CN107366581B - Electronic control device and electronic control method - Google Patents
Electronic control device and electronic control method Download PDFInfo
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- CN107366581B CN107366581B CN201710328944.5A CN201710328944A CN107366581B CN 107366581 B CN107366581 B CN 107366581B CN 201710328944 A CN201710328944 A CN 201710328944A CN 107366581 B CN107366581 B CN 107366581B
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- microcomputer
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- monitoring unit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0245—Shutting down engine, e.g. working together with fuel cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The present invention relates to an electronic control device and an electronic control method. An electronic control device and an electronic control method capable of reliably realizing automatic failure prevention by a simple circuit configuration in a unified electronic control device are provided. A unified electronic control device (10) for controlling the operation of both an engine system (20) and a transmission system (30) by a single microcomputer (11) is characterized by comprising a single monitoring unit (12) for monitoring the operation of the microcomputer (11), wherein the monitoring unit (12) controls the operation of both the engine system (20) and the transmission system (30) to automatically prevent a failure when an abnormal operation of the microcomputer (11) is sensed.
Description
Technical Field
The present invention relates to an electronic control device and an electronic control method, and more particularly, to an electronic control device and an electronic control method that are preferably applied to a unified electronic control device that controls operations of both an engine and a transmission (transmission) by one microcomputer and an electronic control method that automatically controls the unified electronic control device so as to prevent a failure.
Background
Conventionally, an ECU (Engine Control Unit) that controls operation of an Engine and a TCU (Transmission Control Unit) that controls operation of a Transmission are mounted on a vehicle through respective housings. These ECU and TCU are designed to automatically prevent a failure, respectively, and the vehicle is always controlled on the safe side under the assumption that a failure has occurred in the ECU or TCU.
For example, when a failure occurs in the ECU or the TCU, fuel injection into the cylinder is stopped for the engine regardless of the actual accelerator opening degree, and the gear is fixed for the transmission while being shifted to the third speed. An operation mode in which only the movement to the roadside or the movement for a short distance is possible when a failure occurs is referred to as a limp home mode (limp home mode).
Patent document 1 discloses an ECU that outputs a control stop signal to a driver circuit that controls the operation of a throttle valve and outputs a power supply stop signal to a power supply control circuit when an operation control unit that comprehensively controls the operation of the ECU senses an erroneous operation of the throttle valve.
Further, disclosed is: the ECU described in patent document 1 includes a monitoring unit that monitors the operation of the operation control unit itself, and when the monitoring unit senses an erroneous operation of the operation control unit, the monitoring unit outputs a control stop signal and a power supply stop signal to the driver circuit and the power supply control circuit, respectively, instead of the operation control unit.
According to the ECU described in patent document 1, since the monitoring means is provided to sense the malfunction of the operation control means itself, and when the malfunction is sensed, the monitoring means outputs the control stop signal and the power supply stop signal instead of the operation control means, the malfunction can be automatically prevented more reliably.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2015-48804.
Disclosure of Invention
Problems to be solved by the invention
In recent years, however, electronic control devices have been developed in which electronic components for realizing the functions of the TCU are integrated in the ECU and the TCU are integrated. In this integrated electronic control device, a single operation control unit (hereinafter, referred to as a microcomputer) controls operations of both the engine and the transmission, thereby realizing functions of both the ECU and the TCU.
Here, when the integrated electronic control device is designed to automatically prevent a failure, the engine can be automatically prevented from a failure by incorporating the above-described conventional structure. However, since the conventional technology does not consider the transmission at all, it is impossible to automatically prevent the failure as the entire electronic control device.
Further, although there is a known technique for realizing a general structure for automatically preventing a failure in an actuator, there is a problem that when the above-described conventional structure is incorporated only in the electronic control unit of the conventional type, the structures for automatically preventing a failure in both an engine and an actuator are mixed, and a circuit structure becomes complicated.
Therefore, an object of the present invention is to provide an electronic control device and an electronic control method that can reliably realize automatic failure prevention with a simple circuit configuration in a unified electronic control device.
