JP6500672B2 - Control system - Google Patents

Description

  The present invention relates to a control system for an on-board device having at least one equipment used for a plurality of different control purposes.

  For example, Patent Document 1 discloses a vehicle control device that controls a driving mode state of a vehicle. The vehicle control device includes an operation mode management unit and a control unit that drives and controls an actuator in an operation mode included in a control command signal output from the operation mode management unit. The control unit operates the actuator in another operation mode when the actuator can not operate in the instructed operation mode.

JP 2008-132876 A

  The vehicle control device of Patent Document 1 described above is capable of switching the driving mode of the vehicle to the snow mode, the sport mode, the eco mode, etc., and makes the motion characteristic of the vehicle suitable for traveling on a snowy road. Or, priority is given to the improvement of fuel consumption. However, in the vehicle control device, the same control unit is configured to always control the same equipment (engine, brake, etc.) regardless of the switching of the operation mode of the vehicle. In other words, it is not considered at all to change the control unit that controls the predetermined equipment according to the change of the control purpose.

  The present invention has been made in view of the above, and it is an object of the present invention to provide a new and useful control system for an on-vehicle apparatus having at least one device used for a plurality of different control purposes. .

In order to achieve the above object, a control system according to the present invention adopts the following configuration. That is, the control system (10) is for a vehicle-mounted device (30-36) having at least one equipment (32, 50, 80) used for a plurality of different control purposes, and a plurality of logics in advance It is divided into blocks (12 to 26) and configured by defining a connection relationship between the plurality of logic blocks, and a plurality of logic blocks operate in cooperation according to the connection relationship between the logic blocks to achieve on-vehicle operation. Control the device,
Each of the plurality of logic blocks has at least one control block,
According to the control purpose, a control block serving as a management entity responsible for controlling equipment is predetermined as a management control block,
Change determination means (S100) for determining the presence or absence of a change in control purpose;
Management control block changing means (S150) for changing the management control block on the basis of the correspondence between the control purpose and the management control block, which has been determined in advance, in response to the change judging means determining that the control purpose is changed , And
The equipment includes an actuator for operating the in-vehicle device.
The management control block responsible for controlling the actuator determines the control target value of the actuator and provides a control signal corresponding to the control target value directly to the actuator without passing through another control block .

  As described above, when the control purpose is changed, the management control block responsible for controlling the equipment is changed to a management control block corresponding to the changed control purpose. This makes it possible to execute more appropriate control processing regarding the equipment.

  For example, in a so-called hybrid vehicle including an engine and a motor generator as a drive source of the vehicle, the same coolant is circulated to the engine and the inverter of the motor generator to cool the engine cooling system and the inverter of the motor generator. It is conceivable to share the system. In this case, depending on the necessity of temperature control (cooling, etc.), a state in which the coolant does not circulate by using a pump and a flow path switching valve, a state in which the coolant circulates only the engine, and a coolant Is configured to be switchable between the state where only the inverter circulates and the state where the coolant circulates through the engine and the inverter.

  Then, when only temperature control of the engine is necessary, a control block included in an engine control logic block that controls the operating state of the engine controls the pump and the flow path switching valve as equipment. In this way, temperature adjustment control can be performed such that the heat generation temperature of the engine becomes appropriate. On the other hand, when only temperature control of the inverter is required, the control block included in the motor generator control logic block that controls the operating state of the inverter controls the pump and the flow path switching valve. This makes it possible to properly adjust the temperature of the inverter that operates to adjust the drive current of the motor generator. Furthermore, when temperature control of both the engine and the inverter is required, for example, a control block included in the powertrain control logic block that instructs the generated torque to the engine control logic block and the motor generator control logic block , Pump and flow control valve. In this case, it is the power train control logic block that both the operating state of the engine and the operating state of the inverter are known.

  It is preferable that the management control block described above is also responsible for the determination of abnormality of equipment and the execution of fail-safe processing when an abnormality occurs. This makes it possible to prevent the security management responsibility for the equipment from becoming unclear even if the management control block responsible for controlling the equipment is changed.

  The reference numerals in the parentheses above merely show an example of the correspondence with specific configurations in the embodiments to be described later so as to facilitate understanding of the present invention, and it is intended to limit the scope of the present invention in any way. It is not intended.

  The technical features described in the claims of the claims other than the features described above will be apparent from the description of the embodiments to be described later and the accompanying drawings.

FIG. 7 is a diagram showing an example of various functions of the control system by functional blocks when an on-vehicle apparatus in a hybrid vehicle is to be controlled. It is an explanatory view for explaining the 1st case where the management control block which bears control responsibility over the equipment is changed according to change of control object about equipment used for a plurality of different control purposes. It is a figure showing the concrete example by which the role as a management control block is transferred from the control block in EMS which is one logic block to the control block in PTC which is another logic block. It is an explanatory view for explaining the 2nd case where a management control block is changed according to change of control object. It is an explanatory view for explaining the 3rd case where a management control block is changed according to change of control object. It is an explanatory view for explaining the 4th case where a management control block is changed according to change of control object. It is a flowchart which shows the main routine of the change process of a management control block. It is a flowchart which shows the route selection process in the change process of a management control block. It is a flowchart which shows the transfer determination process in the change process of a management control block. It is explanatory drawing for demonstrating the example which divided | segmented the function of the management control block, and was each allocated to a different control block.

  Hereinafter, an embodiment of a control system according to the present invention will be described with reference to the drawings. In the embodiments described below, an example in which the control system according to the present invention is applied to various in-vehicle devices mounted on a hybrid vehicle having an engine and an electric motor as a traveling drive source of the vehicle will be described. However, the control system according to the present invention is applied not only to control of in-vehicle devices in a hybrid vehicle, but also to control of various in-vehicle devices of an ordinary vehicle having only an engine and an electric vehicle having only an electric motor. It is good.

  FIG. 1 is a functional block diagram showing an example of various functions of the control system 10 of the in-vehicle apparatus in the hybrid vehicle described above. However, in the example shown in FIG. 1, not all the functions of the control system are shown. This is because, for the convenience of description, FIG. 1 shows only one example of the configuration necessary to explain the features of the control system 10 according to the present embodiment.

  Specifically, FIG. 1 shows only functional blocks for the control system to control the engine 30, the ISG (Integrated Starter Generator) 32, the high voltage battery 34, and the heat pump 36 as in-vehicle devices. However, the control system 10 may also control all on-vehicle devices that affect the traveling of the vehicle, such as a transmission, a brake device, and a steering device.

