Vehicle control apparatus having multiple ecus loaded with respective control programs

IS 2 256 103 T3

DESCRIPTION

Vehicle control device with multiple ECUs loaded with respective control programs.

This invention refers to an apparatus for the control of a vehicle, which is capable of reusing control programs and reducing the delay due to treatment times in distributed treatments.

The vehicle control apparatuses control a vehicle by executing a programmed calculation treatment based on the information about the vehicle from sensors, and output actuation information to the actuators according to the results of the calculation treatment. This vehicle control is carried out by executing control programs for said vehicle. These control programs have been devised so that the application programs can be reused.

In one proposition, an ECU (Electronic Control Unit) is loaded with a program that is split, as shown in fig. 7, in an application layer 610, an interface layer 620, and a hardware layer 700. Each layer is a program unit. The application layer 610 is formed by treatment programs for the execution of the calculation treatment. The physical equipment layer 700 has a virtual sensor part 630 constituted by processing programs to acquire information from the vehicle detected by the sensors, a virtual actuator part 640 constituted by treatment programs to output the actuation information to the actuators, and a communication actuator 650 which is a processing program for executing communication with other ECUs. By separating the physical equipment layer 700 (treatment programs depending on the physical equipment) that could change with the vehicle type, grade, or the like, of the application layer 610, it can be used as is, and the Application programs can be reused, even if the hardware is changed.

In practice, multiple ECUs (eg AECU and B-ECU) are connected by a communication line 500 as shown in fig. 8, for distributed treatment. In fig. 8 it is assumed that an actuator driven by the virtual actuator part 640a of the A-ECU is controlled with calculation results from the application layer 610b of the B-ECU.

At this time, since the B-ECU interface layer 620b governs the processing program locations that are the output destination of the drive information, the B-ECU application layer 610b does not need the processing information. where is the treatment program to which the drive information is to be output. That is, freedom of position or transparency is provided by interface layer 620b.

Specifically, the interface layer 620b determines a specified output destination from the application layer 610b of the B-ECU, and through the communication actuator 650b sends the actuation information to the A-ECU. That is, the actuation information is transferred in the order of: communication actuator 6501) from B-ECU communication line 500 communication actuator 650a from A-ECU interface layer 620a from A-ECU virtual actuator part 640a from A -ECU. Therefore, in the application layer 610b of B-ECU, although the treatment program for the actuation of the hardware, which is the subject of control, exists as a treatment program in a different ECU, there is no need for it to be considered. Consequently, distributed processing among multiple ECUs can be easily performed. It should be noted here that the phrase "the application ..." means that by means of a CPU of the ECU, in the execution of a treatment program constructed as an application layer a function of the application layer is displayed. However, and for brevity, expressions that are subject to the treatment program will be used appropriately.

When the construction of the above program is employed in the control of an engine, a transmission, and the like, a relatively high real-time operation is required. However, there may be cases in which the distributed processing cannot be performed. For example, in fig. 8 there is a possibility that actuation information from the application layer 610b of the B-ECU is not transferred to the virtual actuator part 640a of the A-ECU in real time. Here an injection system is assumed in which an injector is actuated by the virtual actuator part 640a of A-ECU, and that the injector is controlled by the application layer 610b of the B-ECU. In this case, it is necessary that an injection command from the application layer 610b of the B-ECU be sent to the virtual actuator part 640a of the A-ECU in real time. However, when the communication line 500 is being used for other communication, the transfer of the actuation information is delayed.

This will also occur in the input of information from a vehicle from various sensors. The vehicle information acquired by the virtual sensor wall 630 shown in FIG. 7, is sampled and averaged by application layer 610 at intervals of, for example, 1 ms. However, if a distributed processing is attempted, because the communication processing is carried out through the communication line 500, the B-ECU application layer 610b cannot sample the vehicle information acquired by the party. AECU 630a virtual sensor in 1 ms intervals.