Means for solving the problems
In order to solve the above problem, the present invention provides a unified electronic control device (10) for controlling the operations of both an engine system (20) and a transmission system (30) by a single microcomputer (11), the device being characterized by comprising a single monitoring unit (12) for monitoring the operation of the microcomputer (11), wherein the monitoring unit (12) controls the operations of both the engine system (20) and the transmission system (30) so as to automatically prevent a failure when the monitoring unit (12) senses an abnormal operation of the microcomputer (11).
Effects of the invention
According to the present invention, it is possible to reliably realize automatic failure prevention by a simple circuit configuration in a unified electronic control device.
Drawings
Fig. 1 is an overall configuration diagram of an integrated electronic control device according to the present embodiment.
Fig. 2 is an internal configuration diagram relating to functions of the TCU in the integrated electronic control device.
Fig. 3 is another internal configuration diagram related to the function of the TCU in the integrated electronic control device.
Fig. 4 is a conceptual configuration diagram of a logic circuit.
Fig. 5 is a conceptual configuration diagram corresponding to the actual number of logic circuits.
Fig. 6 is a flowchart of the monitoring process.
Detailed Description
(1) Integral structure
Fig. 1 shows an overall configuration of an electronic control device 10 of a general type in the present embodiment. The electronic Control Unit 10 is an electronic Control Unit in which the functions of an ECU (Engine Control Unit) that controls the operation of the Engine system 20 and the functions of a TCU (Transmission Control Unit) that controls the operation of the Transmission system 30 are integrated on one substrate or in a housing.
Specifically, the electronic control device 10 includes a single microcomputer 11 and a single monitoring unit 12 as electronic components relating to the functions of both the ECU and the TCU. The microcomputer 11 is an electronic component including a CPU (Central Processing Unit), a memory, and the like, which are not shown, and comprehensively controls the operation of the electronic control device 10.
That is, the microcomputer 11 comprehensively controls the operation of the electronic control unit 10, thereby controlling the operations of both the engine system 20 and the transmission system 30 (here, the operations of the throttle valve 21 and the solenoid valve 31 as an example).
The monitoring unit 12 is similarly an electronic component including a CPU, a memory, and the like, not shown, and monitors the behavior of the microcomputer 11.
The behavior monitoring method may be a normal method. For example, the monitoring unit 12 periodically outputs a monitoring signal for determining whether or not the operating state is normal to the microcomputer 11, determines that the normal operation is performed when a response signal from the microcomputer 11 is input within a predetermined period, and determines that the abnormal operation is performed when the response signal is not input within the predetermined period.
As another monitoring method, the monitoring unit 12 may constantly monitor the control signal output from the microcomputer 11, and may determine that the microcomputer 11 is operating abnormally when the control signal is interrupted or output at a value outside a predetermined range.
The electronic control device 10 further includes a power supply control circuit 13, a throttle control circuit 14, and the like as electronic components related to the functions of the ECU. As electronic components relating to the function of the TCU, a solenoid valve control circuit 15, a circuit 16, a current interruption circuit 17, and the like are provided.
The power supply control circuit 13 is configured to include an or circuit and an FET (Field Effect Transistor), which are not shown. The power supply control circuit 13 performs power supply or interruption to the throttle control circuit 14 in accordance with a signal from the microcomputer 11 or the monitoring section 12.
For example, the power supply control circuit 13 cuts off the supply of power to the throttle control circuit 14 when a power supply stop signal is input from any one of the microcomputer 11 and the monitoring unit 12. In this case, the control operation of the throttle control circuit 14 is stopped, and the opening operation of the throttle valve 21 in the engine system 20 is stopped.
The throttle control circuit 14 is configured to include a transistor and the like. The throttle control circuit 14 controls the opening and closing operation of the throttle valve 21 in the engine system 20 based on a signal from the microcomputer 11 or the monitoring unit 12.
For example, the throttle control circuit 14 stops the control of the opening/closing operation of the throttle valve 21 when a control stop signal is input from any one of the microcomputer 11 and the monitoring unit 12. In this case, the opening operation of the throttle valve 21 is stopped.
When a failure occurs in the engine system 20 when the microcomputer 11 operates normally as described above, the microcomputer 11 can control the operations of the power supply control circuit 13 and the throttle control circuit 14 to the safe side.
