JP5637076B2 - In-vehicle device - Google Patents

Description

  The present invention relates to an in-vehicle device having a function of detecting an abnormality.

  In the ECU mounted on the vehicle, various types of abnormality detection are performed. Specifically, for example, in an engine ECU that controls the engine, abnormality detection such as misfiring abnormality in which the fuel gas injected into the cylinder does not normally burn and knocking in which vibration or metallic noise occurs in the engine is performed.

  In addition, the vehicle data collection device described in Patent Document 1 periodically acquires vehicle data such as various sensor values and actuator output values from other ECUs and stores them in a ring buffer. When it occurs, the vehicle data stored in the ring buffer is stored in a dedicated storage area. As a result, it is possible to analyze the cause of a sudden drop in the engine speed using the vehicle data stored in the storage area.

  Here, in the vehicle data collection device described in Patent Document 1, by using a nonvolatile memory such as an EEPROM as a storage area, vehicle data is collected over a long period of time regardless of whether or not power is supplied to the vehicle data collection device. It can be saved. For this reason, it is possible to more reliably analyze the cause of the sudden drop, but on the other hand, there arises a problem that the manufacturing cost of the vehicle data collection device increases.

  On the other hand, in Patent Document 2, various measurement data obtained on a regular basis is stored in the RAM, and the measurement data stored in the RAM is selected based on the amount of change in the measurement data obtained continuously. It is described that only selected measurement data is stored in a storage device such as a hard disk.

Japanese Patent Laid-Open No. 9-26380 Japanese Patent Laid-Open No. 10-143543

  By applying the invention described in Patent Document 2 to the vehicle data collection device described above, the capacity of the storage area for storing vehicle data can be reduced, and a nonvolatile memory is used as the storage area. However, an increase in manufacturing cost can be suppressed.

  However, in an engine ECU or the like that detects a plurality of types of abnormality, it is assumed that there is vehicle data (common vehicle data) that is commonly used for analysis of each type of abnormality. In addition, there may be a case where the detection periods of sensor values and the like related to common vehicle data required for analysis are different. In addition, in order to perform analysis, it is necessary to grasp how the sensor value or the like has changed in a predetermined storage period, but there may be a case where the storage period differs for each type of abnormality.

  For this reason, in order to analyze all types of abnormalities using the common vehicle data in the engine ECU or the like, in the period including all the storage periods corresponding to each type, the detection cycle corresponding to each type Common vehicle data is required for sensor values and the like detected at the shortest detection cycle. And if all these common vehicle data are preserve | saved in a non-volatile memory, there exists a possibility that the capacity | capacitance of a non-volatile memory may increase.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an in-vehicle device that can reliably analyze a plurality of types of abnormalities occurring in the host vehicle while suppressing manufacturing costs.

The in-vehicle device according to claim 1, which has been made in view of the above problems, includes a misfire abnormality that occurs in the host vehicle in which fuel gas does not normally burn in the engine, and an exhaust gas that has passed through a filter that collects particulate matter. A detection means for detecting a plurality of types of abnormalities including an excessive temperature rise abnormality that becomes a high temperature, and the host vehicle or a state around the host vehicle as a vehicle state, each time a predetermined acquisition timing arrives, Vehicle data indicating the vehicle state at the timing, and generating means for generating common vehicle data used in common for analysis of a plurality of types of abnormalities and storing the data in a volatile storage device. In addition, the data storage means capable of holding the stored data even after the power supply to the own device is stopped, and after detecting any kind of abnormality by the detection means, stored in the storage device Among the common vehicle data, the common vehicle data indicating the vehicle state at the storage timing, which is the acquisition timing determined according to the type of detected abnormality, the storage means for storing the data in the data storage means, and the periodic timing, Erasing means for erasing vehicle data indicating a vehicle state at an acquisition timing that does not become a storage timing for all types of abnormality among the vehicle data stored in the storage device .