Document EP 0 513 701 describes a network that has a plurality of nodes that receive data through the network or sensors, process the received data according to predetermined routines, act on actuators and / or send output data to through the network, in which procedure a multiplicity of operations and control routines defined in a network protocol are executed and which ensure the communication sequence, the data is processed in the form of variables that contain the data corresponding to a function and characterize the relevant function and the data that initialize the communication sequence and process the sequences that control the corresponding control routines. It is possible to work exclusively with variables at the application level, and allow said communication to proceed in the manner defined by the types of variables.

Document EP 0 514 962 describes a variable effort power steering unit under the control of a microcomputer. The steering unit is capable of changing steering force in response to a control current. The current of

ES 2 256 103 T3 control is developed as a function of the average speed of the vehicle. In the event of vehicle deceleration, a long averaged time is used to prevent rapid changes in steering effort during braking. In the case of acceleration of the vehicle, a short averaged time is used for a rapid response of the steering effort with increasing speed.

The present invention has for its object to make possible a distributed treatment even in the case of a control that requires a relatively high real-time operation, while ensuring the reuse of application programs that constitute the control program of the vehicle.

This object is achieved by a vehicle control apparatus according to claim 1. Further advantageous developments are set forth in the dependent claims.

In accordance with one aspect of the present invention, a vehicle control apparatus has multiple control units that are loaded with the vehicle control programs in a distributed fashion. The vehicle control program in each control unit includes an application layer for executing the calculation processing, and a sensor / actuator layer for executing the vehicle information processing from the sensors and the actuation information for the actuators.

The vehicle control program further includes an interface layer to acquire and send to another control unit the drive information from the application layer, and to also acquire the drive information sent from the other control unit. It also includes an information control layer to output the actuation information acquired by the interface layer to the sensor / actuator layer at any suitable time. Preferably, the application layer outputs the actuation information in fixed form, and the information control layer converts it to information directly processable by the sensor / actuator layer, and outputs said actuation information.

In accordance with another aspect of the present invention, the vehicle control program further includes an information control layer to acquire and output the vehicle information acquired by the sensor / actuator layer at any appropriate time. It also includes an interface layer to acquire and output to the application layer the vehicle information that leaves the information control layer, based on a request from the application layer, making a request for information from the vehicle to another control unit, which acquires and outputs to the application layer the vehicle information sent in relation to said request, and sending the vehicle information from the information control layer when making a request for vehicle information from another control unit. Preferably, the sensor / actuator layer outputs the vehicle information in a way that corresponds to the sensors, and the information control layer converts it to information directly processable by the application layer, and outputs the vehicle information. .

The foregoing, as well as other objects, features, and advantages of the present invention, will be more readily appreciated from the detailed description that follows, which is set forth with reference to the accompanying drawings. In these drawings:

- fig. 1 is a block diagram showing a construction of a vehicle control apparatus according to an embodiment of the present invention;

- fig. 2 is a block diagram showing a hardware construction of an ECU used in the embodiment;

- fig. 3 is a block diagram showing a program construction of the ECU in the embodiment;

- fig. 4 is a block diagram showing a condition of a drive information transfer between the ECUs in the embodiment;

- fig. 5 is a block diagram showing a vehicle information transfer between the ECUs in the embodiment;

- Figures 6A and 6B are schematic diagrams showing the transfer of actuation information between the ECUs in the case of actuation of an injector, and showing the transfer of vehicle information between the ECUs in the case of medium pressure detection in the intake pipe, respectively;

- fig. 7 is a block diagram showing a program construction of each ECU in a vehicle control apparatus according to a related art; Y

- fig. 8 is a block diagram showing a transfer of drive information between ECUs in a related art.

With reference to fig. 1, a vehicle control apparatus 1 has multiple Electronic Control Units (ECUs) 10, so that different parts of a vehicle are controlled by these multiple ECUs 10. Several sensors 30 are connected to each of the ECUs 10 that detect states of said vehicle as information 61, and several actuators 40 are also connected that actuate different parts of the vehicle in response to the actuation information from the ECUs 10. Said ECUs 10 form a network in the vehicle that has a protocol such as CAN to communicate with each other.