  As shown in FIG. 1, the control system 10 is configured in advance by dividing into a plurality of logical blocks (functional blocks) 12 to 26 and defining a connection relationship among the plurality of logical blocks 12 to 26. That is, a logical structure for controlling various in-vehicle devices in the control system 10 is defined by the connection between the logic blocks 12 to 26 and the logic blocks 12 to 26. The control system 10 controls various in-vehicle devices by operating the plurality of logic blocks 12 to 26 in cooperation in accordance with the defined connection relationship.

  Although not shown in FIG. 1, each of the logical blocks 12 to 26 has at least one, usually a large number of control blocks. The respective logic blocks 12 to 26 exert their respective functions (roles) by appropriately combining the arithmetic processing in the large number of control blocks.

  For example, an engine management system (EMS) 22 as a logic block receives control signals from various sensors and converts the signals into signals that can be handled in the logic block in order to detect the operating state of the engine. Have. In addition, it calculates the current generated torque from the operating state of the engine which is grasped from the sensor signal, and when there is a difference from the command torque instructed from the upper logic block (PTC 14), the target for eliminating the difference Control block for calculating the operating state of the engine. Furthermore, a control block is provided to calculate the fuel injection amount, the fuel injection timing, and the ignition timing for achieving the target engine operating condition. In addition, it also has a control block that performs temperature control of the engine in accordance with the heat generation temperature of the engine. However, these are merely examples, and the EMS 22 may have a control block that performs other arithmetic processing necessary to perform its function. Also, the control blocks in the EMS 22, including the illustrated control blocks, can be integrated or divided as appropriate.

  The control system 10 is actually embodied by implementing each of the logic blocks 12 to 26 as a program or a database in an electronic control unit (ECU). Under the present circumstances, as long as the connection relation between logic blocks can be maintained, the number of electronic control units which mount each logic block 12-26 is arbitrary. For example, all the logic blocks 12 to 26 may be implemented in one electronic control unit, or each logic block 12 to 26 may be implemented in a separate electronic control unit. When each logic block 12 to 26 is implemented in a plurality of electronic control units, the plurality of electronic control units are connected via individual communication lines so as to maintain the connection relationship of the logic blocks, The respective electronic control units are connected to a common network, and desired electronic control units according to the connection relationship are configured to be communicable with each other.

  Next, various functions possessed by the control system 10, which are shown as the logic blocks 12 to 26 in FIG. 1, will be described.

  As shown in FIG. 1, various types of information are input to the control system 10. For example, a human machine interface (HMI) 2 means an operation unit operated by a driver for driving a hybrid vehicle, and corresponds to an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and the like. Each operation amount in the operation units is detected by a sensor or the like and input to the control system 10.

  When the hybrid vehicle is equipped with electronic control devices for driving assistance, information from the electronic control devices is also input to the control system 10. For example, adaptive cruise control system (ACC) 4, parking control system (PCS) 6, lane keep assist system (LKA) 8 and the like correspond to electronic control devices for driving support. In addition, when the hybrid vehicle includes an antilock brake system (ABS), a traction control system (TRC), and a vehicle stability control system (VSC), information from those systems is also sent to the control system 10. It is input. This is because the drive torque of the vehicle may be determined by those electronic control devices.

  The various types of information described above are given to the VLC 12 which is a control block responsible for the longitudinal behavior adjustment function of the control system 10. However, if necessary, the input information can also be given to other control blocks. The VLC 12 calculates the target acceleration (deceleration) in the front-rear direction to control the behavior in the front-rear direction of the vehicle so as to correspond to the driver's operation in principle, and to realize the target acceleration (deceleration) The target driving torque (axle torque target value) is calculated and output to the PTC 14 which is a logic block having a driving force adjusting function.

  The BATC 24, which is a logic block responsible for the battery control function, detects the voltage, current, and temperature of the high voltage battery 34, and outputs the detection result to the ELC 20 which is a logic block responsible for the electrical load adjustment function. Further, the BATC 24 determines whether or not an abnormality occurs in the high voltage battery 34 based on the detected voltage, current, and temperature. Further, the BATC 24 suppresses the temperature rise of the high voltage battery 34 by driving a cooling fan (not shown) based on the detected temperature.

  The ELC 20 calculates a charge level (SOC), which is a ratio of the remaining charge to the battery capacity, based on the voltage, current, and temperature of the high voltage battery 34 provided by the BATC 24. Then, the ELC 20 calculates the maximum allowable discharge amount and the required charge amount of the high voltage battery 34 based on this charge level, and outputs it to the MGC 16 which is a logic block having a motor generator adjustment function.

  In the vehicle, in addition to the high voltage battery 34 which provides a drive voltage to the ISG 32 and stores the voltage generated by the ISG 32, various electric loads (ECU, motor, display monitor, etc.) mounted on the vehicle A low voltage battery (not shown) is also provided to provide the operating voltage to the audio equipment etc.). The high voltage battery 34 and the low voltage battery are connected via a step-down converter, and by operating the step-down converter, the high voltage battery 34 can charge the low voltage battery.

  Therefore, the ELC 20 detects the charge level of the low voltage battery and the operating state of the electric load described above, and determines whether charging is necessary. If charging is required, the ELC 20 calculates the maximum allowable discharge amount and the required charge amount of the ISG 32 in consideration of the amount of power required to charge the low voltage battery. However, when it is determined that the supply of the amount of power to the ISG 32 should be prioritized, the ELC 20 may temporarily stop the operation of the electrical load.

  The MGC 16, which is a logic block responsible for the motor generator adjustment function, determines the amount of regenerated power to be generated by the ISG 32 at the time of regenerative braking according to the required charge amount output from the ELC 20. Then, when regenerative braking is performed, it instructs the ISG 32 on the amount of regenerative power. The ISG 32 includes, in addition to the motor main body, an inverter and a control unit for controlling the operation of the inverter. The control unit of the ISG 32 controls the inverter so as to be the instructed regenerative electric energy.

