices and capable of exhibiting at least a basic function and an extended function. It is an object of the present invention to provide a vehicle control device capable of efficiently confirming what is performed in the system and causing the system to perform an appropriate function based on the confirmation result.

In order to achieve the above object, a vehicle control apparatus according to the present invention comprises:
A system (100, 200) including a plurality of control target devices mounted on a vehicle and capable of at least exhibiting a basic function and an extended function expanded from the basic function by operation of the plurality of control target devices; ,
A plurality of control target devices included in the system are stratified into a group used for exhibiting a basic function and a group used when exhibiting an extended function, in order to exhibit the basic function The magnitude of electrical energy generated or consumed by the operation of the first operation target device when the first operation target device (22A, 40), which is a control target device stratified into groups to be used, is operated. A first electric energy detector (S140, S360) for detecting
Based on the relationship between the target operating state or actual operating state when the first operation target device is operated and the magnitude of the electric energy detected by the first electric energy detector, the first operation target device and the electric device A first determination unit (S150, S370) that determines whether or not the connection state with the energy supply source (50, 44) is normal and the first operation target device can operate normally;
When a second operation target device (16, 42, 45), which is a control target device stratified into a group used when performing the extended function, is operated, the second operation target device operates. A second electric energy detector (S220, S420) for detecting the magnitude of electric energy generated or consumed;
Based on the relationship between the target operating state or actual operating state when the second operation target device is operated and the magnitude of the electric energy detected by the second electric energy detection unit, the second operation target device and the electric device A second determination unit (S230, S430, S480) for determining whether or not the connection state with the energy supply source is normal and the second operation target device can operate normally;
If the first determination unit determines that the connection state with the electrical energy supply source is normal and the first device to be operated can operate normally, the first operation is performed so as to perform the basic function. The system is allowed to operate the target device, both the first and second determination units are in a normal connection state with the electrical energy supply source, and the first and second target devices are operating normally. On condition that it is determined that it is possible, in addition to the first operation target device, a permission unit (S200, S240, S400) that permits the system to operate the second operation target device so as to exhibit an extended function. , S460, S500).

  Since the vehicle control device of the present invention has the above-described configuration, the operation permission for the extended function is not given unless the operation permission for the basic function is given. Therefore, the operation permission can be given to the system so that an appropriate function can always be exhibited.

  The reference numerals in the parentheses merely show an example of a correspondence relationship with a specific configuration in an embodiment described later in order to facilitate understanding of the present invention, and are intended to limit the scope of the present invention. Not intended.

  Further, the technical features described in the claims of the claims other than the features described above will become apparent from the description of embodiments and the accompanying drawings described later.

It is the functional block diagram which showed an example of the whole structure of the vehicle-mounted system containing the various subsystems in a hybrid vehicle. It is explanatory drawing for demonstrating the example regarding a brake system. It is a flowchart which shows the process regarding the operation | movement confirmation of the control object apparatus for the brake system, and provision of the operation permission of a brake system based on the confirmation result. It is a flowchart which shows the process for confirming whether the connection state of the power supply line from a 1st low voltage battery to front area ECU is normal in the example regarding a brake system. It is explanatory drawing for demonstrating the example regarding a motor system. It is a flowchart which shows the process regarding the operation confirmation of the control object apparatus for motor system, and grant of the operation permission of the motor system based on the confirmation result. In a motor system, when a device that is operated to exhibit an extended function includes a power generating MG that can generate electrical energy, there is an abnormality in the connection state between the driving MG and the high-voltage battery for performing the basic function. It is a flowchart which shows the process which continues drive MG using the electric energy produced | generated by MG for electric power generation even if it generate | occur | produces.

  Embodiments of a vehicle control device according to the present invention will be described below with reference to the drawings. In the embodiment described below, an example in which the vehicle control device according to the present invention is applied to an in-vehicle system including various subsystems mounted on a hybrid vehicle having an engine and an electric motor as a vehicle driving source. explain. However, the vehicle control apparatus according to the present invention may be applied to an in-vehicle system of a normal vehicle having only an engine or an electric vehicle having only an electric motor as a travel drive source.

  FIG. 1 is a functional block diagram showing the overall configuration of an in-vehicle system including various subsystems in the hybrid vehicle described above. Various subsystems usually include a control unit and one or more control target devices controlled by the control unit. FIG. 1 mainly shows the control unit of each subsystem, and only a part of the control target devices belonging to each subsystem is shown.

  As shown in FIG. 1, the in-vehicle system includes an HMI 15 and an EVI 16 in order to acquire various information related to the vehicle. The HMI 15 is a control unit that acquires an operation amount and an operation position of an operation unit operated by a driver for driving a hybrid vehicle or operating various subsystems through a sensor or a switch. Power is supplied to the sensors and switches through the HMI 15. The operation unit operated by the driver includes an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and a window opening / closing switch, a door lock switch, a light switch, a wiper switch, a trunk switch, and the like. Each operation amount and operation position in these operation units are detected by a sensor or the like and acquired by the HMI 15. The EVI 16 is a control unit that acquires information about the external environment where the hybrid vehicle is placed. For example, the EVI 16 is a radar device that detects a preceding vehicle or an obstacle, a camera that acquires an image around the vehicle, Information is acquired from a navigation system that provides the position and shape of the road. Power is supplied to the radar apparatus, camera, and navigation system through the EVI 16. Further, the HMI 15, EVI 16, or other control unit controls the vehicle running state (for example, speed, acceleration, etc.) and various subsystem operating states (for example, engine speed, motor speed, brake oil pressure, steering angle). Etc.) is also acquired.

