JP3819233B2 - Vehicle control system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control system in which a plurality of control devices are connected to each other to perform a cooperative operation.
[0002]
[Prior art]
Conventionally, as disclosed in, for example, Japanese Patent Laid-Open No. 7-7504, an in-vehicle LAN in which a plurality of electronic control devices mounted on a vehicle are connected to each other is known.
In this in-vehicle LAN, a plurality of electronic control units (ECUs) send sensor data to one control calculation communication unit, and the control calculation communication unit performs calculation based on the received data and controls each electronic control unit. A so-called server / client-related network for returning signals is formed.
[0003]
[Problems to be solved by the invention]
By the way, in the in-vehicle LAN according to the above prior art, when data is transmitted from a plurality of electronic control devices to the control arithmetic communication unit, the data is divided into variable-length packets in order to improve transmission efficiency. The method of transmitting is known.
However, if the packet length of a packet is increased in order to improve the transmission efficiency, the waiting time required for the end of transmission of one packet becomes longer, the communication delay time becomes longer, and the responsiveness of the control system decreases. Problems arise.
The present invention has been made in view of the above circumstances, and provides a vehicle control system capable of improving the transmission efficiency of data transmitted and received between a plurality of control devices and improving the responsiveness of the system. With the goal.
[0004]
[Means for Solving the Problems]
In order to solve the above-described problems and achieve the object, the vehicle control system according to the first aspect of the present invention is an object to be controlled (for example, a traveling motor drive unit 11 and a fuel cell in this embodiment described later). 12, a control device (for example, a motor control ECU 22 in this embodiment, which will be described later, a reaction gas) that forms a plurality of subsystems to which the reaction gas supply unit 13, the power storage device 14, the power distribution unit 15, and the cooling units 16 and 16) are connected. A supply control ECU 23, a power distribution control ECU 24, a cell voltage detection control ECU 25) and a cooperative control device (for example, a cooperative control ECU 21 in the present embodiment to be described later) for operating the plurality of control devices in a coordinated manner are connected to a communication line (for example, the vehicle control system network 51) through the formed by interconnected in this embodiment described below, as the data transmitted and received via the communication line Packet generating means for generating a packet (e.g., packet data generation unit 81 in the present embodiment to be described later) and the priority setting means for packet length of the packet set the priority so as priority short increases ( For example, step S01 in the present embodiment described later) and a plurality of FIFO storage means for classifying and temporarily storing the data according to the priority of the packet (for example, priority in the present embodiment described later) FIFO 83, non-priority FIFO 84) and data transmission means for preferentially transmitting the data from the FIFO storage means in which the packets with high priority are stored (for example, step S11 to step S13 in this embodiment described later) ).
[0005]
According to the vehicle control system having the above configuration, a plurality of FIFO storage means for temporarily storing data to be transmitted are provided, and the priority of data used in, for example, control in which quick responsiveness is required is set. By setting the value higher, storing the data in different FIFO storage means according to the priority, and transmitting the data in the priority order, it becomes possible to reduce the communication delay time for the data with the higher priority.
In addition, for example, by setting a high priority for a packet having a packet length that does not need to be divided into messages according to the communication protocol, the transmission waiting time required for transmitting one packet is prevented from being increased. Thus, for example, it is possible to construct a vehicle control system that requires real-time performance.
[0006]
Furthermore, in the vehicle control system according to the second aspect of the present invention, the data transmission unit is transmitting when the data having the higher priority than the data being transmitted is stored in the FIFO storage unit. The transmission of the data is interrupted, and the data having the higher priority is transmitted.
[0007]
According to the vehicle control system having the above configuration, for example, even when data with relatively low priority is being transmitted, data with relatively high priority can be interrupted and transmitted. High-priority data can be transmitted quickly without having to wait until transmission of the entire low-frequency data is complete.
[0008]
Further, the vehicle control system of the present invention according to claim 3, message generation means for dividing a predetermined size that can handle the packet in the communication protocol (e.g., the message generator 82 of the present embodiment described below ) wherein the priority setting means is characterized in that the set priority higher of the packet having a packet length is not necessary to divide by the message generating means.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of a vehicle control system of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a configuration diagram of a vehicle control system 10 according to an embodiment of the present invention, FIG. 2 is a configuration diagram of a fuel cell vehicle 1 including the vehicle control system 10 shown in FIG. 1, and FIG. 4 is a functional block diagram of the cooperative control ECU 21, and FIG. 4 is a functional block diagram of the ECUs 22,..., 25 forming a plurality of subsystems.