  Further, the MGC 16 calculates the maximum torque that can be generated by the ISG 32 based on the maximum allowable discharge amount output from the ELC 20, and outputs the maximum torque to the PTC 14 which is a logic block having a driving force adjustment function. The PTC 14 determines the target engine torque and the target motor torque in consideration of the maximum torque that can be generated by the ISG 32 in order to generate the target driving torque acquired from the VLC 12 in the vehicle. The target engine torque is output to the EMS 22 which is a logic block responsible for the engine control function. Further, the target motor torque is output to the MGC 16. The EMS 22 controls the ignition timing of the engine, the fuel injection amount, and the injection timing thereof to generate a given target engine torque. The MGC 16 also instructs the control unit of the ISG 32 to generate a given target motor torque. In this case, the control unit of the ISG 32 detects the rotation of the ISG 32, and controls the inverter so that the ISG 32 generates the instructed target motor torque based on the detected rotation state.

  In a hybrid vehicle, when the engine is operated in an efficient area, waste heat is reduced, which may result in the inability to secure necessary heating energy. On the other hand, if the waste heat of the engine is increased to secure the heating energy, the fuel efficiency will deteriorate. In order to prevent the deterioration of fuel consumption due to such heating, the vehicle is provided with a heat pump 36 as a heating heat source.

  The THC 18, which is a logic block responsible for the heat adjustment function, detects the outside air temperature and the set temperature, and calculates heating energy necessary for heating the vehicle interior. And when the heating energy obtained from the cooling water of an engine runs short with respect to required heating energy, the target driving | running state of the heat pump 36 is calculated so that required heating energy can be obtained most efficiently. The THC 18 outputs the calculated target operating state of the heat pump 36 to the HPC 26, which is a logic block responsible for the heat pump control function. The HPC 26 controls the operating state of the heat pump 36 such that the operating state of the heat pump 36 becomes the given target operating state.

  Next, features of the control system 10 according to the present embodiment will be described. Although the control system 10 described above controls several on-vehicle devices (engine 30, ISG 32, high voltage battery 34, heat pump 36), some of these on-vehicle devices are used at least for a plurality of different control purposes. Some have one equipment. The term "equipment" may indicate the on-vehicle apparatus itself. Under such a premise, in the control system according to the present embodiment, a control block (management control block) responsible for controlling the equipment for a plurality of different control purposes responds to a change in the control purpose. Is characterized in that it is configured to be changed.

  Hereinafter, some cases will be specifically described while being illustrated as an example. First, the first case will be described based on FIGS. 2 and 3.

  In the hybrid vehicle, it is conceivable that the cooling system of the engine 30 and the cooling system of the inverter of the ISG 32 are shared, and the same cooling fluid is circulated between the engine 30 and the inverter of the ISG 32. In this case, in addition to a radiator for cooling the heated cooling water by exchanging heat with air in the cooling system, as shown in FIG. 2, the pump 52 for circulating the cooling fluid, the temperature of the cooling water A water temperature sensor 54 for detection, a flow path switching valve 56 such as a three-way valve for switching a circulation path of the cooling water, and the like are provided.

  By controlling the pump 52 and the flow path switching valve 56, according to the necessity of temperature control (cooling etc.) of the engine 30 and the inverter of the ISG 32, the state in which neither the coolant circulates, the coolant only the engine 30 It is possible to switch between the circulating state, the state in which the coolant circulates only the inverter of the ISG 32, and the state in which the coolant circulates in both the engine 30 and the inverter.

  When only temperature control of the engine 30 is necessary, as shown in FIG. 2, the control block belonging to the EMS 22 responsible for controlling the operating state of the engine 30 controls the equipment 50 including the pump 52 and the water temperature sensor 54. It is reasonable to be responsible management control block 48. The EMS 22 grasps the operating state and the heat generation state of the engine 30, and controls the flow rate by the pump 52 based on the temperature detected by the water temperature sensor 54 so that the heat generation temperature of the engine 30 becomes appropriate. The reason is that temperature regulation control can be performed by circulation of cooling water.

  In addition, if the target is an actuator such as the pump 52, "having control responsibility" determines the control target value for the actuator and plays a role of outputting a control signal according to the control target value. It means that. Further, if the object is a sensor such as the water temperature sensor 54, it means that it plays a role of executing reception processing of the sensor signal detected by the sensor.

  In addition, when only temperature control of the inverter of ISG 32 is necessary, as shown in FIG. 2, the control block belonging to MGC 16 which carries out the control function of the inverter of ISG 32 can be the management control block 48 of equipment 50. It is reasonable. This is because temperature control of the inverter that operates to adjust the drive current of the ISG 32 can be appropriately performed.

  Furthermore, when temperature control of both the engine 30 and the inverter of the ISG 32 is required, a control block belonging to the PTC 14 that instructs the generated torque to the EMS 22 and the MGC 16 as shown in FIG. It is reasonable to become the management control block 48. In this case, it is the PTC 14 that can grasp both the operating state of the engine 30 and the operating state of the inverter of the ISG 32.

  As described above, it is possible to execute more appropriate control for the changed control purpose by changing the management control block 48 as the control subject according to the change of the control purpose for performing temperature adjustment. Become.

  In the present embodiment, the management control block 48 is responsible for controlling the equipment 50 as a management entity. The control responsibility is not limited to the output processing of the control signal and the reception processing of the sensor signal as described above. For example, as one of the control responsibilities, the management control block 48 is also responsible for the abnormality determination of the equipment 50 and the execution of failsafe processing when an abnormality occurs. As a result, even if the management control block 48 responsible for controlling the equipment 50 is changed, it is possible to prevent the security management responsibility for the equipment 50 from being unclear.

  For example, when the equipment is an actuator, the management control block 48 detects how the actuator has been operated with a sensor or the like in response to the output of the control signal. Then, when the operation according to the output control signal is not performed, it is determined that an abnormality occurs in the actuator. The management control block 48 executes failsafe processing by transmitting the occurrence of an abnormality and the contents of the abnormality to another logical block when it determines the occurrence of an abnormality. For example, when an abnormality occurs in the pump 52 and the engine 30 or the like can not be cooled, the management control block 48 transmits that effect to each control block. Thereby, each control block limits the rotation of the engine to a predetermined rotation speed or less to prevent overheating, or limits the rotation speed of the ISG to a predetermined rotation speed or less so that the inverter does not generate heat excessively. You can take action.

  In addition, when the equipment is a sensor, the management control block 48 determines the abnormality of the sensor based on the level of the signal of the sensor, the presence or absence of temporal change, and the like. If it is determined that the sensor is abnormal, as in the case of the actuator, fail safe processing is performed by transmitting the occurrence of the abnormality to another logic block. At this time, the management control block 48 may generate and output a standard sensor signal for a logic block requiring a sensor signal from the corresponding sensor in control processing.