  In this way, sensors, switches, radar devices, and the like correspond to control target devices, and HMI 15 and EVI 16 correspond to a control unit. Therefore, these HMI 15 and EVI 16 also correspond to subsystems.

  Information related to the operation amount and operation position acquired in the above-described HMI 15 and information related to the external environment acquired in EVI 16 are input to the main ECU 10 of the vehicle control device. Thereby, for example, the main ECU 10 grasps the situation in which the vehicle is placed and how the driver is going to drive the vehicle, and the necessary subsystems (engine, motor generator, brake, steering, Light, window, door, EVI, etc.) can be controlled. That is, the main ECU 10 is a control unit that controls the entire vehicle-mounted system.

  For example, the main ECU 10 in principle calculates a target vehicle behavior based on a driving operation by the driver, calculates a target acceleration (deceleration) in the front-rear direction based on the target vehicle behavior, Calculate the target acceleration in the direction. The calculated target accelerations in the front-rear direction and the left-right direction are output to the front area ECU 11. When calculating the target vehicle behavior based on the driving operation by the driver, if the driving behavior by the driver is reflected as it is, it is predicted that the behavior of the vehicle will become unstable. It is preferable to calculate the target vehicle behavior within a stable range.

  The front area ECU 11 calculates and outputs a target control amount to the control unit of each subsystem arranged in the front area based on a control target and control instruction from the main ECU 10, and outputs a control instruction from the main ECU 10 to each control instruction. It is relayed to the control unit of the subsystem.

  For example, when a positive acceleration is given as the target acceleration in the front-rear direction, the front area ECU 11 calculates and outputs each target drive torque to the engine control unit 23 and the MG control unit 25. At this time, the front area ECU 11 considers the maximum MG torque that can be generated by the MG 41 based on the charge amount of the high-voltage battery 44, the ability of the MG 41, etc. in order to realize the drive torque necessary for the vehicle most efficiently. A target engine torque applied to the control unit 23 and a target MG torque applied to the MG control unit 25 are determined.

  When the target engine torque is given, the engine control unit 23 adjusts the throttle valve opening, the fuel supply amount, and the like based on information such as the engine speed so that the engine generates the target engine torque. Control the state. When the target MG torque is given, the MG control unit 25 generates a drive signal (drive current) for driving the MG 41 so that the MG 41 generates the target MG torque based on information such as the rotation speed and the rotation position of the MG 41. Output through the first inverter 40.

  The in-vehicle system includes a driving MG 41 that generates a driving torque when the vehicle is accelerated and a regenerative braking torque when the vehicle is decelerated, and a power generating MG 42 that is mainly driven by an engine to generate electric power. It is. The engine, the drive MG 41, and the power generation MG 42 are connected to each other via a planetary gear mechanism, and the planetary gear mechanism is connected to a drive shaft of the vehicle.

  When the driving torque is generated by the driving MG 41, the MG control unit 25 supplies the MG 41 with a high current based on the high voltage supplied from the high voltage battery 44 through the first inverter 40. On the other hand, when the regenerative braking torque is generated by the driving MG 41, the MG control unit 25 controls the first inverter 40 so that the electric power generated by the driving MG 41 is charged in the high voltage battery 44. The power generation MG 43 is driven by the surplus engine torque, for example, when the target engine torque necessary for driving the vehicle is too low to operate the engine in an efficient region. The electric power generated by the power generation MG 43 is used to drive the drive MG 41 or used to charge the high voltage battery 44. The engine may be used only for driving the power generation MG 43 and may be configured to drive the vehicle only by the driving MG 41. Furthermore, when the required driving torque is large, the power generation MG 43 may also generate the driving torque.

  When a negative acceleration (that is, deceleration) is given as the target acceleration in the front-rear direction, the front area ECU 11 sets the target regenerative braking torque by the MG 41 and the target braking torque by the brake device according to the target deceleration, respectively. It is calculated and given to the MG control unit 25 and the brake control unit 22. The target brake torque is preferably calculated so as to compensate for the shortage when the target regenerative braking torque is insufficient with respect to the target deceleration.

  The brake control unit 22 controls the brake fluid pressure so that the brake device generates the target brake braking torque based on information such as the wheel speeds of the four wheels and the fluid pressures of the brakes of the four wheels. The brake device controlled by the brake control unit 22 operates a brake pedal by a driver by, for example, driving a brake booster by a negative pressure pump or generating hydraulic pressure in the brake device by an electric pump. Regardless of the braking force, the braking force can be generated.

  Further, when the left and right target acceleration is given, the front area ECU 11 calculates the target assist torque according to the left and right target acceleration while giving consideration to the vehicle speed and the like, and supplies the target assist torque to the steering control unit 24. The steering control unit 24 controls the motor of the electric power steering so that the torque generated by the electric power steering becomes the target assist torque.