According to such a configuration, when an abnormality occurs, only the vehicle data necessary for analyzing the cause of the abnormality is stored in the data storage means, and the vehicle data unnecessary for the analysis is stored in the data storage. It is not stored in the means. For this reason, it is possible to reduce the capacity of the data storage means required for storing the vehicle data without reducing the accuracy of the analysis, and it is possible to reliably analyze a plurality of types of abnormalities occurring in the own vehicle while suppressing the manufacturing cost. Can be done.
In addition, the vehicle data indicating the vehicle state detected during the non-overlapping period (non-overlapping period) of the detection period for misfire abnormality and the storage period for DPF overheating abnormality is used for analysis of DPF overheating abnormality. However, the vehicle state is detected at a detection period corresponding to the misfire abnormality. For this reason, the vehicle data corresponding to the non-overlapping period includes data that is not used for analysis of any abnormality.
On the other hand, according to the configuration of the first aspect, the vehicle data that is not used for the analysis of any type of abnormality can be deleted from the storage device, and the storage device that is necessary for storing the vehicle data Capacity can be reduced. For this reason, the manufacturing cost of the vehicle-mounted device can be reduced while enabling the analysis of the abnormality to be appropriately performed.

In addition, there may be a case where the common vehicle data alone cannot properly analyze the abnormality.
Therefore, in the in-vehicle device according to claim 2, the generation unit generates specific vehicle data that is vehicle data used for analysis of any one type of abnormality every time the acquisition timing arrives, When any type of abnormality is detected, the storage means further stores the type of specific vehicle data used for analysis of the type of abnormality stored in the storage device. The specific vehicle data indicating the vehicle state at the storage timing is stored in the data storage means.

  By doing so, it is possible to perform analysis using specific vehicle data corresponding only to a specific type of abnormality in addition to the common vehicle data, and it is possible to more appropriately analyze the abnormality.

  Also, with regard to specific vehicle data, since only the data necessary for analysis is stored in the data storage means, an increase in the capacity of the data storage means can be suppressed, and the analysis of abnormalities can be performed while suppressing the manufacturing cost. It becomes possible to carry out appropriately.

Note that the common vehicle data and specific vehicle data stored in the data storage means may be selected as follows.
That is, as described in claim 3, for each type of abnormality, a period in which the vehicle state used for analysis is detected is set as a storage period, and each vehicle used for analysis in the storage period A period in which each timing at which the state is detected arrives is set as a detection period. Then, the storage timing is all of the acquisition timings generated in the storage period corresponding to the detected abnormality type, or the conditions regarding the detection cycle corresponding to the type are selected from these acquisition timings. It may be selected to satisfy.

  By doing this, among the vehicle data stored in the storage device, data indicating the vehicle state in the storage period is stored in the data storage means, or among these vehicle data, it corresponds to the type of abnormality. Only the vehicle data selected as indicating the change in the vehicle state over the period is stored in the data storage means. For this reason, it is possible to appropriately analyze the abnormality using the common vehicle data and the specific vehicle data stored in the data storage unit while suppressing the capacity of the data storage unit.

In-vehicle devices that control the engine of a vehicle are known. In such an in-vehicle device, various processes are performed at a timing synchronized with a change in the crank angle of the engine.
Accordingly, the in-vehicle device according to claim 4 is configured to control the engine of the host vehicle, and the acquisition timing is a timing synchronized with the rotation of the crank of the engine.

  By doing so, it becomes possible to grasp a change in the vehicle state at each execution timing of various processes for controlling the engine. For this reason, the analysis about the abnormality which generate | occur | produced in the vehicle-mounted apparatus which controls an engine can be performed more appropriately.

  By the way, as an abnormality in the engine, a misfire abnormality in which the fuel supplied by injection is not normally burned is known. In order to analyze the cause of the misfire abnormality, etc. It is required to grasp the vehicle state at each execution timing of injection control or the like.

