JP2001350516A - Fault diagnostic device for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fault diagnostic device for an automobile which can improve the safety of traffic, driver and passengers by lowering the probability of occurrence of a secondary accident by diagnosing the occurrence of trouble to a vehicle having been damaged by a collision and taking adequate countermeasures. SOLUTION: This device is equipped with a detecting means which is mounted on an automobile and detects vehicle collision acceleration, a 1st control means which judges the damage state of the vehicle from the impact force applied to the vehicle according to the information detected by the detecting means and outputs a control signal, a 2nd control means which actuates a previously stored control program according to the control signal outputted by the 1st control means, and a 3rd control means which is enabled to send and receive information to and from the 2nd control means and performs various electronic control over the automobile; and the 3rd control means is equipped with a self-diagnosing function for trouble occurrence and previously stores at least more than one self-diagnosing program to be actuated with the instruction from the 2nd control means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for diagnosing a failure of a vehicle for securing the safety of traffic and occupants, and more particularly, to ensuring safety for diagnosing the occurrence of a failure in a vehicle damaged by collision and appropriately coping with the failure. It is about the system.

[0002]

When a car accident occurs while driving a car, the user tends to judge the degree of damage to the vehicle only by appearance. for that reason,
Regardless of the true damage condition of the vehicle, when it is determined that the vehicle can be driven, the vehicle often runs by itself and drives to a maintenance shop or home. However, a vehicle damaged by an accident, even if it is capable of self-driving, has an inherent possibility of a secondary accident occurring in its electric and mechanical systems and has a road failure on its way. It is often the case that it wakes up and hinders other traffic.

[0003] Therefore, sensors,
Various self-diagnosis functions for diagnosing an abnormality in an actuator system have been proposed. For example, in Japanese Patent Application Laid-Open No. 08-95601, a slip control CPU is monitored by an airbag control CPU, and when one or both of the two CPUs fail,
In case of failure of one or both external devices attached to the PU, in order to prevent malfunctions, the functions are supplemented or the surviving parts are utilized to ensure the best possible operation and process properly. A failure handling method is described. However, such a conventional self-diagnosis function does not determine whether self-propelling is possible after a collision is detected.
It cannot be said that the safety of vehicles and occupants after a collision is sufficiently ensured. Japanese Patent Application Laid-Open No. H11-280515 discloses a control device that controls an internal combustion engine according to the degree of vehicle failure after a vehicle collision by detecting that a vehicle has been impacted from an airbag deployment signal. Is disclosed. However, the airbag and the side airbag do not operate at the time of an impact at a predetermined acceleration or less, at the time of a rear-end collision, or at the time of rollover / overturn. In addition, the airbag, at the time of side collision, and the side airbag,
Since it does not operate at the time of a head-on collision, it is not sufficient to determine whether or not the vehicle has been damaged by the impact only by the presence or absence of the airbag deployment signal.

Accordingly, the present invention has been made to solve the above-described problems of the conventional self-diagnosis function of a vehicle, and it is intended to surely detect an impact applied to the vehicle and to solve the problem. By diagnosing the failure of a vehicle damaged by a collision and taking appropriate measures, it is possible to reduce the possibility of occurrence of a secondary accident and improve the safety of traffic and occupants. An object of the present invention is to provide a failure diagnosis device.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention is directed to a detecting means for detecting a vehicle collision acceleration mounted on an automobile, and a method for adding to a vehicle based on information detected by the detecting means. A first control means for judging a damage state of the vehicle from the magnitude of the impact force and outputting a control signal, and a control program stored and stored in advance based on the control signal output from the first control means. A second control means for causing the second control means to transmit and receive information to and from the second control means, and a third control means for executing various electronic controls of the vehicle. The control means is provided with a self-diagnosis function at the time of occurrence of a malfunction, and at least one or more self-diagnosis programs activated by an instruction from the second control means are stored and stored in advance. And wherein the are.

The detecting means is an airbag system control sensor and an acceleration sensor mounted on an automobile,
When the airbag system control sensor detects a vehicle collision acceleration that rapidly inflates the airbag, or
When the acceleration sensor detects an impact acceleration equal to or greater than a set value, the control signal is output from the first control means to the second control means.

[0007] The impact acceleration as a preset value set in the acceleration sensor is set to be equal to or less than a vehicle collision acceleration at which the airbag system control sensor rapidly inflates the airbag.