  Further, when the information related to the operation positions of the wiper switch and the light switch is input by the HMI 15, the main ECU 10 outputs the operation position information or the target control state corresponding to these operation positions to the front area ECU 11. Then, the front area ECU 11 outputs a control signal for causing the wiper control unit 20 and the light control unit 21 to perform control according to the operation position information or the target control state, or the operation area information or the target Relay the control status.

  The wiper control unit 20 drives the wiper so as to perform an operation according to the operation position of the wiper switch in accordance with a signal given from the front area ECU 11. For example, when the wiper switch is in the auto position, the wiper control unit 20 drives the wiper with a wiping frequency according to the raindrop detection signal from the raindrop sensor. On the other hand, when the wiper switch is in the low wiping position or the high wiping position, the wiper control unit 20 drives the wiper with a low wiping frequency or a high wiping frequency. Further, the light control unit 21 controls the lighting state of the headlamp so that the lighting state according to the operation position of the light switch is set according to a signal given from the front area ECU 11. For example, when the light switch is in the auto position, the light control unit 21 controls the lighting state of the small lamp, the headlight, and the like based on the illuminance detection signal from the illuminance sensor. Furthermore, the light control unit 21 may control the irradiation direction of the headlights such as a high beam and a low beam according to the presence or absence of a preceding vehicle or an oncoming vehicle grasped by a camera image or the like.

  Similarly, when the information about the operation position of the door lock switch or the window opening / closing switch is input by the HMI 15, the main ECU 10 inputs the operation position information corresponding to the operation position to the right area ECU 13 and / or the left area ECU 14. Alternatively, the target control state is output. Then, the right area ECU 13 and / or the left area ECU 14 outputs a control signal for causing the door control units 27 and 28 and the window control units 26 and 29 to perform control according to the operation position information or the target control state. To do. Thereby, according to the given control signal, the door control units 27 and 28 lock or unlock the door, and the window control units 26 and 29 control the lighting state of the headlamp.

  Further, when information about the operation position of the brake pedal or the light switch and the operation position of the trunk switch is input by the HMI 15, the main ECU 10 inputs the operation position information or target corresponding to those operation positions to the rear area ECU 12. Output the control status. Then, the rear area ECU 12 outputs a control signal for causing the trunk control unit 30 and the light control unit 31 to perform control according to the operation position information or the target control state. Thereby, according to the given control signal, the trunk control unit 30 locks or unlocks the trunk, and automatically opens or closes the trunk. Further, the light control unit 31 turns on the brake lamp or turns on the small lamp in accordance with the given control signal.

  As described above, the rear area ECU 12, the right area ECU 13, and the left area ECU 14 are also connected to the control unit of each subsystem arranged in each area based on the control target and the control instruction from the main ECU 10, similarly to the front area ECU 11. A target control amount is calculated and output, or a control instruction from the main ECU 10 is relayed to the control unit of each subsystem.

  The battery control unit 32 calculates the SOC (State of Charge) and SOH (State of Health) of the high-voltage battery 44 based on the measurement results of the current, voltage, temperature, and the like in the high-voltage battery 44, and the calculated results are displayed in the rear area ECU 12. Output to. The main ECU 10 acquires the SOC and SOH of the high voltage battery 44 via the rear area ECU 12. The SOC and SOH are used, for example, in the front area ECU 11 to calculate the maximum MG torque that can be generated by the MG 41, or to calculate the target regenerative braking torque of the MG 41. The battery control unit 32 further operates, for example, an operation of the DCDC converter 45 that converts high voltage power stored in the high voltage battery 44 into low voltage power in order to charge the second low voltage battery 51 in accordance with an instruction from the main ECU 10, for example. To control.

  The vehicle system is provided with a first low voltage battery 50 and a second low voltage battery 51. The first low-voltage battery 50 is a main battery, and supplies operating power to the main ECU 10 and each of the area ECUs 11 to 14 as indicated by a one-dot chain line in FIG. For example, the first low voltage battery 50 may be charged by the high voltage power of the high voltage battery 44 as in the case of the second low voltage battery 51, or may be charged by the power generated by the alternator. May be. The second low-voltage battery 51 is a sub-battery. For example, when power consumption due to the operation of each subsystem increases, supplementary operating power is supplied or power supply from the first low-voltage battery 50 is abnormal. In such a case, operating electric power is supplied to the main ECU 10 and the brake system so that the vehicle can be surely stopped.

  The main ECU 10 and the area ECUs 11 to 14 can be operated by using the supplied operating power, and are configured to distribute the operating power to subordinate subsystems. That is, the main ECU 10 and the area ECUs 11 to 14 serve as a branching point for the operating power supplied from the first low-voltage battery 50 and distribute it to each subsystem. Further, the main ECU 10 and each of the area ECUs 11 to 14 are configured to be able to detect a change in the operating voltage before distribution, and at least a change in the operating voltage after distribution, by a detection resistor or the like. In addition to or instead of the change in the operating voltage, a change in the energization current to the control target device may be detected.

  The main ECU 10 can exhibit more advanced functions by operating the various subsystems described above in various combinations. For example, the main ECU 10 can detect the preceding vehicle or an obstacle by operating the EVI 16. If it is determined that the possibility of a collision has increased based on the detection result, the main ECU 10 operates the brake system so that emergency braking is automatically executed, or the steering is steered in a direction to avoid the collision. By operating the steering system as described above, the advanced driving support function can be exhibited. In addition, when it is determined from the detection result of the HMI 15 that the brake pedal has been suddenly operated by the driver, the main ECU 10 instructs the brake control unit 22 to generate a deceleration higher than normal, and the brake An assist function may be exhibited. Further, when it is determined from the detection result of EVI 16 that the vehicle is about to depart from the driving lane, the main ECU 10 operates the steering system so as to generate a steering reaction force in a direction opposite to the departure direction. The lane maintenance support function can be demonstrated.