  On the other hand, as an abnormality in the diesel engine, a DPF overheating abnormality in which the exhaust gas that has passed through a diesel particulate filter (DPF) that collects PM (particulate matter) contained in the exhaust gas becomes a high temperature is known. In order to analyze the cause of this DPF overheating abnormality, etc., it is sufficient to grasp the change in the vehicle state in a long period compared to the misfire abnormality, but the change in the vehicle state over a longer period than the misfire abnormality is sufficient. It is required to grasp.

  That is, the above-described storage period and detection cycle required for analysis are different between the misfire abnormality and the DPF overheating abnormality, and the DPF overheating abnormality requires a longer storage period than the misfire abnormality. However, a detection cycle longer than the misfire abnormality is sufficient.

  If the vehicle data used for the analysis of the misfire abnormality and the DPF overheating abnormality is stored in the in-vehicle device of the present invention, the vehicle is acquired at an acquisition timing corresponding to the misfire abnormality (that is, in a short cycle). A state is detected, and vehicle data indicating the vehicle state is stored in a storage device. At the time of abnormality detection, only the vehicle data indicating the change in the vehicle state in the detection cycle and the storage period corresponding to the detected abnormality among the vehicle data stored in the storage device is stored in the data storage means. .

It is a block diagram which shows the structure of an engine control system. It is a block diagram which shows the structure of engine ECU, and the structure of vehicle data. It is explanatory drawing about the process which preserve | saves the vehicle data preserve | saved at the buffer provided in RAM at the time of abnormality detection to the vehicle data preservation | save area | region provided in EEPROM. It is a flowchart about a vehicle data generation process. It is a flowchart about a vehicle data preservation | save process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The embodiment of the present invention is not limited to the following embodiment, and can take various forms as long as they belong to the technical scope of the present invention.

[Description of configuration]
First, the engine control system 1 of the present embodiment will be described using the block diagram shown in FIG. The engine control system 1 is configured to perform fuel injection control and the like in a diesel engine 10 mounted on a vehicle with an engine ECU 100 (see FIG. 2) connected to the in-vehicle LAN 70 as a center. In FIG. 1, only one cylinder is shown as a representative.

  In the diesel engine 10, the intake pipe 11 is provided with a throttle valve 12 whose opening is adjusted by an actuator such as a DC motor, and a throttle opening sensor 13 for detecting the throttle opening. Although not shown, the intake pipe 11 is branched downstream of the EGR valve 36 and connected to the intake port of each cylinder of the diesel engine 10.

An intake pressure sensor 14 is attached to the intake pipe 11 to detect the intake pressure in the intake pipe 11 and output it to the engine ECU 100.
The diesel engine 10 is provided with an injector 15 for each cylinder. The injector 15 is connected to a common rail 16 common to each cylinder, and a high-pressure pump 17 is connected to the common rail 16. When the high-pressure pump 17 is driven, fuel is pumped up from a fuel tank (not shown), and high-pressure fuel is continuously accumulated in the common rail 16. The common rail 16 is provided with a common rail pressure sensor 18 for detecting the fuel pressure (common rail pressure) in the common rail 16.

  An intake valve 21 and an exhaust valve 22 are respectively provided at the intake port and the exhaust port of the diesel engine 10. The intake air is introduced into the combustion chamber 23 by the opening operation of the intake valve 21 and is combusted together with the fuel injected and supplied from the injector 15. The exhaust gas after combustion is discharged to the exhaust pipe 31 by opening the exhaust valve 22.

A diesel particulate filter (DPF) 32 that collects PM (particulate matter) contained in the exhaust gas and a lean NOx trap (LNT) 33 are provided downstream of the exhaust pipe 31. The LNT 33 stores the exhausted NOx during lean combustion, and performs rich combustion when the stored NOx exceeds a predetermined value, thereby purging the stored NOx and re-storing the exhausted NOx. Make it possible. Further, NOx undergoes a reduction reaction with HC and CO in the exhaust when released, and is reduced to O ₂ and N ₂ .