[0011]
The fuel cell vehicle 1 according to the present embodiment is a hybrid power source configured by, for example, a fuel cell 12, a reactive gas supply unit 13, and a power storage device 14 as a power supply device that supplies power to the traveling motor drive unit 11. The driving force of the drive motor drive unit 11 to which power is supplied from these power supply devices via the power distribution unit 15 is driven through a transmission (not shown) made of an automatic transmission or a manual transmission. Transmitted to W.
Further, when the driving force is transmitted from the driving wheel W side to the traveling motor driving unit 11 side during deceleration of the fuel cell vehicle 1, the traveling motor driving unit 11 functions as a generator and generates a so-called regenerative braking force. The kinetic energy of the car body is recovered as electric energy.
[0012]
The vehicle control system 10 according to the present embodiment includes, for example, a traveling motor drive unit 11, a fuel cell 12, a reactive gas supply unit 13, a power storage device 14, a power distribution unit 15, and cooling units 16 and 16. The ECU 17 is provided.
Further, the ECU 17 includes a cooperative control ECU 21 that forms a so-called server device, and a plurality of subsystems that form a so-called client device, such as a motor control ECU 22, a reactive gas supply control ECU 23, a power distribution control ECU 24, and a cell voltage detection control ECU 25. It is configured with.
[0013]
As shown in FIG. 2, the traveling motor drive unit 11 includes a traveling motor 31 that forms a permanent magnet type three-phase AC synchronous motor that uses a permanent magnet as a field magnet, for example, and a PDU 32. The motor 31 is driven and controlled by three-phase AC power supplied from the PDU 32.
The PDU 32 includes a PWM inverter formed of a switching element such as an IGBT, and is output from the fuel cell 12 and the power storage device 14 via the power distribution unit 15 based on a switching command output from the motor control ECU 22. DC power is converted into three-phase AC power and supplied to the traveling motor 31.
[0014]
The fuel cell 12 is composed of a stack formed by laminating a plurality of cells with respect to a cell formed by sandwiching a solid polymer electrolyte membrane made of, for example, a solid polymer ion exchange membrane between the anode and the cathode from both sides, A hydrogen electrode supplied with hydrogen gas as a fuel and an air electrode supplied with air containing oxygen as an oxidant are provided. Then, hydrogen ions generated by the catalytic reaction at the anode pass through the solid polymer electrolyte membrane and move to the cathode, causing an electrochemical reaction with oxygen at the cathode to generate electric power.
[0015]
The reactive gas supply unit 13 includes an air supply unit 13a that supplies air to the air electrode of the fuel cell 12 and a hydrogen supply unit 13b that supplies hydrogen gas to the hydrogen electrode. Further, the air supply unit 13 a includes an air compressor 41, a motor 42 that drives the air compressor 41, and a driver 43 for the motor 42.
Further, the hydrogen supply unit 13b controls the pressure of the pressure control valve 44 that supplies hydrogen gas at a pressure corresponding to the pressure of air supplied as a signal pressure from the air compressor 41, and the exhaust gas discharged from the fuel cell 11, for example. And an ejector 45 that is mixed with the hydrogen gas supplied through the valve 44 and recirculated.
[0016]
Each of the air electrode side and the hydrogen electrode side of the fuel cell 12 is provided with exhaust pressure valves 46 and 46 for discharging each exhaust gas discharged from the fuel cell 12, that is, air and hydrogen gas, to the outside. A pressure gauge 47 for detecting the pressure of air is provided on the air electrode side of the fuel cell 12, and a pressure gauge 47 for detecting the pressure of hydrogen gas and a flow meter 48 for detecting the flow rate are provided on the hydrogen electrode side of the fuel cell 12. Is provided.
Then, the reaction gas supply control ECU 23 receives, for example, each detection value detected by each of the pressure gauges 47 and 47 and the flow meter 48 and performs I / O processing as will be described later, and then proceeds to the cooperative control ECU 21. Output. Further, as will be described later, the reactive gas supply control ECU 23 controls the air compressor 41 to ensure a desired rotational speed according to the reactive gas control amount received from the cooperative control ECU 21, that is, the flow rate and pressure of the reactive gas. A signal is output, and a command signal for instructing the opening / closing operation of the exhaust pressure valves 46 and 46 is output.