  The above-described allocation to each area of the subsystem is merely an example, and the allocation can be changed. Subsystems can be added to or deleted from the in-vehicle system shown in FIG. In the in-vehicle system shown in FIG. 1, for example, the main ECU 10 may be deleted, and each area ECU may instruct a control target of a subordinate subsystem. Alternatively, in the in-vehicle system shown in FIG. 1, the main ECU 10 may directly control each subsystem without providing the area ECU. As for mounting on the ECU, it is also possible to mount the control units of a plurality of subsystems on a common ECU, or to integrate the main ECU 10 and any of the area ECUs.

  Next, technical features of the vehicle control device according to the present embodiment will be described. As described above, the in-vehicle system includes various subsystems, and the main ECU 10 can cause the basic functions and the extended functions expanded from the basic functions by operating the subsystems. For example, when the main ECU 10 operates the brake system, a braking function corresponding to the driver's operation can be exhibited as a basic function. By operating the EVI 16 and the brake system, the advanced function is advanced. The driving support function can be demonstrated. Further, the main ECU 10 operates the driving MG 41 in the motor system, so that the generation function of the driving torque and the power regeneration function can be exhibited as basic functions, and further, the extended function can be achieved by operating the power generating MG 43. As a result, the power generation function of power that can be used as the driving power of the driving MG 41 can be exhibited.

  However, for example, when the main ECU 10 operates the system so as to exhibit an extended function based on the basic function in a situation where a failure in which a certain system cannot perform the basic function occurs, it is assumed Not only can the street function not be demonstrated, but the possibility of worsening the degree of failure and causing unexpected behavior to the vehicle cannot be denied.

  Therefore, the vehicle control apparatus according to the present embodiment includes a plurality of control target devices, and that the plurality of control target devices are normally operated with respect to a system that can exhibit at least a basic function and an extended function. It is characterized in that the system can perform appropriate functions based on the result of confirmation while efficiently confirming. Hereinafter, based on some examples, the above-described technical features of the vehicle control device according to the present embodiment will be described in more detail.

  The example shown in FIG. 2 is for the brake system 100. The brake system 100 uses a brake control unit 22 and a brake actuator 22A in order to exhibit a braking function as a basic function. Specifically, the brake control unit 22 is given a target brake torque when the driver operates the brake pedal. Then, the brake control unit 22 controls the negative pressure pump and the electric pump as the brake actuator 22A so that the brake fluid pressure corresponding to the target brake torque acts on the brake device of each wheel.

  The brake system 100 uses, for example, an EVI 16 that acquires detection information of a preceding vehicle and the like in addition to the brake control unit 22 and the brake actuator 22A in order to exhibit an automatic brake function as an extended function. When the main ECU 10 determines that the possibility of a collision has increased based on the detection result by the EVI 16, the brake control unit 22 activates the brake actuator 22A to automatically brake the vehicle regardless of the driver's brake operation.

  Processing related to the operation confirmation of the control target device for the brake system 100 described above and the operation permission grant of the brake system 100 based on the confirmation result will be described with reference to the flowchart of FIG. Note that the process shown in the flowchart of FIG. 3 is executed by, for example, the front area ECU 11.

  First, in step S100, distribution of the operating power supplied from the first low voltage battery 50 to the front area ECU 11 to the brake control unit 22 and the brake actuator 22A is started. Accordingly, the brake control unit 22 starts a predetermined operation such as an initialization process. At this time, in step S110, a change in operating voltage and / or a change in energization current after distribution to the brake control unit 22 in the front area ECU 11 due to a predetermined operation of the brake control unit 22 is detected as an electric energy change amount. .

  In the subsequent step S120, the connection state between the first low-voltage battery 50 and the brake control unit 22 is determined based on the relationship between the operating state in the brake control unit 22 and the detected change in operating voltage and / or change in energization current. It is normal, and it is determined whether or not appropriate power is supplied to the brake control unit 22. That is, in the present embodiment, whether or not the control target device such as the brake control unit 22 can normally operate is determined based on whether the target operation state or the actual operation state of the control target device and the operation of the control target device. It is determined by whether or not there is a correlation (correspondence) with the change in the amount of electric energy due to. If the operating state of the controlled device is correlated with the amount of electrical energy that changes due to its operation, the environment related to the electrical energy provided to the controlled device is normal, and under that normal environment, This is because it can be determined that the device to be controlled is operating normally.

  If it is determined in step S120 that the operating state of the brake control unit 22 and the change in the electric energy amount are correlated, the process proceeds to step S130. On the other hand, when it determines with the operating state of the brake control part 22 and the change of the amount of electrical energy not correlating, it progresses to the process of step S160.

  In step S130, the front area ECU 11 acquires an operation target value (for example, a target brake fluid pressure) when the brake control unit 22 operates the brake actuator 22A. The operation target value may be instructed by the front area ECU 11 to the brake control unit 22. Alternatively, the front area ECU 11 may detect the actual operating state (for example, actual brake fluid pressure) of the brake actuator 22A.