  The diesel engine 10 is provided with an exhaust gas recirculation device (EGR device) for recirculating a part of the exhaust gas as EGR gas to the intake system. That is, an EGR pipe 34 is provided between the downstream portion of the throttle valve 12 of the intake pipe 11 and the exhaust pipe 31. The EGR pipe 34 is provided with an EGR cooler 35 that cools the EGR gas that is circulated, and an EGR valve 36 that adjusts the EGR gas ring flow rate is provided at a connection portion between the EGR pipe 34 and the intake pipe 11. By circulating the EGR gas to the intake system, the combustion temperature is lowered and the generation of NOx is suppressed. The opening degree control of the EGR valve 36 is executed by the engine ECU 100 based on the engine operating state such as the engine load and the engine speed.

  An in-cylinder pressure sensor 51 that detects the pressure in the combustion chamber 23 is installed in the combustion chamber 23 of the diesel engine 10. In addition, the engine control system 1 includes exhaust temperature sensors 52 and 53 that detect the temperature of exhaust gas on the exhaust inlet side and the exhaust outlet side of the DPF 32, and a differential pressure sensor 54 that detects a differential pressure between the exhaust inlet and the exhaust outlet of the DPF 32. , A crank angle sensor 55 that outputs a rectangular crank angle signal for each predetermined crank angle of the diesel engine 10 (for example, in a cycle of 30 ° CA), an accelerator opening sensor that detects an accelerator operation amount (accelerator opening) by a driver 56, a water temperature sensor 57 for detecting the temperature of the cooling water of the diesel engine 10 is provided.

  As shown in FIG. 2 (a), the engine ECU 100 includes a well-known microcomputer including a CPU, a ROM, a RAM 111, and the like, and executes the control program stored in the ROM so that the engine ECU 100 is controlled. A control unit 110 that performs overall control, a communication unit 120 that communicates with other ECUs via the in-vehicle LAN 70, and an EEPROM 130 that is a nonvolatile memory that stores various types of information.

  The EEPROM 130 may be configured as a serial bus type or a flash memory. Further, a hard disk or the like may be used instead of the EEPROM 130.

  The engine ECU 100 includes a throttle opening sensor 13, an intake pressure sensor 14, a common rail pressure sensor 18, an in-cylinder pressure sensor 51, an exhaust temperature sensor 52, 53, a differential pressure sensor 54, a crank angle sensor 55, an accelerator opening sensor 56, a water temperature. A detection signal from the sensor 57 or the like is input. And the control part 110 discriminate | determines the operation state etc. of the diesel engine 10 based on these detection signals, performs a fuel injection control process etc. by a well-known method based on the discrimination | determination result, and controls the torque of the diesel engine 10, etc. To do. This fuel injection control process is executed at a timing synchronized with a change in crank angle determined from a detection signal from the crank angle sensor 55.

[Description of operation]
Next, the operation of the engine ECU 100 of the present embodiment will be described.
As already described, the control unit 110 of the engine ECU 100 executes a fuel injection control process or the like. In this fuel injection control process, a misfire abnormality in which the fuel supplied from the injector 15 is not normally burned or a DPF 32 is detected. Detection processing such as DPF overheating abnormality in which the exhaust gas that has passed becomes high temperature is performed. When these abnormalities are detected, a known fail-safe process or the like is performed as a countermeasure.

  The misfire abnormality is detected by a well-known method based on a change in the engine speed calculated from a change in the crank angle determined from the detection signal from the crank angle sensor 55. Further, the DPF excessive temperature rise abnormality is detected based on whether or not the exhaust temperature detected based on the signal from the exhaust temperature sensor 53 provided on the exhaust outlet side of the DPF 32 exceeds a predetermined value.

Here, the state of the host vehicle such as the engine speed, the temperature of the cooling water of the diesel engine 10 and the vehicle speed, and the state around the host vehicle such as the outside temperature and atmospheric pressure are collectively referred to as a vehicle state.
When a misfire abnormality occurs, the cause or the like can be analyzed based on a change in the vehicle state at each execution timing of the fuel injection control process in a period near the time when the misfire abnormality occurs. Further, regarding the DPF overheating abnormality, based on the vehicle state detected periodically (with a period longer than the execution period of the fuel injection control process) in the period near the time when the DPF overheating abnormality has occurred, The cause and the like can be analyzed.