The detecting means includes an inclination sensor mounted on an automobile. When the inclination sensor detects an inclination angle equal to or more than a set value, the first control means sends the second control means A control signal is output.

The control program stored and stored in the second control means controls and controls the self-diagnosis function and the self-diagnosis program of the third control means so as to diagnose the failure of the automobile, determine whether or not the vehicle can run, and determine the optimum condition. It is characterized in that various kinds of vehicle control such as determination and determination of proper limp home control are performed.

At least one of the self-diagnosis programs stored in the third control means is started by the second control means when the vehicle collision acceleration is detected and the vehicle speed is zero. It is characterized by the following.

At least one of the self-diagnosis programs stored in the third control means is activated by the second control means when a vehicle collision acceleration is detected and the vehicle speed is zero. After the diagnosis, the vehicle is started by the second control means when the vehicle starts running again.

[0012] The self-diagnosis program stored in the third control means performs a failure diagnosis and a determination as to whether traveling can be continued or not, which may be worsened due to deterioration over time during traveling of the vehicle.

The second control means receives a diagnosis result from the third control means by a communication means, and restricts or shuts off a traveling function of the vehicle in accordance with a determination as to whether the vehicle can travel or not and a failure state. A request is made to the power plant control means, which is a part of the third control means, by the communication means, and the request is implemented.

The second control means and the third control means store information as to whether or not the failure diagnosis has been normally completed, and ensure that the self-diagnosis program of the third control means is executed. Features.

[0015] The second control means stores the limp home control mode determined based on the failure diagnosis result from the third control means in a storage means. Vehicle control according to the present invention is always performed.

While the self-diagnosis program is being executed by the third control means, a fail-safe state is maintained by the second control means.

Immediately after the self-diagnosis program of the second control means and the third control means ends, the normal control function of the third control means is shut off.

The second and third control means execute a harness system check relating to the actuator during the failure diagnosis before checking the operation of the actuator. The operation check to be performed is canceled.

The second and third control means are characterized in that the self-diagnosis program of the third control means periodically identifies a failure state when the vehicle runs after a collision.

The second and third control means automatically turns on the hazard based on the result of the failure diagnosis.

The second and third control means perform a failure diagnosis of a hazard drive system harness before the automatic lighting operation of the hazard.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a block diagram showing the configuration of an automobile failure diagnosis apparatus according to the present invention.
FIG. 4 is a flowchart for explaining the operation processing of the failure diagnosis device in FIG.

As shown in FIG. 1, a failure diagnosis device 1 according to the present invention includes a collision detection unit 2, an airbag system control ECU.
3, a failure diagnosis ECU 4 after a collision, a bus 5, various electronic control system ECUs (hereinafter, referred to as control ECUs) 6, and the like.

The collision detecting section 2 is composed of various sensors such as an airbag sensor, an acceleration sensor, and a tilt sensor, and detects the deceleration of the vehicle at the time of a collision, and the magnitude of the impact force applied to the vehicle from all directions. Is output to the airbag system control ECU 3 as information data, and the leaning state of the vehicle is determined by the airbag system control ECU 3.
Is output to This makes it possible to cope not only with a frontal collision, but also with a lateral collision or a rearward collision, an acceleration of a composite collision of these, a vehicle rollover, or a rollover.

The airbag system control ECU 3 determines the damage state of the vehicle from the magnitude of the impact force applied to the front of the vehicle based on the information data from the collision detection unit 2,
The operation and non-operation of an airbag system (not shown) for rapidly inflating the airbag are determined and executed, and when the airbag system is activated, the impact sensor which is not in the airbag system but the acceleration sensor exceeds a predetermined value. If the acceleration is detected, or if the inclination sensor detects a vehicle inclination angle equal to or larger than a predetermined value, a control signal for starting the program after collision is output to the failure diagnosis ECU 4 after collision. . In addition, the impact acceleration as a preset value set in the acceleration sensor is set to be equal to or less than a vehicle collision acceleration preset in order for the airbag sensor to rapidly inflate the airbag.