  In subsequent step S140, a change in operating voltage and / or a change in energization current after distribution to the brake actuator 22A in the front area ECU 11 due to the operation of the brake actuator 22A is detected as an electric energy change amount. In step S150, based on whether or not the relationship between the target operation value when the brake actuator 22A is operated and the detected change in operating voltage and / or change in energization current is correlated, the first The connection state between the low voltage battery 50 and the brake control unit 22 is normal, and it is determined whether or not appropriate power is supplied to the brake control unit 22. If a negative determination is made in this determination process, the process proceeds to step S160, and if a positive determination is made, the process proceeds to step S200.

  In step S160, it is determined whether or not the brake system 100 is switched to power supply from the second low-voltage battery 51. In this determination process, when it is determined that the switching is not performed, the power supply source for the brake system 100 is switched from the first low-voltage battery 50 to the second low-voltage battery 51 in step S170. And the process from step S110 to S150 is performed again. On the other hand, in the determination process of step S160, if it is determined that the second low-voltage battery 51 has been switched, the process proceeds to step S180. In step S180, since at least one of the brake control unit 22 and the brake actuator 22A does not operate normally by any power supply from the first low voltage battery 50 and the second low voltage battery 51, an abnormality of the brake system is determined. In step S190, the passenger is notified of the abnormality of the brake system.

  On the other hand, in step S200, since it can be considered that both the brake control unit 22 and the brake actuator 22A are operating normally, the operation permission is given to the brake system 100. At this time, what is permitted is a braking function as a basic function by the brake control unit 22 and the brake actuator 22A.

  In the subsequent step S210, the front area ECU 11 acquires an operation instruction to an obstacle detector such as a radar device or a camera belonging to the EVI 16 and information on an actual operation state through communication with the main ECU 10. Further, in step S220, the front area ECU 11 changes the operating voltage after distribution to the EVI 16 and the obstacle detector in the main ECU 10 and / or energization through the operation of the EVI 16 and the obstacle detector through communication with the main ECU 10. A change in current is detected as a change in electrical energy. In step S230, the first low-voltage battery 50 is determined based on whether or not the relationship between the operating state of the EVI 16 and the obstacle detector and the detected change in operating voltage and / or change in energization current is correlated. And the EVI 16 and the obstacle detector are normal, and it is determined whether or not an appropriate power supply is performed. If a positive determination is made in this determination process, the process proceeds to step S240, and if a negative determination is made, the process proceeds to step S250.

  In step S240, since it can be considered that the EVI 16 and the obstacle detector are operating normally, the automatic braking using the EVI 16 and the obstacle detector, the brake control unit 22 and the brake actuator 22A for the brake system 100 is performed. Give permission to operate. Conversely, in step S250, since it can be considered that an abnormality has occurred in the EVI 16 and / or the obstacle detector, the automatic brake operation permission is not given and the operation is prohibited. In step S260, the occupant is notified of an abnormality in automatic braking.

  In the above-described case, it has been confirmed whether the brake control unit 22 and the brake actuator 22A operate normally separately. However, as in the case of the EVI 16 and the obstacle detector, the operation confirmation may be performed collectively. good.

  As described above, in the brake system 100, first, it is confirmed whether or not the brake control unit 22 and the brake actuator 22A used when the braking function as a basic function is operated normally. When it is confirmed that the brake control unit 22 and the brake actuator 22A operate normally, the brake system 100 is permitted to operate the basic function. When the operation permission of the basic function is given to the brake system 100, it is further confirmed whether or not the EVI 16 and the obstacle detector that are used when the automatic brake function as the extended function is operated normally. When it is confirmed that the EVI 16 and the obstacle detector are normally operated, the brake system 100 is permitted to operate the extended function. However, when it is not confirmed that the brake system 100 is normally operated, the extended function is permitted to operate. Absent. In this case, the brake system 100 can only operate to perform basic functions.

  As described above, in this embodiment, it is confirmed in order from the basic function to the extended function whether or not these functions can be exhibited by the operation of the control target device, so that the control target device operates normally. Can be confirmed efficiently. Further, the operation permission of the extended function is not given unless the operation permission of the basic function is given. Therefore, the operation permission can be given to the brake system 100 so that an appropriate function can always be exhibited.

  In the case of the brake system 100 described above, it may be further confirmed whether the connection state of the power supply line from the first low voltage battery 50 to the front area ECU 11 is normal and appropriate power supply is performed. Then, on the condition that this confirmation has been made, it may be confirmed in order from the basic function of the brake system 100 to the extended function whether or not those functions can be exhibited by the operation of the control target device.

  An example of processing for confirming whether the connection state of the power supply line from the first low-voltage battery 50 to the front area ECU 11 is normal is shown in the flowchart of FIG. The process shown in the flowchart of FIG. 4 is performed, for example, after the process of step S100 in the flowchart of FIG. 3 and before the execution of step S110.

  In step S101, the front area ECU 11 instructs the brake system 100 (the brake control unit 22 and the brake actuator 22A) to stop operating. Alternatively, the front area ECU 11 may stop the distribution of operating power from itself to the brake system 100. In any case, it is possible to remove the influence of the brake system 100 on the power supply voltage that is distributed to each subsystem via the front area ECU 11.