[0017]
The power storage device 14 is a capacitor composed of, for example, an electric double layer capacitor or an electrolytic capacitor. The fuel cell 12 and the power storage device 14 are connected in parallel to the traveling motor 31 that is an electrical load.
The power distribution unit 15 is, for example, a high-voltage distributor, and controls a current value supplied to an electrical load such as the travel motor 31 based on a command signal from the power distribution control ECU 24.
The cooling unit 16 forms a water circulation system that cools, for example, the driving motor 31, the motor 42 that drives the air compressor 41, the fuel cell 12, and the like, and includes a water pump that supplies cooling water. Yes.
[0018]
The ECU 17 includes a plurality of ECUs 21,..., 25 connected to each other via a network 51.
The coordinated control ECU 21 constituting the server device controls the coordinated operations of a plurality of subsystems constituting the client device, for example, the motor control ECU 22, the reaction gas supply control ECU 23, the power distribution control ECU 24, and the cell voltage detection control ECU 25. Yes.
Here, as will be described later, the ECUs 22,..., 25 constituting each subsystem are in an abnormal state such as an I / O process for a control signal transmitted / received to / from the cooperative control ECU 21 or a control target, or when the network is stopped. In addition to performing control such as saving processing and protection operation, the priority is set for the data to be transmitted / received to / from the cooperative control ECU 21 and the control target, and the data is transmitted / received according to the priority.
The cooperative control ECU 21 performs a control calculation for controlling the ECUs 22,..., 25 based on the control signal obtained by the I / O processing in the ECUs 22,.
[0019]
For example, as shown in FIG. 3, the cooperative control ECU 21 includes an MPU 61 and a communication controller 62.
The MPU 61 receives the control signals after the I / O processing from the ECUs 22,..., 25 constituting a plurality of subsystems via the communication controller 62, and sends the ECUs 22,. Performs control calculations for cooperative operation.
[0020]
For example, as shown in FIG. 4, each of the ECUs 22,..., 25 constituting a plurality of subsystems includes an MPU 71, a communication controller 72, an input circuit 74, an output circuit 75, a packet data generation unit 81, and a message generation unit. 82 and a plurality of FIFOs, for example, two priority FIFOs 83 and non-priority FIFOs 84.
The MPU 71 performs I / O including predetermined conversion processing on a signal received from the external sensor switch 76 or the like via the input circuit 74 or a control signal received from the cooperative control ECU 21 via the communication controller 72. Processing is performed, and a signal from the input circuit 74 is transmitted to the cooperative control ECU 21 via the communication controller 72, and a control signal from the cooperative control ECU 21 is output to the actuator 77 via the output circuit 75.
Furthermore, the MPU 71 can independently control the control object retreat operation of the reaction gas supply unit 13 and the like, the protection operation of the fuel cell 12, and the like. For example, when an abnormality occurs such as when the network 51 is stopped, the control signal is sent to the actuator 77. Output.
[0021]
The packet data generation unit 81 packetizes a series of data to be transmitted to the cooperative control ECU 21 and other ECUs 22,..., 25, etc. via the network 51, and generates packet data. In this case, a predetermined priority, for example, one of priority packet data and non-priority packet data is set for each packet data based on the control priority for the data to be transmitted.
For example, data that can be classified as a control amount that is relatively slow in response, such as data related to the temperature received from the cooling unit 16, or data related to voltage values of a plurality of cells that constitute the fuel cell 12, etc. Data for monitoring whether the system state is normal is non-priority packet data.
On the other hand, data that can be classified as a control amount that has a relatively fast response, such as data related to pressure received from the reactive gas supply unit 13 or data related to motor output received from the traveling motor drive unit 11, is given priority. Packet data.
[0022]
The message generation unit 82 generates a message by dividing the generated packet data into a predetermined size that can be handled by a communication protocol as necessary, for example, a data size that can be transmitted by one communication.
The priority FIFO 83 stores a message composed of priority packet data, and the non-priority FIFO 84 stores a message composed of non-priority packet data.
[0023]
In the following, the functions of the cooperative control ECU 21 and the ECUs 22,..., 25 constituting a plurality of subsystems will be described.