For example, if the ECU 10 is to carry out the control of an engine, the sensors 30 are to detect the running status of said engine. Sensors 30 include a rotary sensor to generate a pulse-shaped signal each time the engine crankshaft rotates a predetermined angle, a reference position sensor to generate a pulse-shaped signal each time the piston of a specific cylinder the engine reaches a predetermined position (for example, Top Dead Center, TDC), a coolant temperature sensor to detect the temperature of the engine's cooling water, a pressure sensor in the intake pipe to detect the pressure in said engine intake pipe, and an oxygen concentration sensor to measure said concentration in the exhaust emissions. The actuators 40 included are injectors (fuel injection devices), and engine mounted ignition devices.

As shown in fig. 2, each ECU 10 has an input circuit 21 for inputting the signals from the sensors 30 and performing the configuration.

ES 2 256 103 T3 waveform and A / C conversion, a microcomputer 11 to perform the various treatments for vehicle control on the basis of vehicle information from input circuit 21, an output circuit 22 for actuation of actuators 40 in accordance with actuation information from microcomputer 11, and a communication interface (1 / F) 23 to effect communication with other ECUs 10 via communication line 50. This line 50 connects the ECUs 10 to each other to form the vehicle network.

The microcomputer 11 has a Central Processing Unit (CPU) 11a for the execution of the programs, a ROM 11b to store the programs to be executed by the CPU 11a and the reference control data during the execution of said programs, a RAM 11c to temporarily store the calculation results obtained by the CPU 11a, and an input / output circuit (I / O) 11d for the exchange of signals with the input circuit 21, the output circuit 22, and the communication interface (I / F) 23. Microcomputer 11 also includes various registers, freewheel counters, and other circuitry (not shown).

The vehicle control programs loaded into the vehicle control apparatus 1 are kept distributed among the ROMs 11b of the microcomputers 11 of the ECUs 10. By means of the CPU 11a the program of the ROM 11b is executed, and each ECU 10 works as programmed to perform vehicle control, including engine control, ignition control, and the like.

In this embodiment, the program stored in ROM 11b of microcomputer 11 of each ECU 10 is defined to perform distributed processing in multiple ECUs 10 on a regular basis in engine control and transmission. The distributed processing includes the calculation processing based on the vehicle information from the sensors 30 connected to a certain ECU 10, and which is executed by a different ECU 10, and the output of the actuation information for the actuator 40 connected to a certain ECU 10, and that is effected by a different ECU 10.

This program of each ECU 10 is defined as shown in fig. 3. The program loaded in the ECUs 10 is of the object-oriented type, and consists of an application layer 61, an interface layer 62, a virtual sensor part 63, a virtual actuator part 64, a communications actuator 65 , an information conversion part 66, and an output control part 67. These parts of the program are made up of objects consisting of data and methods.

The application layer 61 is made up of multiple objects arranged in units of function. Said layer 61 executes the calculation processing based on the vehicle information acquired by the sensors 30, and outputs drive information to the actuators 40 according to the results of the calculation processing. This application layer 61 is an application program.

The virtual sensor part 63, the virtual actuator part 64, and the communication actuator 65, are programs that correspond to the physical equipment of the vehicle control apparatus 1, and correspond respectively to the sensors 30, the actuators 40, and the construction of the network connected by means of the communication line 50. The virtual sensor part 63 and the virtual actuator part 64 are constructed of objects arranged in component units, in correspondence with the sensors 30 and the actuators 40. For example, the virtual sensor part 63 is formed by a coolant temperature sensor object, which acquires a signal from a coolant temperature sensor; an intake tube pressure sensor object, which acquires a signal from the intake tube pressure sensor; and an oxygen concentration sensor object, which acquires a signal from the oxygen concentration sensor. The virtual actuator part 64 is formed of an ignition object, which outputs a signal to an igniter, and an injection object to output a signal to an injector. Virtual sensor part 63 and virtual actuator part 64 are thus defined to function as a sensor / actuator layer.