  As described above, in the present embodiment, the management control block 48 serving as the management subject for one equipment 50 is changed (migrated) to a different control block according to the change of the control purpose. Therefore, the equipment 50 whose management subject is changed is configured to be able to communicate with a plurality of control blocks that can be the management control block 48. Specifically, one equipment and a plurality of control blocks that can be the management control block 48 may be connected via separate communication lines. Alternatively, the equipment 50 may be connected to a network and configured to be able to communicate with any control block among the plurality of control blocks that may be the management control block 48 via the network.

  As a more specific example, FIG. 3 shows an example in which the authority as the management entity is transferred from the control block belonging to the EMS 22 to the control block belonging to the PTC 14.

  As shown in FIG. 3, the EMS 22 includes, as control blocks, a control block 68 that controls injection and ignition, and a control block 72 that adjusts the temperature of the engine 30. It should be understood that not all control blocks included in the EMS 22 are shown in FIG.

  When only temperature control of the engine 30 is performed, the control block 72 in the EMS 22 becomes a management control block 48 that is a management entity of the pump 52 and the water temperature sensor 54. In this case, the control block 72 receives the sensor signal from the water temperature sensor 54 to acquire the temperature of the cooling water. Then, the control block 72 determines a target flow rate of the cooling water, that is, a target rotation number of the pump 52 based on the acquired cooling water temperature, and outputs a control signal to the pump 52 so as to achieve the target rotation number.

  For example, if it is necessary to drive the ISG 32 in addition to the engine 30, not only the engine 30 but also the temperature control of the inverter of the ISG 32 will be required. In this case, the authority as the management entity is transferred from the control block 72 in the EMS 22 to the control block 62 in the PTC 14. The PTC 14 has a control block 60 that calculates an engine torque, and a control block 62 that performs heat management in an integrated manner. However, also for the PTC 14, not all control blocks are shown in FIG.

  When the management entity is transferred to the control block 62 in the PTC 14, the control block 62 becomes the management control block 48 and executes the process of receiving the sensor signal from the water temperature sensor 54 and the process of outputting the control signal to the pump 52. . Furthermore, the control block 62 controls the flow path switching valve 56 to adjust the flow rate of the cooling water flowing toward the engine 30 and the flow rate of the cooling water flowing toward the inverter of the ISG 32. This makes it possible to properly implement temperature control of the engine 30 and the inverter of the ISG 32.

  Next, a second case will be described based on FIG. In the second case, an example in which the management subject of the temperature sensor 80 for detecting the temperature of the ISG 32 is shifted from the control block belonging to the PTC 14 to the control block belonging to the MGC 16 is shown.

  It may be useful to consider the temperature of the ISG 32 when the PTC 14 allocates target drive torque to the engine 30 and the ISG 32 to determine the target engine torque and the target motor torque. This is because, depending on the temperature of the ISG 32, it may be necessary to limit the maximum torque that the ISG 32 can generate. Therefore, normally, the control block in the PTC 14 becomes the management control block 82 as a management subject of the temperature sensor 80.

  Here, when the driver operates the brake pedal to decelerate the vehicle, the braking torque by the mechanical brake device and the braking torque by the regenerative brake by the ISG 32 meet the braking torque requested by the driver. A need arises to coordinate and precisely control the device and the ISG 32.

  In this case, the PTC 14 instructs the MGC 16 on the braking torque by the regenerative brake, and the MGC 16 determines the regenerative electric energy of the ISG 32 so as to be the instructed braking torque. However, when the temperature of the ISG 32 (temperature of the inverter) changes, the on-resistance of the elements constituting the inverter changes, and there is a possibility that the amount of regenerated electric power may change accordingly.

  Therefore, as shown in FIG. 4, at the time of cooperative control between the regenerative brake and the mechanical brake, the management subject of the temperature sensor 80 for detecting the temperature of the ISG 32 is shifted to the control block in the MGC 16. Thus, reception processing of the sensor signal from the temperature sensor 80 is executed in the MGC 16, and therefore, the MGC 16 is not affected by delay when received by another control block or rounding processing at reception processing of the sensor signal. The control block within can accurately detect the temperature of ISG 32. Then, based on the detected temperature, by determining the amount of regenerative power corresponding to the instructed braking torque, the braking torque by the regenerative brake can be accurately matched with the instructed braking torque.

  As in the second case, normally, the control block in the upper logical block has the authority as the managing entity, but the authority is transferred to the control block in the lower logical block as necessary. Sometimes.

  Next, a third case will be described based on FIG. In the third case, an example in which the ISG 32 is equipped and the authority as the management entity is shifted between the control block in the EMS 22 and the control block in the MGC 16 is shown.

  The ISG 32 is connected to the crank pulley of the engine 30 via a belt. The ISG 32 exerts a starter function for starting the stopped engine 30, a motor function for assisting the drive torque generated by the engine 30 at the time of acceleration, and a generator function for generating electric power at the time of deceleration.

  In the present embodiment, when the ISG 32 exerts a starter function and starts the stopped engine 30, the control block in the EMS 22 that grasps the operating state of the engine 30 becomes the control entity of the ISG 32. That is, the EMS 22 controls the drive of the ISG 32 while constantly monitoring the operating state of the engine 30 when the engine 30 is started. This makes it possible to control the drive of the ISG 32 so that the engine 30 starts quickly and reliably.

  When the ISG 32 exerts a motor function to assist the engine 30 and when a generator function is exhibited to generate power, a control block in the MGC 16 responsible for the motor generator adjustment function becomes a control entity of the ISG 32. Thereby, the adjustment of the assist force by the ISG 32 and the control of the regenerative electric energy can be appropriately executed.

  However, as shown in FIG. 5, EMS 22 and MGC 16 are not directly connected. Therefore, when the management control block 38 is shifted between the control block in the EMS 22 and the control block in the MGC 16, for example, the EMS 22 and the MGC 16 communicate with each other via the PTC 14 and the management control block between them. It is conceivable to migrate 38. In fact, it is possible to migrate the management control block 38 in this way. However, through the PTC 14, a communication delay or the like occurs, and even if it is temporary, the management entity of the ISG 32 may be absent.

  Therefore, in the present embodiment, when the management control block 38 is migrated between different logical blocks, the management control block 38 is migrated along the connection relationship between the logical blocks. Information can be smoothly exchanged between the connected logical blocks, and the transition process of the management control block 38 can be performed without delay and reliably.