The motor control ECU 22 controls the power conversion operation of the PWM inverter provided in the PDU 32, and performs switching by referring to a predetermined control map based on the motor control amount received from the cooperative control ECU 21, for example, the required torque value. For example, the AC voltage command values for the U phase, the V phase, and the W phase are output to the PDU 32 as commands. Then, the U-phase current, the V-phase current, and the W-phase current corresponding to each voltage command value are output from the PDU 32 to each phase of the traveling motor 31.
[0024]
The reactive gas supply control ECU 23 refers to a predetermined control map based on the reactive gas control amount received from the cooperative control ECU 21, for example, the flow rate and pressure of the reactive gas, that is, hydrogen gas and air supplied to the fuel cell 12. The rotation speed of the compressor 41, the valve opening degree of the exhaust pressure valve 46 that can be adjusted by, for example, a stepping motor, and the like are controlled.
[0025]
For example, the power distribution control ECU 24 performs predetermined I / O processing on the output current and output voltage signals output from the fuel cell 12, the output current and inter-terminal voltage and temperature signals output from the power storage device 14, and the like. The power supply switching control is performed based on a power distribution control signal received from the cooperative control ECU 21, for example, a control signal instructing an operation of the high voltage distributor or the like.
[0026]
The cell voltage detection control ECU 25 monitors the voltage values of a plurality of cells constituting the fuel cell 12, and calculates, for example, the average value, deviation, maximum value, minimum value, etc. of the detected voltage values for the plurality of cells. To the cooperative control ECU 21.
[0027]
The vehicle control system 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle control system 10 will be described with reference to the accompanying drawings. FIG. 5 is a flowchart showing the operation of each of the ECUs 22,..., 25 forming a plurality of subsystems, in particular, data setting processing. FIG. 6 is a flowchart showing the operation of each of the ECUs 22,. It is a flowchart which shows the process of the data transmission to.
[0028]
Hereinafter, data setting processing in each of the ECUs 22,..., 25 constituting a plurality of subsystems will be described with reference to the accompanying drawings.
First, in step S01 shown in FIG. 5, a series of data to be transmitted to the cooperative control ECU 21 and the other ECUs 22,..., 25, etc. via the network 51 is packetized to generate packet data. In response, the packet data is divided to generate a message.
Next, in step S02, it is determined whether the generated message is a high priority packet, that is, priority packet data.
If this determination is “YES”, the flow proceeds to step S03. On the other hand, if this determination is “NO”, the flow proceeds to step S 04.
[0029]
In step S03, the priority packet data is stored in the priority FIFO 83, and the series of processes is terminated.
In step S04, the non-priority packet data is stored in the non-priority FIFO 84, and the series of processing ends.
[0030]
Below, the process of data transmission to the communication controller 72 of each of the ECUs 22,..., 25 constituting a plurality of subsystems will be described with reference to the accompanying drawings.
First, in step S <b> 11 shown in FIG. 6, it is determined whether a message is stored in the priority FIFO 83.
If this determination is “YES”, the flow proceeds to step S12. On the other hand, if this determination is “NO”, the flow proceeds to step S 13.
In step S12, the data stored in the priority FIFO 83 is transmitted to the communication controller 72, and the series of processing ends.
In step S13, the data stored in the non-priority FIFO 84 is transmitted to the communication controller 72, and the series of processing ends.
[0031]
As described above, according to the vehicle control system 10 according to the present embodiment, data is transmitted via the network 51 to the coordinated control ECU 21 that forms the server device and the ECUs 22,..., 25 that form the plurality of subsystems. For example, data used for quick control such as the output of the traveling motor 11 and the pressure of the reaction gas supplied to the fuel cell 12 is classified as a series of high priority packet data. To preferentially transmit.
As a result, communication delay time can be shortened by reducing the packet data transmission waiting time for control targets that require rapid control. For example, real-time processing is required. However, it is possible to easily construct a client / server type real-time processing system.
[0032]
In the present embodiment, the packet data generation unit 81 sets the priority of the packet data. However, the present invention is not limited to this. For example, in the message generation unit 82, the packet data size is handled by the communication protocol. Is smaller than a data size that can be transmitted in one communication, for example, it is not necessary to divide the packet data to generate a message. This packet data is set as the priority packet data and the priority FIFO 83 is set. You may store in.
[0033]
In the present embodiment, the vehicle control system 10 is mounted on the fuel cell vehicle 1. However, the present invention is not limited to this, and the vehicle control system 10 may be mounted on another vehicle such as a hybrid vehicle.