  In subsequent step S102, the front area ECU 11 instructs at least one subsystem other than the brake system 100 to perform an operation in accordance with a predetermined operation target value. At this time, the front area ECU 11 may detect the actual operating state of the subsystem. In step S103, a change in operating voltage and / or a change in energization current before distribution in the front area ECU 11 is detected as an electric energy change amount.

  In step S104, based on whether or not the relationship between the target operation value instructed to the subsystem or the actual operating state of the subsystem and the detected change in operating voltage and / or change in energization current is correlated, It is determined whether or not the connection state of the power supply line from the first low-voltage battery 50 to the front area ECU 11 is normal, and appropriate power supply is performed to the front area ECU 11.

  If a positive determination is made in the determination process of step S104, the process proceeds to step S110 of the flowchart of FIG. On the other hand, if a negative determination is made, the process proceeds to step S105. In step S105, it is considered that some abnormality has occurred in the power supply line from the first low voltage battery 50 to the front area ECU 11, and a power supply line abnormality determination is performed. In step S106, the passenger is notified of the power line abnormality.

  Next, the example regarding a motor system is demonstrated with reference to FIG. 5 and FIG. The motor system 200 exhibits functions of generating drive torque and regenerating power as basic functions. Therefore, in the motor system 200, a driving current is passed through the first inverter 40, the driving MG 41 is rotationally driven, and the regenerative power generated by the driving MG 41 is supplied to the high voltage battery 44 via the first inverter 40. Or is charged.

  And the motor system 200 shown in FIG. 5 is provided with the 1st and 2nd extended function. The first extension function is a power generation function of electric power that can be used to drive the drive MG 41. In order to exhibit this power generation function, in the motor system 200, the power generated by the power generation MG 43 driven by the engine is taken out via the second inverter 42 and charged to the high voltage battery 44 or directly to the drive MG 41. Or used as driving power. When the driving MG 41 operates normally, it is possible to drive the driving MG 41 whenever necessary by generating electric power with this power generation function.

  The second extension function is a voltage conversion function by the DCDC converter 45. In this case, the first extension function described above can be regarded as a basic function for the second extension function. That is, when it is confirmed that the power generation MG 43 operates normally, it is confirmed that the charging power of the high voltage battery 44 can be sufficiently secured. For this reason, the DCDC converter 45 is operated and the second low-voltage battery 51 is charged using the charging power of the high-voltage battery 44.

  Processing related to the operation confirmation of the control target device and the operation permission grant of the motor system 200 based on the confirmation result for the motor system 200 described above will be described with reference to the flowchart of FIG. Note that the process shown in the flowchart of FIG. 6 is executed by, for example, the front area ECU 11.

  In step S300, distribution of the operating power supplied from the first low-voltage battery 50 to the front area ECU 11 to the MG control unit 25 is started. Thereby, the MG control unit 25 starts a predetermined operation such as an initialization process. At this time, in step S310, a change in operating voltage and / or a change in energization current after distribution to the MG control unit 25 in the front area ECU 11 due to a predetermined operation of the MG control unit 25 is detected as an electric energy change amount. .

  In step S320, the first low voltage battery 50 and the MG control unit are determined based on whether or not the relationship between the operating state in the MG control unit 25 and the detected change in operating voltage and / or change in energization current is correlated. 25 is normal, and it is determined whether or not appropriate power is supplied to the MG control unit 25. If it is determined in step S320 that the operating state of the MG control unit 25 and the change in the amount of electric energy are correlated, the process proceeds to step S350. On the other hand, when it determines with the operating state of the MG control part 25 and the change of the amount of electric energy not correlating, it progresses to the process of step S330. In step S330, since the MG control unit 25 is not operating normally, an MG control unit abnormality is determined, and in step S340, the MG control unit abnormality is notified to the occupant.

  In step S350, the front area ECU 11 acquires an operation target value (for example, a target current value, a switching frequency, etc.) when the MG control unit 25 operates the first inverter 40. This operation target value may be instructed by the front area ECU 11 to the MG control unit 25. Alternatively, the front area ECU 11 may detect an actual operating state (for example, an actual current value, a rotation speed, etc.) of the driving MG 41.

  In the subsequent step S360, for example, the magnitude of the electric energy generated or consumed by the operation of the first inverter 40 and the driving MG 41, that is, the amount of change in the electric energy is detected from the change in the SOC of the high-voltage battery 44. The front area ECU 11 can acquire the SOC of the high voltage battery 44 from the battery control unit 32 via the rear area ECU 12 and the main ECU 10. Then, in step S370, based on whether or not the operation target value when the first inverter 40 and the driving MG 41 are operated, or the actual operation state, and the detected amount of change in electrical energy are correlated. It is determined whether or not the connection state between the high voltage battery 44 and the first inverter 40 and the driving MG 41 is normal. If a negative determination is made in this determination process, the process proceeds to step S380, and if a positive determination is made, the process proceeds to step S400.

  In step S380, since it can be considered that the first inverter 40 and / or the driving MG 41 is not operating normally, the operation of the driving MG 41 is prohibited. In step S390, the driver is notified of the abnormality of the driving MG 41. On the other hand, in step S400, since the MG control unit 25, the first inverter 40, and the driving MG 41 can be regarded as operating normally, the operation permission of the driving MG 41 is given to the motor system 200.