In addition, when the microcomputer 11 performs an abnormal operation, the monitoring unit 12 can control the operations of the power supply control circuit 13 and the throttle control circuit 14 to the safe side. Therefore, with respect to the engine system 20, fail-safe (fail-safe) can be reliably achieved.
On the other hand, the solenoid valve control circuit 15 is configured to include a transistor or the like as an electronic component related to the function of the TCU. The solenoid valve control circuit 15 controls the opening and closing operation of the solenoid valve 31 in the transmission system 30 based on a signal from the microcomputer 11.
For example, the solenoid valve control circuit 15, when inputting a control signal from the microcomputer 11, controls: the solenoid portion of the solenoid valve 31 is supplied with power to open the valve portion. Further, the solenoid valve control circuit 15 stops the control of the opening and closing operation of the solenoid valve 31 when a control stop signal from the microcomputer 11 is input. In this case, the electromagnetic valve 31 is closed.
Or circuit 16 outputs an off signal to current interrupting circuit 17 instead of the on signal output immediately before the input of the off signal from either microcomputer 11 or monitoring unit 12.
The current interruption circuit 17 is configured to include an FET and the like. The current cutoff circuit 17 cuts off the energization to the solenoid valve 31 when an off signal from the or circuit 16 is input. In this case, all the solenoid valves 31 in the transmission system 30 are closed (or opened). The gears of the transmission system 30 are fixed to any one of the gears determined in the case where all the solenoid valves 31 are closed.
The transmission system 30 is designed to shift to a so-called limp home mode (limp home mode) with all the solenoid valves 31 closed, and the gear is mechanically fixed to the third speed (third speed), but the fixed gear is not necessarily limited to the third speed, and may be another gear.
When a failure occurs in the power train 30 when the microcomputer 11 operates normally as described above, the microcomputer 11 can control the operations of the solenoid valve control circuit 15 or the circuit 16 and the current interruption circuit 17 to the safe side.
In addition, when the microcomputer 11 performs an abnormal operation, the monitoring unit 12 can control the operations of the or circuit 16 and the current interruption circuit 17 to the safe side. Therefore, with regard to the transmission system 30, automatic prevention of malfunction can be reliably achieved.
(2) Internal structure
Fig. 2 shows an internal structure of the electronic control device 10 related to the function of the TCU. The electronic control unit 10 is configured to include the microcomputer 11, the monitoring unit 12, the solenoid valve control circuit 15, or the circuit 16, and the current interruption circuit 17 as described above with respect to the functions of the TCU.
In a normal state in which the power train 30 is normally operating, the microcomputer 11 inputs various information such as a current vehicle speed, an acceleration, and a gear, which are not shown here, and generates a control signal S1 for controlling the solenoid valve 31 based on the various information. Then, the control signal S1 is output to the solenoid valve control circuit 15.
The solenoid valve control circuit 15 converts the control signal S1 from the microcomputer 11 into an opening signal H or a closing signal L, and outputs the opening signal H or the closing signal L to the solenoid valve 31. The solenoid valve 31 actually performs an opening/closing operation based on the opening signal H or the closing signal L from the solenoid valve control circuit 15.
The solenoid valve 31 is actually constituted by a plurality of solenoid valves, and for example, when there are gears up to the first speed to the fourth speed in the transmission system 30, the solenoid valve 31 is constituted by 5 solenoid valves. Then, the gear of the shift (shift) in the transmission system 30 is determined by a combination of the opening or closing of the plurality of solenoid valves.
On the other hand, the microcomputer 11 monitors the actual opening/closing operation of the electromagnetic valve 31 by a sensor not shown here. The microcomputer 11 determines that some failure has occurred in the electromagnetic valve 31 when an erroneous operation of the electromagnetic valve 31, for example, a state in which the open operation is actually maintained despite the close signal L being input next to the open signal H, is sensed via the sensor.
Then, the microcomputer 11 generates a control stop signal S11 when a failure occurs, and outputs it to the solenoid valve control circuit 15. When the control stop signal S11 from the microcomputer 11 is input, the solenoid valve control circuit 15 stops outputting the open signal H or the close signal L to the solenoid valve 31, thereby stopping the control operation of the solenoid valve 31.