The post-collision failure diagnosis ECU 4 stores therein a collision failure diagnosis program for controlling the failure diagnosis of a vehicle after a collision, and includes a CAN (controller area network) data bus. As described above, instructions, control information, information data, and the like are exchanged between the control ECUs 6 via the intercommunicatable bus 5. Normally, the crash failure diagnosis ECU 4 is in a sleep mode (power saving mode), and is set so that a crash failure diagnosis program is started by a control signal from the airbag system control ECU 3. When the crash failure diagnosis program is started by the crash failure diagnosis ECU 4, the control ECUs 6 operate according to the program in accordance with the preset conditions. From a failure diagnosis function 1 as a diagnosis function to a failure diagnosis function 2 as a special self-diagnosis program after a collision,
3 to positively identify the damaged state of the vehicle. The diagnosis result is provided to the occupant, and optimal limp home control and regulation or restriction of the traveling function are executed according to the damage state.

Each control E for executing various vehicle electronic controls
First, the CU 6 is provided with an engine control ECU 7 for controlling fuel injection control, ignition timing control, idle rotation speed control, knock control, and the like, and a transmission control ECU 8 for power transmission system control for power train control. Furthermore, a suspension control ECU as a vehicle control for controlling operations such as "running, turning, and stopping", which is the basis of vehicle suspension and running.
9, steering control ECU10, brake control ECU
11 and the like, and an image display device 12
And a body control ECU 14 for controlling the operation of the hazard 13 and the like.

The failure diagnosis function 1 is a self-diagnosis function for diagnosing an abnormality of a general sensor or actuator system. The failure diagnosis function 1 has a fail-safe function for judging a failure and avoiding a limit state of the vehicle. ing.

The failure diagnosis function 2, which cannot be performed during normal running, includes a failure diagnosis EC after collision which confirms that the vehicle has stopped after a collision.
The failure diagnosis function 1 is set so as to be immediately switched by the control signal from the U4. For example, the diagnosis is performed in a system operation state that cannot be realized by the forced drive of the actuator or the normal control, and , And the most appropriate limp home control mode is selected and executed from among a plurality of limp home control modes stored and stored in accordance with the failure state. At this time, each control ECU 6 is operated with a fail-safe function such as interrupting or inhibiting normal control.

Further, after a collision, a part which cannot be specified without actually driving, for example, a mechanical failure of the steering or brake control system and a failure state with the passage of time are specified only when the vehicle is stopped and then restarted. The operation is continuously performed during the limp home control by switching to the failure diagnosis function 3 set to operate.

Next, the fault diagnosis control of the fault diagnosis device 1 will be described with reference to the flowcharts of FIGS.
As shown in FIG. 2, in step 100, first, based on the information data of the airbag sensor of the collision detection unit,
The airbag system control ECU 3 determines whether the airbag operation collision acceleration is detected. Here, when the airbag operation collision acceleration is detected, the operation of the airbag system control ECU is controlled so as to rapidly inflate the airbag, and the process proceeds to step 103. If the airbag operation collision acceleration is not detected, the process proceeds to step 101, where it is determined whether the acceleration sensor has detected an impact acceleration equal to or greater than a set value. If an impact acceleration equal to or greater than the set value is detected, the process proceeds to step 103; otherwise, the process proceeds to step 102. In step 102, it is determined whether or not the tilt sensor has detected a tilt angle equal to or greater than a set value. If detected, the process proceeds to step 103;
The process returns to repeat steps 100 to 102. In step 103, a collision accident occurrence signal is output to the failure diagnosis ECU 4 after collision.

The post-collision failure diagnosis ECU 4, which receives the collision accident occurrence signal from the airbag system control ECU 3,
The stored post-collision program is started (step 104), and the occurrence of an accident is distributed to each control ECU 6 via the bus 5 (step 105). Then, each control EC that has received the information on the occurrence of the accident from the failure diagnosis ECU 4 after the collision
In U6, a timer for mutually monitoring the function with the post-collision failure diagnosis ECU 4 is set (step 10).
6) Next, a failure diagnosis function 1 provided in each ECU.
, The ECU function, the system function and the communication function CHECK to be performed are started (step 10).
7). At this time, the transmission control ECU 8 and the brake control ECU 11 are preset so as to always communicate the obtained vehicle speed information to the post-collision failure diagnosis ECU 4.