  In subsequent step S410, the front area ECU 11 acquires an operation target value (for example, a target current value, a switching frequency, etc.) when the MG control unit 25 operates the second inverter 42. This operation target value may be instructed by the front area ECU 11 to the MG control unit 25. Alternatively, the front area ECU 11 may detect an actual operation state (for example, an actual current value, a rotation speed, etc.) of the power generation MG 43.

  In the subsequent step S420, the magnitude of electrical energy generated or consumed by the operation of the second inverter 42 and the power generation MG 43, that is, the amount of change in electrical energy is detected. The amount of change in electrical energy can be calculated from the change in the SOC of the high-voltage battery 44, for example, if the driving MG 41 is stopped. When the driving MG 41 is in operation, the amount of electrical energy generated or consumed by the operation of the power generation MG 43 is calculated in consideration of the magnitude of the electric energy generated or consumed by the operation. good. In step S430, based on whether or not the operation target value when the second inverter 42 and the power generation MG 43 are operated, or the actual operation state, and the detected amount of change in electrical energy are correlated, It is determined whether or not the connection state between the high voltage battery 44, the second inverter 42, and the power generation MG 43 is normal. If a negative determination is made in this determination process, the process proceeds to step S440, and if a positive determination is made, the process proceeds to step S460.

  In step S440, since it can be considered that the second inverter 42 and / or the power generation MG43 is not operating normally, the operation of the power generation MG43 is prohibited. In step S450, the occupant is notified of an abnormality in the power generation MG43. On the other hand, in step S460, since it can be considered that the second inverter 42 and the power generation MG43 are operating normally, the operation permission of the power generation MG43 is given to the motor system 200.

  In step S470, the front area ECU 11 acquires an operation instruction to the DCDC converter 45 by the battery control unit 32 and information on an actual operation state via the main ECU 10 and the rear area ECU 12. Further, in step S480, the front area ECU 11 obtains a change in the SOC of the high voltage battery 44 or a change in the SOC of the second low voltage battery 51 from the battery control unit 32, thereby changing the electric energy due to the operation of the DCDC converter 45. Detect the amount. In step S490, the high voltage battery 44 and the second low voltage battery 51 are connected to the DCDC converter 45 based on whether or not the relationship between the operating state of the DCDC converter 45 and the detected amount of change in electrical energy is correlated. It is determined whether or not the DCDC converter 45 is operating normally. If a positive determination is made in this determination process, the process proceeds to step S500. If a negative determination is made, the process proceeds to step S510.

  In step S500, since it can be considered that the DCDC converter 45 is operating normally, the operation permission of the DCDC converter 45 is given to the motor system 200. On the other hand, in step S510, since there is a possibility that some abnormality has occurred in the operation of the DCDC converter 45, the operation of the DCDC converter is prohibited. In step S520, the passenger is notified of the abnormality of the DCDC converter.

  Therefore, in the case of the motor system 200, as in the case of the brake system 100, it is confirmed in order from the basic function to the extended function whether or not those functions can be exhibited by the operation of the control target device. Therefore, it is possible to efficiently confirm that the operation of the control target device is normally performed. Further, the operation permission of the extended function is not given unless the operation permission of the basic function is given. Therefore, operation permission can be given to the motor system 200 so that an appropriate function can always be exhibited.

  As for the extended function, as described in the case of the motor system 200, a plurality of extended functions may be set hierarchically. Moreover, when the 2nd operation | movement target apparatus operate | moved for exhibiting an extended function contains the apparatus which can produce | generate an electrical energy like the motor system 200 mentioned above, the 1st for exhibiting a basic function is demonstrated. Even if an abnormality occurs in the connection state between the operation target device and the electric energy supply source, the first operation is performed by using the electric energy generated by the device capable of generating electric energy instead of immediately stopping the system. The operation of the target device may be continued. This process will be described in more detail using the flowchart of FIG. The process shown in the flowchart of FIG. 7 is executed by the main ECU 10 or the front area ECU 11.

  In the motor system 200 described above, once the normal operation of the drive MG 41 and the power generation MG 43 is confirmed and the operation permission is given, the connection between the drive MG 41, the first inverter 40, and the high voltage battery 44 is established. It is also possible that an abnormality will occur. In step S600 of the flowchart of FIG. 7, for example, the occurrence of such a connection abnormality is determined based on the relationship between the operating state of the driving MG 41 and the change in the SOC of the high voltage battery 44. If it is determined in this determination process that an abnormality has occurred, the process proceeds to step S610.

  In step S610, it is determined whether or not the motor system 200 is permitted to operate the power generation MG43. When the operation permission is given to the power generation MG43, it is considered that the power generation MG43 operates normally. Therefore, the process proceeds to step S620 to instruct to operate the power generating MG 43 to generate electric power, and to use the generated electric power to operate the driving MG 41. In this way, even when an abnormality occurs in the connection among the driving MG 41, the first inverter 40, and the high voltage battery 44, the operation of the driving MG 41 can be maintained as much as possible. On the other hand, if it is determined in step S610 that the operation permission of the power generation MG 43 is not given, the process proceeds to step S630 and the operation of the drive MG 41 is prohibited.

  Although the above-described embodiment is a preferred embodiment of the present invention, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. is there.