The application layer 61 performs the computational processing based on the vehicle information from the objects of the virtual sensor part 63, and outputs actuation information to the objects of the virtual actuator part 64. At this time, the application layer 61 can acquire vehicle information from the objects of the virtual sensor part 63 in another ECU 10 by the function of the communication actuator 65, and can output drive information to the objects of the virtual actuator part 64 in another ECU 10 by the function of the communication actuator 65. The interface layer 62 is provided for the application layer 61, to acquire vehicle information from an object of the virtual sensor part 63 in a desired ECU 10, and output actuation information to an object of the virtual actuator part. 64 into a desired ECU 10.

Interface layer 62 is also constructed of multiple objects arranged in units of function. This interface layer 62 manages the locations of the objects of the virtual sensor parts 63 and of the virtual actuator parts 64. The whereabouts of an object means information about where the ECU 10 is. Accordingly, the application layer 61 does not need to know the whereabouts of all objects, that is, by arranging the interface layer 62, transparency in position is achieved. Thanks to this, the application layer 61 with respect to the interface layer 62, simply specifies the input to a destination object, requests the input of information about the vehicle, simply specifies the output to the destination object, and requests the output. drive information.

More particularly, an object of the application layer 61 specifies an object of a virtual sensor part 30 or a virtual actuator part 64, and outputs a message to the object of the interface layer 62, but then makes a For simple explanation, the description will be made as "the application layer 61 specifies a virtual sensor part 63 or a virtual actuator part 64 and outputs a message to the interface layer 62", omitting the word object.

The construction of the program of this embodiment is characterized in that an input information conversion part 66 is interposed between the interface layer 62 and the virtual sensor part 63, and a

ES 2 256 103 T3 output control part 67 is interposed between the interface layer 62 and the virtual actuator part 64. The input information conversion part 66 is constructed with objects in component units corresponding to the objects of the sensor part virtual 63. The output control part 67 is also similarly constructed with objects in component units corresponding to the objects of the virtual actuator part 64.

The input information conversion portion 66 converts the input information into directly actionable information at the application layer 61, and outputs information about the vehicle from the virtual sensor portion 63. The term "directly actionable" means that the conversion of the information from the vehicle to adapt to the calculation treatment is not necessary.

For example, the application layer 61 performs calculation processing using information on opening / closing of the choke, whether it is fully closed, mid-position, or fully open. For this, a double input sensor 30 could be used, which has a fully closed and fully open contact type switch. Alternatively, a sensor could be used that detects the opening angle of the throttle linearly or in analogue mode. Depending on the difference between the sensors 30 of this kind, the information about the vehicle coming out of the virtual sensor part 63 is different. However, the input information conversion part 66 absorbs these differences and converts them into information, which can be processed directly in the application layer 61, that is, the information on opening / closing of the choke shows that it is fully closed, in intermediate position, or fully open.

Furthermore, for example, the application layer 61 of this embodiment performs calculation processing with the use of information about the starter motor rotation (not shown). For this, a sensor that directly detects a signal from the switch of a starter relay could be used as sensor 30. Alternatively, a sensor that detects a drop in battery voltage could be used.This is because it can be indirectly detected that the starter relay has turned the engine, even with the detection of a failure in the battery voltage. . Accordingly, when a drop in battery voltage is detected as vehicle information, the input information conversion part 66 generates crank turn information as vehicle information.

Furthermore, the output control part 67 converts the information to processable directly in the virtual actuator part 64, and outputs the acquired actuating information from the interface layer 62.

For example, the application layer 61 calculates the cooling capacity of a radiator fan linearly or in analog mode, as a value within a predetermined range. In this case it could be used as a radiator fan, a fan operated in the two on / off phases. A working fan could be used in multiple phases, such as strong, medium, and weak. Accordingly, the output control portion 67, to suit the radiator fan, makes the information directly actionable, and outputs the drive information.