Note that a period in which the vehicle state used for analyzing each abnormality is detected is referred to as a storage period, and a period in which each timing for detecting the vehicle state used in analysis arrives is referred to as a detection period.
As an example, the control unit 110 performs analysis of the cause of these two abnormalities and the like, so that the execution timing of the fuel injection control process synchronized with the change of the crank angle during the operation of the host vehicle (for example, the crank angle is 720 °). The timing of arrival at every change) is taken as the acquisition timing, and the vehicle state at the acquisition timing is detected. And the vehicle data which show the detected vehicle state are produced | generated, and the produced | generated vehicle data are preserve | saved at the buffer 111a provided in RAM111 as time series data.

  FIG. 2B is a block diagram showing the configuration of vehicle data. As described in FIG. 2B, the vehicle data is used for common vehicle data commonly used for analysis of misfire abnormality and DPF overheating abnormality, and for analysis of one specific abnormality. It consists of specific vehicle data.

  The common vehicle data is configured as data indicating the engine speed, the coolant temperature of the diesel engine 10, the vehicle speed, the outside temperature, which is the temperature outside the vehicle, the atmospheric pressure around the host vehicle, and the like.

On the other hand, as specific vehicle data, there are data used for analysis of misfire abnormality and data used for analysis of DPF overheating abnormality.
The specific vehicle data used for the analysis of the misfire abnormality is data indicating the common rail pressure, the fuel injection amount in one injection from the injector 15, the fuel injection timing from the injector 15, the accelerator opening, and the like. It is configured.

  The specific vehicle data used for the analysis of the DPF excessive temperature rise abnormality includes the exhaust temperature that is the temperature of the exhaust gas that has passed through the DPF 32, the cumulative travel distance of the host vehicle, the differential pressure between the exhaust inlet and the exhaust outlet of the DPF 32, etc. It is comprised as data which shows.

  When a misfire abnormality or a DPF overheating abnormality is detected, the vehicle state at the acquisition timing corresponding to the detection period and storage period corresponding to the type of abnormality that has occurred among the vehicle data stored in the buffer 111a. Is selected, and only the selected vehicle data is stored in the vehicle data storage area 131 of the EEPROM 130.

  Specifically, with regard to misfire abnormality, a period over Ta (ms) whose end point is when the misfire abnormality is detected is a storage period (misfire abnormality storage period), and each acquisition timing (fuel injection control) of the vehicle state The period when the processing execution timing) arrives becomes the detection period. For this reason, as shown in FIG. 3A, when a misfire abnormality is detected, among the vehicle data stored in the buffer 111a, the vehicle state detected during the misfire abnormality storage period is detected. All vehicle data is selected. Then, the common vehicle data and the specific vehicle data corresponding to the misfire abnormality in the selected vehicle data are stored in the vehicle data storage area 131. The acquisition timing that has arrived during the misfire abnormal storage period corresponds to the storage timing in the claims.

  On the other hand, with respect to DPF overheating abnormalities, a period over Tb (ms) longer than Ta (ms), which ends when DPF overheating abnormalities are detected, is a storage period (DPF overheating abnormal storage period). It becomes. Further, a certain time (for example, 100 ms) longer than the longest value assumed as the time interval at which the acquisition timing (execution timing of the fuel injection control process) at which the vehicle state is detected is a lower limit value ( DPF overheating abnormality detection cycle).

  As shown in FIG. 3 (b), the time interval of the acquisition timing of the vehicle state indicated by each vehicle data is longer than the DPF over-temperature rise abnormality detection cycle, and as much vehicle data as possible is stored. From the vehicle data corresponding to the DPF overtemperature abnormal storage period, the data to be stored is selected so as to satisfy the condition of storage. Then, the common vehicle data in the selected vehicle data and the specific vehicle data corresponding to the DPF excessive temperature rise abnormality are stored in the vehicle data storage area 131.