In the present embodiment, the power storage device 14 is a capacitor. However, the present invention is not limited to this, and may be, for example, a battery. In this case, the power distribution control ECU 24 may perform power distribution control while controlling the remaining capacity of the battery.
[0034]
In the present embodiment, the plurality of subsystems constituting the client device in the ECU 17 include a motor control ECU 22, a reaction gas supply control ECU 23, a power distribution control ECU 24, and a cell voltage detection control ECU 25. However, the present invention is not limited to this, and another control ECU may be provided. In short, each control ECU mutually connected to the cooperative control ECU 21 via the network 51 performs an I / O process for converting a control value transmitted to and received from the cooperative control ECU 21 into a logical value, and for example, a network In the case of an abnormality such as when the engine 51 is stopped, the protection operation such as the evacuation process may be controlled independently without depending on other ECUs.
[0035]
In the present embodiment, each of the ECUs 22,..., 25 forming a plurality of subsystems is provided with a priority FIFO 83 and a non-priority FIFO 84. However, the present invention is not limited to this, and the cooperative control ECU 21 is provided with a plurality of FIFOs. Alternatively, data may be temporarily stored in a different FIFO according to the priority of the data to be transmitted, and then the data may be transmitted in order of priority.
[0036]
【The invention's effect】
As described above, according to the vehicle control system of the first aspect of the present invention, by storing data in different FIFO storage means according to the priority of the data and transmitting the data in the priority order, It becomes possible to reduce the communication delay time for high priority data. In addition, for example, by setting a high priority for a packet having a packet length that does not need to be divided into messages according to the communication protocol, the transmission waiting time required for transmitting one packet is prevented from being increased. Thus, for example, it is possible to construct a vehicle control system that requires real-time performance.
Furthermore, according to the vehicle control system of the second aspect, even when data with relatively low priority is being transmitted, for example, data with relatively high priority can be interrupted and transmitted. Thus, it is possible to quickly transmit high priority data without having to wait until transmission of the entire relatively low priority data is completed .
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a vehicle control system according to an embodiment of the present invention.
FIG. 2 is a configuration diagram of a fuel cell vehicle including the vehicle control system shown in FIG.
FIG. 3 is a functional block diagram of a cooperative control ECU.
FIG. 4 is a functional block diagram of each ECU constituting a plurality of subsystems.
FIG. 5 is a flowchart showing an operation of each ECU forming a plurality of subsystems, particularly a data setting process.
FIG. 6 is a flowchart showing an operation of each ECU constituting a plurality of subsystems, particularly a process of data transmission to a communication controller.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Vehicle control system 11 Traveling motor drive part (control object)
12 Fuel cell (control target)
13 Reaction gas supply unit (control target)
14 Power storage device (control target)
15 Power Distribution Unit (Controlled)
16 Cooling unit (control target)
21 Cooperative control ECU (cooperative control device)
22 Motor control ECU (control device)
23 Reaction gas supply control ECU (control device)
24 Distribution control ECU (control device)
25 Cell voltage detection control ECU (control device)
51 Network (communication line)
81 Packet data generator (packet generator)
82 Message generator (message generator)
83 Priority FIFO (FIFO storage means)
84 Non-priority FIFO (FIFO storage means)
Step S01 Priority setting means Steps S11 to S13 Data transmission means

Claims (3)

A control system for a vehicle formed by connecting a control device forming a plurality of subsystems to which a control target is connected and a cooperative control device for cooperatively operating the plurality of control devices via a communication line,
Packet generating means for generating a packet as data transmitted / received via the communication line, priority setting means for setting a priority so that the priority becomes higher as the packet length of the packet is shorter, and the packet of the packet A plurality of FIFO storage means for classifying and temporarily storing the data according to priority;
A vehicle control system comprising: data transmission means for preferentially transmitting the data from the FIFO storage means in which the packets having the high priority are stored. When the data having a higher priority than the data being transmitted is stored in the FIFO storage means, the data transmitting means interrupts the transmission of the data being transmitted and removes the data having the higher priority. The vehicle control system according to claim 1, wherein transmission is performed. Comprises a message generating means for dividing a predetermined size that can handle the packet in the communication protocol,
The vehicle according to claim 1 , wherein the priority setting unit sets the priority of the packet having a packet length that does not need to be divided by the message generation unit. Control system.

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