When a failure occurs, the microcomputer 11 generates a cutoff signal F1 and outputs the cutoff signal to the or circuit 16. The or circuit 16 generates the on signal a1 and outputs it to the current interruption circuit 17 in a normal state, but generates the off signal B1 and outputs it to the current interruption circuit 17 when the interruption signal F1 from the microcomputer 11 is input at the time of occurrence of a fault.
The current interruption circuit 17 stops the FET in the circuit when the off signal B1 from the or circuit 16 is input. Thereby, the current flowing through the solenoid valve control circuit 15 to the solenoid valve 31 loses its path and is shut off.
On the other hand, the monitoring unit 12 generates a monitoring signal M1 and outputs it to the microcomputer 11 as appropriate. Then, the monitoring unit 12 determines whether the microcomputer 11 is operating normally or operating abnormally based on the presence or absence of the response signal M11 from the microcomputer 11.
The monitoring unit 12 continues monitoring of the microcomputer 11 when the microcomputer 11 is operating normally. On the other hand, when the microcomputer 11 operates abnormally, the disconnection signal F2 is generated and output to the or circuit 16. When the cutoff signal F2 is input from the monitoring unit 12, the or circuit 16 generates the cutoff signal B1 and outputs it to the current cutoff circuit 17, similarly to the case where the cutoff signal F1 is input.
The current interruption circuit 17 stops the FET in the circuit in response to the off signal B1 from the or circuit 16. Thus, similarly to the interruption control by the microcomputer 11, the current flowing through the solenoid valve 31 is interrupted by losing the path by the interruption control by the monitoring unit 12.
Fig. 3 shows another internal structure of the electronic control device 10 related to the function of the TCU. The electronic control device 10 of fig. 2 differs from the above-described electronic control device in that a logic circuit 18 is connected in series between the microcomputer 11 and the solenoid valve control circuit 15. The following describes different aspects.
The monitoring unit 12 generates a monitoring result signal R1 based on the presence/absence of the monitoring signal M1 and the response signal M11, and outputs the monitoring result signal R1 to the logic circuit 18. The monitoring result signal R1 includes information indicating whether the microcomputer 11 is operating normally or abnormally.
The logic circuit 18 outputs either the control signal S1 or the control stop signal S11 to the solenoid valve control circuit 15 based on the control signal S1 or the control stop signal S11 from the microcomputer 11 and the monitoring result signal R1 from the monitoring unit 12.
Fig. 4 shows a conceptual structure of the logic circuit 18. When the monitoring result signal R1 from the monitoring unit 12 indicates normal operation of the microcomputer 11, the logic circuit 18 uses and outputs either the control signal S1 or the control stop signal S11 from the microcomputer 11.
When the monitoring result signal R1 from the monitoring unit 12 indicates an abnormal operation of the microcomputer 11, the logic circuit 18 outputs a control stop signal S11. That is, the use of the control signal S1 or the control stop signal S11 from the microcomputer 11 is limited to the case where the monitoring result signal R1 indicates normal operation of the microcomputer 11.
By providing the logic circuit 18 configured as described above, the monitoring unit 12 can stop the control operation of the solenoid valve control circuit 15 even when a failure occurs in the microcomputer 11 itself, in addition to stopping the control operation of the solenoid valve control circuit 15 when a failure occurs in the microcomputer 11 itself. Therefore, the automatic prevention of malfunction can be more reliably achieved.
Fig. 5 shows a conceptual configuration corresponding to the actual number of settings of the logic circuit 18. In addition, the internal structure corresponding to the actual number of solenoid valve control circuits 15 and transmission systems 30 is shown along with this.
The same number of logic circuits 18 as the number of solenoid valves 31 to be controlled are actually provided. In addition, in practice, the same number of solenoid valve control circuits 15 as the number of solenoid valves 31 are provided. Here, since 5 solenoid valves 31 are provided, 5 logic circuits 18 of 181A to 185A are also provided, and 5 solenoid valve control circuits 15 of 151 to 155 are also provided.