  More specifically, when a DPF overheating temperature abnormality is detected, an acquisition timing corresponding to the latest vehicle data is set as a storage timing, and the DPF overheating temperature abnormality detection period having the storage timing as an end point is long. The vehicle data corresponding to the acquisition timing that has arrived in the invalid period is invalidated. Then, the acquisition timing arrived immediately before the invalid period is started is newly selected as the storage timing (note that these series of processes are referred to as selection processes).

  Furthermore, the same selection process is performed with the newly selected storage timing as the end point of the invalid period, until invalidation or storage timing is set for all acquisition timings that have arrived in the DPF overheating abnormal storage period, This selection process is repeated. Finally, the common vehicle data in the vehicle data indicating the vehicle state at the storage timing and the specific vehicle data corresponding to the DPF excessive temperature rise abnormality are stored in the vehicle data storage area 131.

  Next, vehicle data generation processing for generating vehicle data and storing it in the buffer 111a will be described with reference to the flowchart shown in FIG. This process is executed at an acquisition timing synchronized with a change in the crank angle (for example, a timing that arrives every time the crank angle changes by 720 °).

  In S205, the control unit 110 of the engine ECU 100 calculates the engine speed based on the crank angle signal output from the crank angle sensor 55, detects the coolant temperature based on the signal from the water temperature sensor 57, and the common rail pressure sensor. The common rail pressure is detected based on the signal from 18. Further, the detection of the accelerator opening based on the signal from the accelerator opening sensor 56, the detection of the exhaust temperature based on the signal from the exhaust temperature sensor 53 provided on the exhaust outlet side of the DPF 32, and the signal from the differential pressure sensor 54 Based on the above, the differential pressure between the exhaust inlet and the exhaust outlet of the DPF 32 is detected. Then, the process proceeds to S210.

  In S210, the control unit 110 acquires the current vehicle speed of the host vehicle, the temperature outside the host vehicle, the atmospheric pressure around the host vehicle, the accumulated travel distance, and the like from another device via the in-vehicle LAN 70. . In addition, when such information cannot be newly acquired, the previously acquired information may be used as the latest information. Then, the process proceeds to S215.

  In S215, the control unit 110 refers to the memory used for the fuel injection control process executed in parallel with the vehicle data generation process, detects the fuel injection amount and the injection timing, and shifts the process to S220. .

  In S220, the control part 110 produces | generates the vehicle data (refer FIG.2 (b)) which shows the information detected in S205-S215, and it preserve | saves it at the buffer 111a of RAM111, and complete | finishes this process.

  Next, a flow chart shown in FIG. 5 shows a vehicle data storage process for storing vehicle data stored in the buffer 111a in the vehicle data storage area 131 of the EEPROM 130 when a misfire abnormality or a DPF excessive temperature rise abnormality is detected. Will be described. This process is executed at regular timing.

  In S305, the control unit 110 detects vehicle data (misfire abnormality or DPF overheat abnormality) that is unnecessary for the analysis of both the misfire abnormality and the DPF overheating abnormality among the vehicle data stored in the buffer 111a. At this time, vehicle data that is not stored in the vehicle data storage area 131 is specified, and the specified vehicle data is deleted from the buffer 111a.

  Specifically, it is assumed that a DPF overheating abnormality is detected at the current time, a DPF overheating abnormality storage period is set over Tb (ms) with the current time as an end point, and a misfire abnormality is detected at the current time. Then, the misfire abnormal storage period over Ta (ms) with the current point as the end point is set.

  In addition, the vehicle data corresponding to the acquisition timing before the start point of the DPF overheating abnormal storage period is erased from the buffer 111a, and the period of the DPF overheating abnormal storage period that does not overlap with the misfire abnormal storage period is set. A non-overlapping period. And on the premise of leaving the latest vehicle data of the vehicle data in the non-overlapping period, the time interval of the acquisition timing corresponding to the remaining vehicle data is longer than the DPF overheating abnormality detection cycle, and as much as possible The vehicle data corresponding to the non-overlapping period is deleted from the buffer 111a so as to satisfy the condition of leaving a lot of vehicle data (more specifically, the vehicle data to be deleted is performed by repeatedly performing the same processing as the selection processing described above. Is set).