  Furthermore, as in the third case described above, at least the logical block to which the migration source management control block 38 belongs and the logical block to which the migration destination management control block 38 belongs in the connection relationship between the logical blocks When one independent logic block intervenes, when migrating the management control block 38, the control block in the intervening logic block is temporarily set as the management control block 38. This makes it possible to prevent the occurrence of a situation in which the equipment management entity is absent, temporarily even at the time of transition of the management control block 38.

  In the example of the third case described above, when transferring the authority to be the management entity (that is, the role as the management control block 38) between the control block in the EMS 22 and the control block in the MGC 16. Temporarily make a control block in the PTC 14 interposed between the EMS 22 and the MGC 16 a management control block 38. More specifically, for example, when transferring the role as the management control block 38 from the control block in the EMS 22 to the control block in the MGC 16, the management control block 38 controls the control block in the EMS 22 → control in the PTC 14. The block transitions to the control block in the MGC 16 in order.

  However, when transferring the management control block 38 in order, if the logical block to which the control block to be the management control block 38 belongs is stopped or an error has occurred, and it is not operating normally. The process of migrating the management control block 38 is interrupted. In this case, the role as the management control block 38 is returned to the management control block 38 of the migration source. As a result, even when the logical block present in the transition path of the management control block 38 is not operating normally, it is possible to prevent the occurrence of a situation in which the equipment management entity is absent. The transition process of the management control block 38 including such state determination of the logical block will be described in detail later based on a flowchart.

  Next, a fourth case will be described based on FIG. In the fourth case, the flow path switching valve 56 provided in the cooling water circulation path is equipped, and an example is shown in which the authority as the management entity is transferred from the control block in the PTC 14 to the control block in the THC 18 .

  As described above, when the temperature control target is the inverter of the engine 30 and the ISG 32, the control block in the PTC 14 that can grasp both the operating state of the engine 30 and the operating state of the inverter of the ISG 32 is the flow path switching valve. It becomes the management control block 58 of 56. However, if heating of the passenger compartment of the vehicle occurs and heating of the vehicle compartment is performed using energy obtained from the coolant, the control block in the THC 18 controls the flow control valve 56 and the control control block 58. Become.

  Here, in the case of the fourth case shown in FIG. 6, in the case of shifting the role as the management control block 58 from the control block in the PTC 14 to the control block in the THC 18, two routes exist. The first route is through a route of PTC14 → MGC16 → THC18, and the second route is through a route of PTC14 → MGC16 → ELC20 → THC18.

  As described above, when there are a plurality of routes from the logical block to which the migration source management control block 58 belongs to the logical block to which the migration destination management control block 58 belongs in the connection relationship between the logical blocks, the management control is performed first. One route is selected to transition the role as block 58.

  In this route selection, safety constraints are evaluated relative to a plurality of routes, taking into consideration at least the presence or absence of power supply system differences of each logical block, and the presence or absence of physical communication lines between each logical block. Routes with few security restrictions are selected.

  For example, the degree of the noise countermeasure in which the power level is different from that of the other logic blocks included in one route, for example, the logic blocks included in one route are mounted on different electronic control devices. If there are differences in the power supply system, such as when operating power is supplied from separate power supplies that differ, it is determined that there are many safety restrictions. Conversely, if the power supplies of each logic block included in one route are at the same power supply level or share the same power supply device, and there are few differences in power supply systems, it is determined that there are few safety restrictions. Do.

  Further, for example, when the logical blocks are connected via the communication line, it is determined that there are many safety restrictions in exchanging information between the logical blocks because they are limited by the communication protocol. Conversely, when two connected logic blocks are implemented in the same electronic control device and communication via information communication lines is not necessary for exchanging information, it is determined that there are few safety restrictions. .

  From such a point of view, an evaluation value that comprehensively indicates the number and the degree of security restrictions of each route is calculated. Then, the route having the evaluation value with the least safety constraint is selected as the route for migrating the management control block 58. If the security constraints of a plurality of routes are evaluated to be equal, a shorter route with a smaller number of logical blocks to be routed is selected.

  Also in the case of the fourth case shown in FIG. 6, the number of safety constraints between the first route and the second route is evaluated, and the number of security constraints is evaluated. The route with the least is selected. However, in fact, in the fourth case shown in FIG. 6, it is considered that the two routes have many overlapping parts and the safety constraints are often equal. In this case, the first route of PTC14 → MGC16 → THC18 is selected according to the length of the route.

  Next, the change process of the management control block will be described in detail with reference to the flowcharts of FIGS.

  In the processes shown in the flowcharts of FIGS. 7 to 9, the logical control block to which the migration source management control block belongs to the logical block to which the final migration destination management control block belongs is implemented in the same electronic control device. If there is, it can be executed by any of the migration source management control block, the migration destination management control block, and a control block separate from the migration source and migration destination management control blocks. If implemented in the same electronic control device, any control block can obtain and judge information necessary for changing the control block, such as whether the transfer of the control block is possible. It is because. Further, in this case, the management control block of the migration source and the management control block of the migration destination may cooperate to execute the management control block change processing.

  However, the logical block to which the management control block of the migration source belongs and the logical block to which the management control block of the final migration destination belongs are mounted on different electronic control devices, and management control blocks are implemented between the different electronic control devices. In the case of transition, the process shown in the flowcharts of FIGS. 7 to 9 is that the control block of the electronic control unit of the transition source and the control block of the electronic control unit of the transition destination communicate with each other while communicating with each other. It needs to work and run.

  The flowchart of FIG. 7 shows a main routine of management control block change processing. In step S100 of the flowchart of FIG. 7, it is determined whether the control purpose has been changed. If the control purpose is not changed, there is no need to change the management control block, so the main routine shown in the flowchart of FIG. 7 is ended. On the other hand, if it is determined that the control purpose has been changed, the process proceeds to step S110.

  In step S110, the control block to which the management control block is to be transferred is specified along with the change of the control purpose. A management control block corresponding to each control purpose is predetermined, and its correspondence is stored as a map in each electronic control unit. The control block responsible for management control block change processing can specify which control block will be the management control block by referring to the map.

  In this case, it is also assumed that the map corresponds to a plurality of control purposes at the same time, and the master-slave relationship of the control purpose may be defined. For example, the control currently being processed may be mainly performed, and the control corresponding to the control purpose requested later may be subordinated, and the subordinate control may be executed in such a manner that the control currently being processed is corrected. As a result, control corresponding to a plurality of control purposes can be executed by the management control block that is processing the main control.