The input conversion part 66 and the output conversion part 67 not only carry out the conversion processing of the vehicle information and the drive information, but also function as follows.

The input information conversion part 66 acquires information about the vehicle from the sensors 30, acquired by the virtual sensor part 63, in a timely manner and outputs it to the interface layer 62. The output control part 67 it acquires the actuation information transferred to the interface layer 62 and at a suitable moment outputs it to the virtual actuator part 64. Therefore, the input information conversion part 66 and the output control part 67 work as the information control layer.

This function of adjusting the input timing or the output timing of the input information conversion part 66 and the output control part 67 is described below with reference to the flow of the drive information and the information. vehicle. First, the transfer of drive information from the application layer 61 to the virtual drive part 64, and then the transfer of vehicle information from the virtual sensor part 63 to the application layer 61 will be explained.

X.- Transfer of drive information

X - 1) .- First, the application layer 61 outputs a message to the interface layer 82. This message includes a request for output of actuation information and information that specifies the virtual actuator part 64 which is the destination. output.

X-2) .- Then, the interface layer 62 determines in which ECU 10 the virtual actuator part 64 of the destination of the output exists.

X - 2) 1] .- Here, if the output destination is the virtual drive part 64 of the same ECU 10, the interface layer acquires the drive information as it is.

X - 2) 2] .- If the output destination is the virtual actuator part 64 in another ECU 10, the actuating information is transferred through the communication line 50 to the other ECU 10 by means of the communication actuator 65 Then, the interface layer 62 of the other ECU 10 acquires the actuation information.

This procedure is illustrated in fig. 4, which shows the programs loaded in two ECUs (A-ECU and B-ECU) 10a and 10b. It is assumed that the application layer 61b of the B-ECU 10b has specified the virtual actuator part 64a of the A-ECU 10a as a transfer destination, and has output the actuation information to the interface layer 62b. Programs that do not work in this case are shown with dashed lines.

The interface layer 62b of the B-ECU 10b transfers the actuation information to the A-ECU 10a through the communication actuator 65b. Then, the interface layer 62a of the A-ECU 10a acquires the actuation information through the communication actuator 65a.

X - 3) .- In the case of X - 2) 1], that is, when the interface layer 62 in the same ECU 10 acquires the drive information, the output control part 67 in the same ECU 10 extracts information

ES 2 256 103 T3 actuation in the interface layer 62, and at a suitable moment outputs it to the virtual actuator part 64. Then, the virtual actuator part 64 outputs that actuation information to an actuator 40.

In the case X-2) 2], that is, when the interface layer 62 in another ECU 10 acquires the actuation information, the output control part 67 in that other ECU 10 extracts the actuation information from the control layer. interface 62, and at a suitable moment outputs it to the virtual actuator part 64. Then, said stop 64 outputs that actuating information to an actuator 40. In fig. 4, the output control part 67a of the A-ECU 10a extracts and outputs at a suitable time to the virtual actuator part 64a the actuation information acquired by the interface layer 62a of the A-ECU 10a. Thus, in this case an actuator connected to the A-ECU 10a is actuated by the actuation information from the application layer 61b of the B-ECU 10b.

Y.- Transfer of vehicle information

Y -1) .- First, the application layer 61 outputs a message to the interface layer 62. This message includes a request for input of vehicle information and information that specifies an input destination virtual sensor part 63 .

Y - 2) .- Then, the interface layer 62 determines in which ECU 10 the input destination virtual sensor part 63 exists

Y - 2) 1] .- The input information conversion part 66 extracts at a suitable moment the vehicle information acquired by the virtual sensor part 63 and outputs it to the interface layer 62. Accordingly, if the input destination is the virtual sensor part 63 of the same ECU 10, the vehicle information outputted by the input information conversion part 66 is acquired as is, and is output to the application layer 61.