When the erasure of the vehicle data ends, the control unit 110 shifts the process to S310.
In S310, the control unit 110 determines whether or not a misfire abnormality or a DPF overheating abnormality is detected in the fuel injection control process. If an affirmative determination is obtained (S310: Yes), the process proceeds to S315. If the determination is negative and a negative determination is obtained (S310: No), this process ends.

  In S315, the control unit 110 determines whether or not a misfire abnormality has been detected. If an affirmative determination is obtained (S315: Yes), the process proceeds to S320 and a negative determination is obtained. (S315: No), the process proceeds to S325.

  In S320, as described above, the control unit 110 selects all the vehicle data corresponding to the acquisition timing in the misfire abnormality storage period from the vehicle data stored in the buffer 111a. And the common vehicle data in the selected vehicle data and the specific vehicle data corresponding to misfire abnormality are preserve | saved in the vehicle data storage area 131, and this process is complete | finished.

  On the other hand, in S325, the control unit 110 performs the selection process described above, and sets the storage timing corresponding to the DPF excessive temperature rise abnormality. And the common vehicle data in the vehicle data corresponding to a preservation | save timing and the specific vehicle data corresponding to DPF over temperature rise abnormality are preserve | saved in the vehicle data storage area 131, and this process is complete | finished.

[effect]
According to the engine ECU 100 of the present embodiment, when a misfire abnormality or a DPF excessive temperature rise abnormality occurs, only common vehicle data and specific vehicle data necessary for analyzing the cause of the abnormality that has occurred Is stored in the EEPROM 130, and vehicle data unnecessary for analysis is not stored in the EEPROM 130. For this reason, it is possible to reduce the capacity of the EEPROM 130 required for storing the vehicle data without lowering the accuracy of the analysis, and to reliably analyze the misfire abnormality and the DPF overheating abnormality while suppressing the manufacturing cost. Is possible.

[Other Embodiments]
(1) In this embodiment, when the engine ECU 100 detects two types of abnormality, that is, a misfire abnormality and a DPF excessive temperature rise abnormality, vehicle data necessary for analysis of each abnormality is stored in the EEPROM 130 as an example. The explanation was given. However, even when three or more types of abnormality are detected and the vehicle data necessary for the analysis of each abnormality is stored, the same processing can be performed. Similar processing can also be performed in ECUs other than engine ECU 100, and ECUs mounted in hybrid vehicles and electric vehicles.

  For example, when three types of abnormalities are detected and the vehicle data corresponding to the respective abnormalities are stored, if each abnormality is defined as an AC abnormality, it is commonly used for analysis of any two types of abnormalities. Vehicle data that is used may be common vehicle data, or vehicle data that is commonly used for analysis of three types of abnormalities A to C may be common vehicle data.

  Further, a plurality of common vehicle data used for analyzing different types of abnormalities may be generated and stored in the buffer 111a. When an abnormality is detected, the storage timing is similarly set according to the type of abnormality, and the common vehicle data corresponding to the detected type of abnormality among the common vehicle data corresponding to the storage timing. May be stored in the vehicle data storage area 131 of the EEPROM 130.

  Even in such a case, the capacity of the EEPROM 130 required for storing the vehicle data can be reduced without reducing the accuracy of the analysis, and the abnormality can be reliably analyzed while suppressing the manufacturing cost. It becomes possible.

  (2) Further, in the engine ECU 100 of the present embodiment, the timing synchronized with the rotation of the crank is the acquisition timing for the vehicle state, but is not limited to this, for example, with a certain time as a period The arrival timing may be used as the acquisition timing.

  In the present embodiment, a period before the time when an abnormality is detected is set as the storage period for each abnormality. However, a storage period including a period after the time when an abnormality is detected may be set. . When an abnormality with such a storage period is detected, for example, vehicle data is stored after a predetermined time has elapsed since the abnormality was detected and the vehicle data corresponding to the storage period is stored in the buffer 111a. It is conceivable to execute a saving process.