  For example, a clutch may be provided between the engine 30 and a portion where the ISG 32 is connected to the rotational shaft of the engine 30, and the ISG 32 can rotate the rotational shaft of the engine 30 independently of the engine 30, When the torque required for traveling is small, it is conceivable that only the ISG 32 generates assist torque while the engine 30 is stopped. In this case, the control block in the MGC 16 becomes a management control block to control the torque generated by the ISG 32. From such a state, when the torque required for traveling of the vehicle increases and it becomes necessary to start the engine 30, the ISG 32 has two control purposes of assist torque generation and engine start. In this case, the control for generating the assist torque that is currently being performed is mainly performed, and the control for starting the engine is controlled. Then, the management control block corrects the control content of the ISG 32 so that the torque for starting the engine 30 is also generated in addition to the generation of the assist torque while the control block in the MGC 16 remains.

  Then, in step S110, it is determined whether the migration source management control block and the final migration destination management control block belong to the same logical block.

  If the migration source management control block and the final migration destination management control block belong to the same logical block, migrate the management control block without considering any safety restrictions etc. Is possible. Therefore, if it is determined in step S110 that the block belongs to the same logical block, the process proceeds to step S150 to change the management control block.

  On the other hand, when the migration source management control block and the final migration destination management control block do not belong to the same logical block, the selection of a route to which the management control block is migrated, the migration destination logical block ( It is necessary to confirm the state of the control block). Therefore, if it is determined in step S110 that the block does not belong to the same logical block, the process proceeds to step S120.

  In step S120, a migration route selection process for migrating the management control block is executed. The details of this transition route selection processing are shown in the flowchart of FIG. The migration route selection processing will be described below with reference to the flowchart of FIG.

  In step S200 of the flowchart of FIG. 8, first, the management control block of the migration source and the management control block of the final migration destination are identified. In the subsequent step S210, a candidate route for causing the migration source management control block to migrate to the final migration destination management control block is calculated. As described above, in this embodiment, when the management control block is migrated between different logical blocks, the management control block is migrated along the connection relationship between the logic blocks. Therefore, when calculating the candidate route, the connection relationship between the logical blocks is considered, and the candidate route is calculated so as to follow the connected logical block. Further, when there are a plurality of routes that reach the logical block to which the final management control block to which the migration destination belongs, from the logical block to which the management control block of the migration source belongs, the plurality of routes are calculated as candidate routes.

  Then, in step S220, it is determined whether or not a plurality of routes have been calculated as candidate routes. At this time, if it is determined that a plurality of routes are not calculated, the process proceeds to step S270, and the calculated only candidate route is selected as a migration route for migrating the management control block. On the other hand, if it is determined that a plurality of routes have been calculated as candidate routes, the process proceeds to step S230.

  In step S230, evaluation values regarding the above-described safety constraints are calculated for each of the plurality of candidate routes. Then, in step S240, based on the evaluation values of the calculated candidate routes, it is determined whether the evaluation values of the candidate routes are equal, that is, whether the safety constraints of the candidate routes are different. . At this time, if it is determined that the evaluation values are equal, it can be considered that there is no difference in the safety constraints for each candidate route, so the process proceeds to step S260 and the number of logical blocks passed is small. Select shorter candidate routes as migration routes. On the other hand, when it is determined in step S240 that the evaluation values of the candidate routes are not equal, the process proceeds to step S250, and a candidate route with less safety restrictions is selected as a migration route.

  Again, returning to the flowchart of FIG. 7, the description will be continued. In the process of step S120, when the migration route is selected, next, in step S130, a migration determination process of determining whether or not migration is possible is performed. The details of the transition determination process are shown in the flowchart of FIG. The migration determination processing will be described below with reference to the flowchart of FIG.

  In step S300 of the flowchart of FIG. 9, first, it is determined whether the management control block of the migration destination is operating normally. For example, when the management control block of the transition destination is in sleep, power supply is stopped, or some operation abnormality occurs, it is determined that the operation is not normally performed. Since the sleep and the stop of the power supply are executed in logical block units, the operation state of the logical block to which the management control block of the transfer destination belongs is actually confirmed. In addition, the “management control block of transition destination” in step S300 includes not only the final management control block but all management control blocks to be reached until the final management control block is reached.

  If it is determined in step S300 that the management control block of the migration destination is not operating normally, the process proceeds to step S340, and the migration prohibition state is set. On the other hand, when it is determined that the management control block of the migration destination is operating normally, the process proceeds to step S310.

  In step S310, it is determined whether or not the control before the change of the control purpose (the current control) has ended in accordance with the change of the control purpose. When the control purpose is changed, the control content also changes, and a new control will be started. For that purpose, the control before the control purpose change needs to be ended. Therefore, in step S310, it is confirmed whether or not the current control is ended. If it is determined that the current control is not ended yet, the process proceeds to step S320, and the logical block executing the control is executed. , Command to stop the current control. Thereafter, the process returns to the process of step S300. On the other hand, when it is determined in step S310 that the current control is ended, the process proceeds to step S330, and the transition permission state is set.

  Again, returning to the flowchart of FIG. 7, the description will be continued. When the transition determination process in step S130 is completed, it is then determined in step S140 whether or not the determination result in step S130 is the transition permission state. At this time, if it is determined that the migration is permitted, the process proceeds to the process of step S150, and the migration process for changing the management control block is started. On the other hand, if it is determined in step S140 that the migration is not permitted, that is, it is determined that migration is inhibited, the process proceeds to step S160, the migration process of the management control block is not performed, and the management control block remains unchanged.

  It is preferable to continuously determine whether or not the management control block of the transfer destination is operating normally even after the start of the transfer process of the management control block. Then, before the role as the management entity reaches the final management control block of the transition destination, it is assumed that any management control block does not operate normally until the management control block of the final transition destination is reached. If determined, the management control block is preferably returned to the original management control block before the start of the migration process. When the management control block is returned to the original management control block, the management control block is migrated so that the intervening logic blocks are sequentially traced along the connection relationship of the logic blocks, as described above. In this way, at least the state where the original control can be continued can be restored.

  Although the preferred embodiments of the present invention have been described above, the present invention can be variously modified and practiced without departing from the spirit of the present invention without being limited to the above-described embodiments. .

  For example, a logic block having a control block to which the role as a management control block of a certain equipment is transferred is designed to satisfy the same safety requirement level according to the functional safety standard for vehicles (for example, the standard of ISO26262) Is preferred.