  For example, in the motor system 200 of Example 2 described above, when the first low-voltage battery 50 is also configured to be charged from the high-voltage battery 44 via the DCDC converter 45, for example, consumption of a headlamp, an electric compressor of an air conditioner device, etc. When a device with a large amount of power is activated, as a result, the generated power of the power generation MG 43 also increases. Therefore, by using such a relationship in reverse, the magnitude of the generated power of the MG 43 for power generation when a control target device of another system with high power consumption, such as a headlight or an electric compressor of an air conditioner, is activated. Based on the amount of charge of the first low-voltage battery 50 via the DCDC converter 45, the connection state between the control target device of another system and the first low-voltage battery 50 that is the electric energy supply source is normal, It can be inferred that the control target device of the system operates normally.

  In addition, for example, the control target device belonging to the group used for performing the basic function and the control target device belonging to the group used for exhibiting the extended function may be supplied from the same electric energy supply source. If it is necessary to operate each control target device together, the system control unit time-divides the control of each control target device. In addition, the supply of electric energy from the electric energy supply source may be performed in a time division manner so as to correspond to the time division control.

10: Main ECU, 11: Front area ECU, 12: Rear area ECU, 13: Right area ECU, 14: Left area ECU, 15: HMI, 16: EVI, 20: Wiper control unit, 21: Light control unit, 22: Brake control unit, 23: engine control unit, 24: steering control unit, 25: MG control unit, 26: window control unit, 27: door control unit, 28: door control unit, 29: window control unit, 30: trunk control Unit: 31: light control unit, 32: battery control unit, 40: first inverter, 41: driving MG, 42: second inverter, 43: MG for power generation, 44: high voltage battery, 45: DCDC converter, 50: 1st low voltage battery, 51: 2nd low voltage battery

Claims (5)

A system (100, 200) including a plurality of control target devices mounted on a vehicle and capable of at least exhibiting a basic function and an extended function expanded from the basic function by operation of the plurality of control target devices; ,
A plurality of control target devices included in the system are stratified into groups used to demonstrate basic functions and groups used when exhibiting extended functions, and used to demonstrate basic functions. When the first operation target devices (22A, 40), which are control target devices stratified into groups, are operated, the amount of electric energy generated or consumed by the operation of the first operation target device is determined. A first electric energy detector (S140, S360) to detect;
Based on the relationship between the target operating state or actual operating state when the first operation target device is operated and the magnitude of the electric energy detected by the first electric energy detector, the first operation target device and the electric device A first determination unit (S150, S370) that determines whether or not the connection state with the energy supply source (50, 44) is normal and the first operation target device can operate normally;
When a second operation target device (16, 42, 45), which is a control target device stratified into a group used when performing the extended function, is operated, the second operation target device operates. A second electric energy detector (S220, S420) for detecting the magnitude of electric energy generated or consumed;
Based on the relationship between the target operating state or actual operating state when the second operation target device is operated and the magnitude of the electric energy detected by the second electric energy detection unit, the second operation target device and the electric device A second determination unit (S230, S430, S480) for determining whether or not the connection state with the energy supply source is normal and the second operation target device can operate normally;
If the first determination unit determines that the connection state with the electrical energy supply source is normal and the first device to be operated can operate normally, the first operation is performed so as to perform the basic function. The system is allowed to operate the target device, both the first and second determination units are in a normal connection state with the electrical energy supply source, and the first and second target devices are operating normally. On condition that it is determined that it is possible, in addition to the first operation target device, a permission unit (S200, S240, S400) that permits the system to operate the second operation target device so as to exhibit an extended function. , S460, S500). A branch section (11) provided between the electrical energy supply source and the first operation target device, and branching and connecting the electrical energy supply source to devices other than the first operation target device;
Whether or not there is an abnormality in the connection state between the electrical energy supply source and the branch portion based on the operation of the device other than the first operation target device and the magnitude of the electric energy that fluctuates due to the operation of the device. A third determination unit (S105) for determining
The determination by the first determination unit is performed on the condition that the third determination unit determines that no abnormality has occurred in the connection state between the electrical energy supply source and the branch unit. The vehicle control device according to claim 1. After the permission unit allows the system to operate the second operation target device so as to exhibit an extended function, an abnormality occurs in a connection state between the first operation target device and the electric energy supply source. And when the device capable of generating electrical energy is included in the second operation target device used when exhibiting the extended function, the control unit (25) of the system,
The vehicle control device according to claim 1, wherein the operation of the first operation target device is continued using electric energy generated by a device capable of generating electric energy. In addition to the system, another system is mounted on the vehicle,
When the operation state of at least one control target device in the system and the operation state of the control target device in the other system interact with each other, the operation state of at least one control target device in the system is the A fourth state in which the connection state between the control target device and the electric energy supply source in the other system is determined to be normal based on the operation state corresponding to the command of the operation state to the control target device in the other system. The vehicle control device according to claim 1, further comprising a determination unit.   Controlled devices that belong to a group used to perform basic functions and controlled devices that belong to a group used to perform extended functions receive supply of electrical energy from the same electrical energy supply source. If the control target devices need to be operated together, the control unit of the system performs control of each control target device in a time-sharing manner. The vehicle control device according to claim 1, wherein the electric energy is supplied from the electric energy supply source in a time division manner so as to correspond to the time division control.

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