Even in such a case, the same effect can be obtained.
[Correspondence with Claims]
The correspondence between the terms used in the description of the above embodiment and the terms used in the description of the claims is shown.

The engine ECU 100 corresponds to an in-vehicle device.
Further, the RAM 111 in the control unit 110 in the engine ECU 100 corresponds to a storage device, and the EEPROM 130 corresponds to a data storage unit.

  Further, the vehicle data generation process corresponds to a generation unit, S310 and S315 in the vehicle data storage process correspond to a detection unit, S320 and S325 correspond to a storage unit, and S305 corresponds to an erasure unit.

  DESCRIPTION OF SYMBOLS 1 ... Engine control system, 10 ... Diesel engine, 11 ... Intake pipe, 12 ... Throttle valve, 13 ... Throttle opening sensor, 14 ... Intake pressure sensor, 15 ... Injector, 16 ... Common rail, 17 ... High pressure pump, 18 ... Common rail Pressure sensor, 21 ... Intake valve, 22 ... Exhaust valve, 23 ... Combustion chamber, 31 ... Exhaust pipe, 32 ... DPF, 33 ... LNT, 34 ... EGR pipe, 35 ... EGR cooler, 36 ... EGR valve, 51 ... In-cylinder pressure Sensor: 52 ... Exhaust temperature sensor, 53 ... Exhaust temperature sensor, 54 ... Differential pressure sensor, 55 ... Crank angle sensor, 56 ... Accelerator opening sensor, 57 ... Water temperature sensor, 70 ... In-vehicle LAN, 100 ... Engine ECU, 110 ... Control unit, 111 ... RAM, 111a ... buffer, 120 ... communication unit, 130 ... EEPROM, 131 ... vehicle data Storage area.

Claims (4)

Detects multiple types of abnormalities that occur in the vehicle, including misfiring abnormalities in which the fuel gas does not burn properly in the engine and overheating abnormalities in which the exhaust gas that has passed through the filter that collects particulate matter becomes hot. Detecting means for
Each time a predetermined acquisition timing arrives with the host vehicle or the surroundings of the host vehicle as a vehicle state, the vehicle data indicating the vehicle state at the timing, and analysis of a plurality of types of the abnormalities Generating means for generating common vehicle data used in common and storing it in a volatile storage device;
Data storage means capable of holding stored data even after the power supply to the own device is stopped;
After the abnormality is detected by the detection means, the saving is the acquisition timing determined according to the detected abnormality type among the common vehicle data stored in the storage device Storage means for storing the common vehicle data indicating the vehicle state at timing in the data storage means;
Erasing means for erasing the vehicle data indicating the vehicle state at the acquisition timing that does not become the storage timing for all types of the abnormality among the vehicle data stored in the storage device at a regular timing; ,
A vehicle-mounted device comprising: The in-vehicle device according to claim 1,
The generation unit generates specific vehicle data that is the vehicle data used for analysis of any one type of the abnormality each time the acquisition timing arrives, and stores the specific vehicle data in the storage device,
When the abnormality of any type is detected, the storage means further includes the specific vehicle data used for analysis of the type of abnormality stored in the storage device. Storing the specific vehicle data indicating the vehicle state at the storage timing in the data storage means;
In-vehicle device characterized by In the in-vehicle device according to claim 1 or 2,
For each type of abnormality, a period in which the vehicle state used for analysis is detected is set as a storage period, and each timing at which each vehicle state used for analysis is detected in the storage period. Let the period be the detection period,
The storage timing is all of the acquisition timings generated during the storage period according to the detected abnormality type, or the detection period according to the type of the acquisition timings. Be selected to meet the requirements for
In-vehicle device characterized by In the in-vehicle device according to any one of claims 1 to 3,
The on-vehicle device is configured to control an engine of the host vehicle,
The acquisition timing is a timing synchronized with the rotation of the crank of the engine,
In-vehicle device characterized by

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