  In addition, ISO26262 was enacted to secure safety when electronically controlling a vehicle, and it is dangerous for each system from the dangerous event (hazard) when the function of the electronically controlled system breaks down. According to three parameters of level, frequency of occurrence, and controllability (degree of difficulty of avoidance), ranking is performed using an indicator called ASIL (Automotive Safety Integrity Level). In ASIL, five ranks of QM (Quality Management), A, B, C, and D are defined in ascending order of risk.

  Furthermore, it is preferable that logical blocks existing on the route when transitioning from the migration source management control block to the final migration destination management control block be designed to satisfy the same security requirement level. In this way, even if the equipment management entity is changed in accordance with the change in control purpose, it is possible to maintain the state satisfying the same safety standard.

  In the first to fourth cases described above, reception processing of the sensor signal, calculation of the control target value of the actuator and output processing of the control signal according to the control target value, abnormality determination processing, and fail safe according to the abnormality determination result An example has been described in which a management control block having a role such as processing is changed from one control block to another while maintaining all roles. However, the roles of the management control block may be divided, and only some of the divided roles may be transferred to another control block.

  Hereinafter, specific cases will be described with reference to FIG. FIG. 10 shows an example in which the rotation sensor 84 for detecting the rotation of the engine 30 is equipped, and a part of the role of the management control block is shifted from the control block in the EMS 22 to the control block in the upper PTC 14 ing.

  The rotation sensor 84 is, for example, a crank angle sensor that outputs a rotation detection signal in accordance with the rotation angle of the crankshaft of the engine 30. For example, the rotation sensor 84 is configured to output a pulse signal as a rotation detection signal each time the crankshaft of the engine 30 rotates by 10 ° CA. Therefore, based on the rotation detection signal output from the rotation sensor 84, it is possible to calculate the rotation angle and the rotation speed of the engine 30, which are very important information in controlling the operating state of the engine 30. Therefore, in general, the control block in the ESM 22 that controls the operating state of the engine 30 is the management control block 86, and in addition to the process of receiving the rotation detection signal of the rotation sensor 84, abnormality determination processing and failsafe processing when an abnormality occurs. Etc.

  When the control block in the EMS 22 receives the rotation detection signal of the rotation sensor 84, for example, interrupt processing is started by a pulse signal as the rotation detection signal. In the interrupt processing, the input pulse signal is counted, and the rotation angle of the engine 30 is calculated from the counted number. Furthermore, the rotational speed of the engine 30 is calculated from the interval with the pulse signal input in the past. The calculation processing of the rotation angle and the rotation speed of the engine 30 by such interrupt processing requires relatively high calculation ability. Therefore, the EMS 22 is mounted on an electronic control unit having a capability of enabling such arithmetic processing by an interrupt, and is connected to the rotation sensor 84 by a dedicated communication line.

  On the other hand, when the engine 30 and the ISG 32 are simultaneously driven, the PTC 14 needs to coordinately control the generated torque of the engine 30 and the generated torque of the ISG 32 in order to realize a target driving torque as a vehicle. That is, it is necessary to match the fluctuations of the torque generated by each according to the state of the engine 30 and the ISG 32 which change from moment to moment. A rotation detection signal from the rotation sensor 84 can be used as a trigger for performing this coordinated control. Therefore, in the case shown in FIG. 10, when the PTC 14 executes coordinated control of the engine 30 and the ISG 32, part of the role of the management control block of the rotation sensor 84 is transferred to the control block in the PTC 14.

  Hereinafter, the role left to the control block in EMS22 and the role transferred to the control block in PTC14 are demonstrated.

  As described above, the rotation sensor 84 and the EMS 22 are connected by a dedicated communication line, and it is necessary for the control block in the EMS 22 to continuously receive the rotation detection signal from the rotation sensor 84.

  Therefore, in the case shown in FIG. 10, the role of the management control block is performed by the receiving unit 86a performing reception processing of the rotation detection signal from the rotation sensor 84, and a management unit performing abnormality determination processing other than reception processing and failsafe processing. Divided into 86b. And the role as the receiving part 86a transfers only the role of the management part 86b to the control block in PTC14, leaving it to the control block in original EMS22.

  By doing this, the physical constraints as described above, i.e. the sensor is connected only to certain logical blocks and / or receive signals from the sensor and process the received signals Even when the configuration for the specific logical block is prepared, it is possible to transfer part of the management control block 86 to another control block in response to a change in control purpose.

  When the role of the management control block is divided into the receiving unit 86a and the managing unit 86b, the receiving unit 86a and the managing unit 86b need to cooperate closely. Therefore, the reception of the rotation detection signal in the reception unit 86a and the calculated rotation angle and rotation speed of the engine 30 are sequentially transmitted to the management unit 86b. Conversely, when the failsafe process is performed based on the result of the abnormality determination in the management unit 86b and the result of the abnormality determination, the management unit 86b transmits the information to the reception unit 86a.

  Although the case mentioned above relates to a sensor, if the equipment is an actuator, the management control block can be divided in the same way. For example, when an actuator is connected to a specific logic block by a dedicated communication line, the control block in the specific logic block is left with only an output unit that performs output processing of control signals to the actuator. The control unit in the logic block of (1) can transfer the control target value calculation processing, the abnormality determination processing, the fail safe processing, and the like.

  For example, as in the third case described above, when the ISG 32 is equipped and the ISG 32 is connected to the MGC 16 with a dedicated communication line, the control block in the EMS 22 for starting the engine 30 When making the control subject, move only the management unit to the control block in the EMS 22. In this case, the control block in the EMS 22 determines the control target value of the ISG 32 for starting the engine 30. The control target value is given to a control block as an output unit in the MGC 16, and the control block outputs a control signal according to the control target value to the ISG 32.

  On the other hand, when the ISG 32 performs a motor function to assist the engine 30 or generates a generator function to generate power, the control block in the MGC 16 plays a role as a management unit and an output unit. In this case, for example, the ISG 32 and the engine 30 are connected via a clutch, the ISG 32 is rotatable independently of the engine 30, and the vehicle travels on a gentle down slope. When the PTC 14 determines that only the assist torque of the ISG 32 is sufficient to maintain the desired vehicle speed based on the driving operation, the PTC 14 instructs the EMS 22 to stop the engine 30, and the MGC 16 to the ISG 32. It is conceivable to indicate the assist torque to be generated. In response to this instruction, the control block in the MGC 16 determines a control target value and outputs a control signal to the ISG 32. In this state, for example, when the driver instructs to raise the vehicle speed, the PTC 14 instructs the EMS 22 to start the engine, and the MGC 16 generates ISG 32 for the amount of torque for engine start. Instruct to increase torque. Then, the control block in the MGC 16 determines a new control target value, and outputs a control signal corresponding to the new control target value to the ISG 32.