As described with reference to fig. 4, when the monitoring result signal R1 from the monitoring unit 12 indicates an abnormal operation of the microcomputer 11, each of the logic circuits 181A to 185A always outputs the control stop signal S11 even when the control signal S1 is input from the microcomputer 11.
When a control stop signal S11 is inputted, each of the solenoid valve control circuits 151-155 stops the control operation for each of the solenoid valves 311-315. Here, only the fifth solenoid valve control circuit 155 converts the control stop signal S11 into the open signal H and outputs the signal to the solenoid valve 315.
In this case, for example, the gear of the transmission system 30 can be fixed to the second speed rather than the third speed. The speed at which the gear is fixed when the control of which of the solenoid valves 311 to 315 is stopped (closed) is predetermined in design. Therefore, only any solenoid valve 315 is fixed in an open state without stopping the control, and thus the limp home mode can be shifted to a limp home mode in which the solenoid valve is fixed to any gear.
(3) Flow chart
Fig. 6 shows a flowchart of the monitoring process in the present embodiment. This monitoring process is executed at the timing when the power supply of the electronic control device 10 is turned on. Further, it is then appropriately performed before shifting to the limp-home mode or before turning off the power supply of the electronic control device 10.
First, the monitoring unit 12 outputs a monitoring signal M1 to the microcomputer 11 to monitor the behavior of the microcomputer 11 (SP 1). Then, the monitoring unit 12 determines whether the microcomputer 11 is operating normally based on the presence or absence of the response signal M11 (SP 2).
When the determination at step SP2 is negative (SP 2: no), the monitoring unit 12 determines that the microcomputer 11 is operating abnormally and generates the shutoff signal F2. Then, the current flowing through the solenoid valve 31 is shut off by the shut-off signal F2 (SP 3). At this time, the monitoring unit 12 may output the monitoring result signal R1 to the logic circuit 18 as shown in fig. 3.
The monitoring unit 12 also stops the power supply control of the power supply control circuit 13 and also stops the control operation of the throttle valve 21 of the throttle valve control circuit 14 in order to automatically prevent a failure in the engine system 20. As a result, the electronic control device 10 shifts to the limp home mode (SP 4), and ends the present process.
On the other hand, when an affirmative result is obtained in the determination at step SP2 (SP 2: yes), the monitoring unit 12 determines that the microcomputer 11 is operating normally.
Next, the microcomputer 11 monitors the actual behavior of the solenoid valve 31 by the sensor (SP 5), and determines whether or not the solenoid valve 31 is operating normally based on the actual behavior of the solenoid valve 31 from the sensor and the behavior of the solenoid valve 31 indicated by the control signal S1 (SP 6).
When an affirmative result is obtained in the judgment of step SP6 (SP 6: YES), the microcomputer 11 judges that the electromagnetic valve 31 is normally operated. Then, in this case, the monitoring process proceeds to step SP 1.
On the other hand, if a negative result is obtained in the determination at step SP6 (SP 6: no), the microcomputer 11 determines that the electromagnetic valve 31 is operating abnormally and generates the shutoff signal F1. Then, the current flowing through the solenoid valve 31 is shut off by the shut-off signal F1 (SP 7).
Further, the microcomputer 11 stops the power supply control of the power supply control circuit 13 and also stops the control operation of the throttle valve 21 of the throttle valve control circuit 14 in order to realize the fail-safe also with respect to the engine system 20. As a result, the electronic control device 10 shifts to the limp home mode (SP 4), and ends the present process.
(4) Effects obtained by the present embodiment
As described above, according to the present embodiment, in addition to the single microcomputer 11 automatically controlling the operations of the engine system 20 and the transmission system 30 in a fail-safe manner, when the single monitoring unit 12 senses an abnormal operation of the microcomputer 11, the monitoring unit 12 also automatically controls the operations of the engine system 20 and the transmission system 30 in a fail-safe manner, and therefore, it is possible to reliably control the operations of both the engine system 20 and the transmission system 30 in a fail-safe manner by a simple circuit configuration in which only 1 monitoring unit 12 is added to the integrated electronic control device 10.