Y - 2) 2] .- If the input destination is the virtual sensor part 63 in another ECU 10, a request for vehicle information is made to the other ECU 10 through the communication line 50, by means of the actuator communication 65. This procedure is shown in fig. 5, in which the programs loaded in the A-ECU 10a and in the B-ECU 10b appear. It is assumed that the application layer 61b of the B-ECU 10b has specified the virtual sensor part 63a of the AECU 10a as an input destination, and makes a request to the interface layer 62b for vehicle information. Also here, programs that do not work in this case are shown with dashed lines.

The interface layer 62b of the B-ECU 10b makes a request for vehicle information to the A-ECU 10a through the communication actuator 65b. In the AECU 10a, the input information conversion part 66a acquires at an appropriate time and outputs to the interface layer 62a vehicle information from the sensor 10, acquired by the virtual sensor part 63a. With respect to the above request, the interface layer 62a transfers the vehicle information output from the input information conversion part 66a to the B-ECU 10b through the communication actuator 65a. Therefore, the interface layer 62b of the B-ECU 10b acquires this information from the vehicle through the communication actuator 65b and outputs it to the application layer.

61b. In this case, based on the vehicle information from a sensor 10 connected to the A-ECU 10a, the application layer 61b of the B-ECU 10b executes the calculation processing.

According to the vehicle control apparatus 1 of this embodiment, it is possible to perform distributed processing still in the engine and transmission control. This will be explained with a specific example.

For example, in fig. 4 it is assumed that a fuel injection quantity is calculated by the B-ECU 10b, and that an injector constituting the actuator 40 connected to the A-ECU 10a is controlled. In this case and as shown in fig. 6A, the calculation of the fuel injection amount is carried out by the application layer 61b of the BECU 10b, and the calculated injection amount that constitutes the actuation information is transferred to the interface layer 62a of the A-ECU 10a through communication line 50. Then, the output control part 67a of the A-ECU 10a extracts the injection amount transferred to the interface layer 62a, and outputs an injection command to the virtual actuator part 64a at the exit time of each cylinder. On this basis, the virtual actuator portion 64a outputs an injection pulse to the injector.

Accordingly, if the injection amount is transferred in advance in appropriate time from the application layer 61b of the B-ECU 10b to the interface layer 62a of the A-ECU 10a, after this and by the part 67a output control, the injection orders to the virtual actuator part 64a are carried out in a suitable time. That is, although there is a delay in the transfer of the calculated injection amount from the B-ECU 10b to the A-ECU 10a, the output time is optimized by the output control portion 67a of the A-ECU. 10a. For example, in a system in which the injection pulses must be output at times t1, t2, t3, ..., if this is done so that the amount of injection from the application layer 61b of the B-ECU 10b is acquired by the interface layer 62a of the AECU 10a before the respective time t1, t2, t3, ..., then the output control part 67a outputs the injection command at time t1, t2, t3, ..., in which it must be output.

However, it may be impossible for the injection amount to be transferred to the interface layer 62a of the A-ECU 10a in the appropriate time. Due to this, there are cases in which the application layer 61b of the B-ECU 10b can output only the information on the injection quantity that must be output at times t1, t2, t3, ..., just before the respective times t1, t2, t3, .... However, in this case, the output control part 67a of the A-ECU 10a can be made to carry out the injection commands based on the injection amount in a previous cycle, so that it is carried out in the time t2 of the injection command, which must be output at time t1, and at time t3 the injection command is carried out, which should be carried out at time t2. The most important aspect of injection control is the timing of the injection order. It may happen that the injection order is output at time t1 '(<t2) different from the time t1 at which it should have been output. It is fatal to the system if an injection order based on

ES 2 256 103 T3 in the injection amount that should have been output one cycle earlier. If the injection time is adequate, this is not a problem.

Therefore, with the construction of the program of this embodiment, even in engine and transmission control, which requires relatively high real-time operation, the output timing of the drive information can be made suitable, and a treatment distributed among multiple ECUs 10.