  In this way, even if the actuator as the equipment is not configured to be able to communicate with the plurality of control blocks that can be the management control block, the appropriate control block is substantially managed according to the change of the control purpose. It becomes possible to make it a control block.

  Therefore, for example, if functions of management of equipment related to engine start (injection, ignition device, electronic throttle, ISG 32) are integrated into a control block, it is easy to operate those equipment in a coordinated manner. It can be done. Furthermore, even when an abnormality occurs and the engine is stopped, the operation of each equipment can be easily matched (for example, injection stops fuel injection, the electronic throttle is fully closed, and the igniter ignites) Cut, ISG is a regenerative operation to urge the engine to stop.

10 control system 12-26 control block 30 engine 32 ISG
34 battery 36 heat pump

Claims (16)

A control system (10) for an in-vehicle device (30-36) having at least one equipment (32, 50, 80) used for a plurality of different control purposes,
The control system is divided in advance into a plurality of logical blocks (12 to 26), and is configured by defining a connection relationship between the plurality of logical blocks, and the plurality of logical blocks are connected between the logical blocks. The vehicle-mounted device is controlled by operating in cooperation according to the relationship,
Each of the plurality of logic blocks has at least one control block,
According to the control purpose, a control block serving as a management entity responsible for controlling the equipment is predetermined as a management control block,
Change determination means (S100) for determining the presence or absence of a change in the control purpose;
Management control block change in which the management control block is changed based on the correspondence between the control purpose and the management control block, which has been determined in advance, in response to the change determination unit determining that the control purpose is changed Means (S150) ,
The equipment includes an actuator for operating the in-vehicle device;
The management control block responsible for controlling the actuator determines a control target value of the actuator, and provides a control signal corresponding to the control target value directly to the actuator without passing through another control block. control system is.   The control system according to claim 1, wherein the management control block is also responsible for determining an abnormality of the equipment and performing a failsafe process when an abnormality occurs. A control block that has become a management control block under a control purpose defines a control target value for achieving the control purpose, and when performing control on the actuator, another control purpose is also achieved. When it is necessary to correspond at the same time, a control block that has become a management control block under a control purpose corrects the control target value so that the other control purpose can be achieved simultaneously, and the corrected control in accordance with the target value, the control system according to claim 1 or 2 for controlling the actuator. The equipment includes a sensor for detecting a predetermined physical quantity,
The control system according to any one of claims 1 to 3, wherein the management control block responsible for controlling the sensor executes reception processing of a detection signal detected by the sensor. The role of the management control block is divided into a management unit that executes abnormality determination of the sensor and a fail-safe process when an abnormality occurs, and a reception unit that performs reception processing of a sensor signal from the sensor, and The control system according to claim 4 , wherein a management control block playing a role is fixed to a specific control block, and a management control block playing a role as the management unit is changed according to a change of the control purpose. Furthermore, when transferring the authority as a management entity from the management control block corresponding to the control purpose before change to the management control block corresponding to the control purpose after change, the control block of the transfer destination is: State determination means (S130) for determining whether or not the authority as the manager can be transferred.
The management control block change means, when it is determined that the transition ready been made by the state determining means, according to any one of claims 1 to 5, characterized in that to change the management control block Control system. 7. The control system according to claim 6 , wherein the state determination means determines whether or not the state is a transitionable state based on whether the control block of the transition destination is operating normally. 7. The control system according to claim 6 , wherein said state determination means determines whether or not a transition is possible based on whether or not the control for the control purpose before the change is ended. When the management control block changing means needs to shift the management control block between different logical blocks in order to change the management control block, the management control may be performed along the connection relationship between the logic blocks. control system according to any one of claims 1 to 8 configured to shift the block. In the connection relation between the logical blocks, between the logical block to which the management control block corresponding to the control object before change belongs and the logical block to which the management control block corresponding to the control object after change belongs In the case where at least one independent logical block intervenes, the management control block changing unit temporarily controls the control block in the intervening logic block with the management control block when migrating the management control block. The control system according to claim 9 , preventing occurrence of a situation in which the management entity of the equipment is absent at the time of transition of the management control block. A plurality of logical blocks from the logical block to which the management control block corresponding to the control object before change belongs to the logical block to which the management control block corresponding to the control object after change belongs in the connection relation between the logical blocks; A route selecting means (S120) for selecting one route when there is a route of
The control system according to claim 9 or 10 , wherein the management control block changing means is configured to change the management control block by migrating the management control block according to the route selected by the route selecting means. . The route selection means evaluates safety constraints in consideration of at least the presence or absence of a power supply system difference of each logical block and the presence or absence of a physical communication line between each logical block with respect to the plurality of routes. The control system according to claim 11 , wherein the control system is configured to select a route that is less subject to security restrictions. The control system according to claim 12 , wherein the route selection means is configured to select a shorter route when the security constraints of the plurality of routes are evaluated to be equal. The logical block to which the management control block corresponding to the control object before change belongs and the logical block to which the management control block corresponding to the control object after change belongs have the same safety requirement level according to the functional safety standard The logic block according to any one of claims 11 to 13 , which is designed to satisfy the following condition, and the logic block existing on the route selected by the route selection means is also designed to satisfy the same security requirement level. Control system described. The logical block to which the management control block corresponding to the control purpose before change belongs to the logic block to which the management control block corresponding to the control purpose after change belongs are implemented in the same electronic control device In this case, any one of the management control block corresponding to the control purpose before change, the management control block corresponding to the control purpose after change, and a control block separate from those management control blocks is control system according to any one of claims 1 to 14 configured to perform a process for changing the management control block. The logic block to which the management control block corresponding to the control purpose before change belongs and the logic block to which the management control block corresponding to the control purpose after change belongs are mounted on different electronic control devices, and When transferring the management control block between different electronic control devices, any control block in the transfer source electronic control device and any control block in the transfer destination electronic control device communicate with each other while communicating with each other. work, the control system according to any one of claims 1 to 14 configured to perform a process for changing the management control block.

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