Description of reference numerals
10 … electronic control device, 11 … microcomputer, 12 … monitoring part, 13 … power supply control circuit, 14 … throttle control circuit, 15 … electromagnetic valve control circuit, 16 … OR circuit, 17 … current cut-off circuit, 18 … logic circuit, 20 … engine system, 21 … throttle valve, 30 … transmission system, 31 … electromagnetic valve, S1 … control signal, S11 … control stop signal, M1 … monitoring signal, M11 … response signal, F1 and F2 … cut-off signal.
Claims (7)
1. An electronic control device of a unified type (10) in which a single microcomputer (11) controls the operations of both an engine system (20) and a transmission system (30), the device being characterized in that,
a single monitoring unit (12) for monitoring the operation of the microcomputer (11),
the monitoring section (12) automatically controls the operations of both the engine system (20) and the transmission system (30) in a fail-safe manner when sensing an abnormal operation of the microcomputer (11).
2. The electronic control device according to claim 1,
when the monitoring unit (12) senses an abnormal operation of the microcomputer (11), the monitoring unit cuts off the power supply to the engine system (20) and also cuts off the power supply to the transmission system (30), thereby automatically controlling the operations of both the engine system (20) and the transmission system (30) in a fail-safe manner.
3. The electronic control device according to claim 2,
when the monitoring unit (12) senses an abnormal operation of the microcomputer (11), the monitoring unit stops a control operation of a first control circuit (14) that controls an operation of the engine system (20), thereby automatically controlling the operation of the engine system (20) in a fail-safe manner.
4. The electronic control device according to claim 3,
when the monitoring unit (12) senses an abnormal operation of the microcomputer (11), the monitoring unit stops a control operation of a second control circuit (15) that controls an operation of the transmission system (30), thereby automatically controlling the operation of the transmission system (30) in a fail-safe manner.
5. The electronic control device according to claim 4,
a logic circuit (18), wherein the logic circuit (18) inputs a control signal (S1) from the microcomputer (11) and a monitoring result signal (R1) from the monitoring unit (12),
the logic circuit (18) controls the operation of the second control circuit (15) based on the control signal (S1) in the case where the monitoring result signal (R1) indicates a normal operation of the microcomputer (11),
when the monitoring result signal (R1) indicates an abnormal operation of the microcomputer (11), the control operation of the second control circuit (15) is stopped, and the operation of the transmission system (30) is controlled so as to automatically prevent a failure.
6. The electronic control device according to claim 1,
the microcomputer (11) monitors the operation of the engine system (20) and the transmission system (30), and automatically controls the operation of both the engine system (20) and the transmission system (30) in a fail-safe manner when an abnormal operation of either system (20, 30) is sensed.
7. An electronic control method of an electronic control apparatus (10) of a unified type that controls operations of both an engine system (20) and a transmission system (30) by a single microcomputer (11), the method being characterized in that,
a single monitoring unit (12) for monitoring the operation of the microcomputer (11) is provided with:
a first step of sensing an abnormal operation of the microcomputer (11); and
a second step of controlling the operation of both the engine system (20) and the transmission system (30) automatically against malfunction.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-095335 | 2016-05-11 | ||
| JP2016095335A JP6753691B2 (en) | 2016-05-11 | 2016-05-11 | Electronic control unit and electronic control method |
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| CN107366581A CN107366581A (en) | 2017-11-21 |
| CN107366581B true CN107366581B (en) | 2022-03-04 |
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| JP7251469B2 (en) * | 2019-12-26 | 2023-04-04 | 株式会社デンソー | electronic controller |
| JP7294217B2 (en) | 2020-04-03 | 2023-06-20 | トヨタ自動車株式会社 | Vehicle program update system |
| CN113062978B (en) * | 2021-03-17 | 2023-04-21 | 陕西法士特齿轮有限责任公司 | Control system and control method for AT transmission limp-home function |
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Also Published As
| Publication number | Publication date |
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| JP2017202738A (en) | 2017-11-16 |
| CN107366581A (en) | 2017-11-21 |
| JP6753691B2 (en) | 2020-09-09 |
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