It is assumed in fig. 5 that the calculation processing is executed by the B-ECU 10b on the basis of the vehicle information from a pressure sensor in the intake pipe, which constitutes the sensor 30 connected to the A-ECU 10a. In this case and as shown in fig. 6B, based on a request from the application layer 61b of the B-ECU 10b, the interface layer 62a of the A-ECU 10a transfers an average pressure in the intake pipe through the communication line 50 .

In the A-ECU 10a, the virtual sensor part 63a converts a voltage value from the intake pipe pressure sensor into a physical value, and calculates a pressure in said intake pipe. The input information conversion part 66a acquires (samples) this pressure in the intake pipe from the virtual sensor part 63 with timing every 1 ms, and outputs an average pressure in the intake pipe as vehicle information every time the crankshaft rotates 180 °. Therefore, the application layer 61b of the B-ECU 10b only needs to request the acquisition of the pressure in the intake tube in relatively long time intervals, of 180 ° of rotation of the engine, and acquire an average pressure in the tube intake that is output to interface layer 62a.

Previously, it has not been possible for the application layer 61b of the B-ECU 10a to sample from the virtual sensor part 63a of the A-ECU 10a the pressure in the intake pipe in a relatively short time, due to the delay in communication. However, in this embodiment the input information conversion part 66a samples the pressure in the intake tube calculated by the virtual sensor part 63a in a relatively short period of time, of 1 ms.

As a result, even in engine and transmission control requiring relatively high real-time operation, the vehicle information input timing can be made adequate, and distributed processing can be performed among the multiple ECUs 10.

Furthermore, according to the vehicle control apparatus 1 of this embodiment, the objects depending on the sensors 30 and the actuators 40 are separated as the virtual sensor part 63 and the virtual actuator part 64. Therefore, although the sensors 30 or the actuators 40 are changed, the reuse of the application layer 61, that is, of the application program, is ensured.

In addition, the input information conversion part 66 converts it into processable information directly in the application layer 61, and outputs the vehicle information from the virtual sensor part 63. The output control part 67 converts it to information processable directly into virtual actuator part 64, and outputs acquired actuation information from interface layer 62. That is, the input information conversion part 66 executes the vehicle information conversion processing coinciding with the calculation processing of the application layer 61. The output control portion 67 executes the vehicle information conversion processing. the actuation information in coincidence with the actuators 40. Since no change in the application layer 61 is necessary even if the sensors 30 or actuators 40 change with the type or grade of the vehicle, a further improvement in the reusability of the application program is achieved.

Furthermore, in the vehicle control apparatus 1 of this embodiment, the vehicle control programs are designed object-oriented, and the application layer 61 and the interface layer 62 are constructed with objects in function units. Also, the virtual sensor part 63b, the input information conversion part 66b and the virtual actuator part 64, and the output control part 67, are constructed with objects in component units. Thus, for example in a system where the specifications of an injector constituting an actuator 40 differ, only the object related to this injector needs to be changed, and the other injectors can be used as they are. Accordingly, the reusability of not only the application programs but also the vehicle control programs is thus ensured.

The present invention should not be limited to the described embodiment, but can be put into practice in many other ways, without departing from its spirit.

A vehicle control apparatus (1) has multiple electronic control units (ECUs 10a, 10b) connected via communication line (50). The apparatus control programs are defined as object-oriented type, and are loaded in a distributed fashion among the multiple control units (10a, 10b). The control programs of each control unit (10a, 10b) include an application layer (61a, 61b), an interface layer (62a, 62b), a virtual sensor part (63a, 63b) depending on the physical equipment, a virtual actuator part (64a, 64b), an input information conversion part (66a, 66b), and an output control part (67a, 67b). The application layer (6la, 61b) is separated from the parts that depend on the physical equipment. When the application layer (61b) of a B-ECU (10b) specifies a virtual actuator part (64a) and outputs actuation information, an interface layer (62b) sends the actuation information through the line of communication (50) to an interface layer (62a) of an A-ECU (10a). The output control part (67a) of the A-ECU (10a) outputs that drive information at the appropriate time to the virtual drive part (64a).