In step 108, it is determined whether or not there is a reply from each control ECU 6 within a predetermined time.
If it is determined by the CU 4 and there is no reply, the process proceeds to step 109. If there is a reply, the process proceeds to step 1
Move to 10. Step 109 shows the fail-safe function of the vehicle when mutual information transmission is impossible between the failure diagnosis ECU 4 and each control ECU 6 for some reason or when a functional defect is found in each control ECU 6, For example, the limp home control mode in a case where there is a communication failure with the steering control ECU 10 or the brake control ECU 11 or a case where there is a communication failure with other ECUs is determined. In step 110, the post-collision failure diagnosis E
The CU 4 receives the result of the diagnosis performed in step 107 from each control ECU 6, and proceeds to step 109 when an abnormality is found. On the other hand, if there is no abnormality, the routine proceeds to step 111, where the post-collision failure diagnosis ECU 4 determines from the vehicle speed information from the transmission control ECU 8 or the brake control ECU 11 whether the vehicle speed is 0, that is, whether or not the vehicle is in a stopped state. ,
If the vehicle speed is not 0, step 111 is repeatedly executed. If the vehicle speed is determined to be 0, step 112
To request the control ECUs 6 to start the failure diagnosis function 2 after collision, and to execute the failure diagnosis EC after collision.
A flag for performing a mutual CHECK between the U4 and each control ECU 6 to determine whether the failure diagnosis function 2 has been normally completed is set in the non-volatile memory of the post-collision failure diagnosis ECU 4 (step 113).

Thereafter, the post-collision failure diagnosis ECU 4 displays a warning on the image display device 12 that the post-collision failure diagnosis is being performed to the body control ECU 14 (step 114). Further, each control ECU 6 determines whether a request to start the failure diagnosis function 2 is received from the post-collision failure diagnosis ECU 4 within a predetermined time from the reception of the collision occurrence signal (step 115). Moves to step 116, skips the execution of the failure diagnosis function 2, sets a flag indicating that the diagnosis has not been performed in the nonvolatile memory, and notifies the post-collision failure diagnosis ECU 4 with:
Without transmitting the diagnosis result, all the controls are shut off and the process ends (step 117). As a result, after-crash failure diagnosis EC
U4 can recognize which control ECU could not normally execute the failure diagnosis function 2 after collision. On the other hand, if each of the control ECUs 6 requests the start of the failure diagnosis function 2 from the post-collision failure diagnosis ECU 4 within a predetermined time, the process proceeds to step 118 to start the failure diagnosis function 2 and to perform the normal control function of the system. Is stopped and the fail-safe state is maintained. In addition, a flag for use in determining whether the failure diagnosis function 2 has functioned normally is set in the nonvolatile memory (step 119). This flag is cleared when the failure diagnosis function 2 is normally performed and the diagnosis result is transmitted to the failure diagnosis ECU 4 after collision.

Thereafter, the process proceeds to step 120, in which each control ECU 6 executes a CHECK of the harness system of the actuator to execute a diagnosis in a system operation state that cannot be realized by the forced driving of the actuator or normal control, and the abnormality is detected. If there is, the process proceeds to step 121, in which the forced drive mode of the actuator related to the harness, that is, the active diagnosis is skipped, and the damage diagnosis other than the failed part is executed.
Move to The diagnosis result stored in the non-volatile memory of each control ECU 6 in step 123 is transmitted to the failure diagnosis ECU 4 after collision (step 124), and the flag set in each control ECU 6 is reset (step 125). ). This makes it possible to recognize that the post-collision diagnosis function 2 has been completed normally.

In the next step 126, the post-collision failure diagnosis ECU 4 determines whether or not the diagnosis result from each of the control ECUs 6 has been received within a predetermined time set in advance. Is executed. On the other hand, if the vehicle has been successfully received, the process proceeds to step 127, in which the post-collision failure diagnosis ECU 4 executes a comprehensive vehicle damage diagnosis, and determines an optimal limp home control mode according to the degree of vehicle damage caused by the collision accident. At the same time, the vehicle control mode executed according to the optimum mode is set. On this occasion,
Each control ECU 6 has a fail-safe function such as interrupting or inhibiting normal control.

Thereafter, the routine proceeds to step 128, where the after-collision failure diagnosis ECU 4 determines whether or not to automatically light the hazard. If it is determined that the hazard is to be turned on, the process proceeds to step 129 where the body control ECU 14 determines whether or not there is a failure in the harness of the hazard system. If there is no abnormality, the process proceeds to step 130 and proceeds to step 130. Then, the process proceeds to step 131.

In step 131, the result of the comprehensive damage diagnosis of the vehicle is stored and stored in the non-volatile memory of the post-collision failure diagnosis ECU 4, and among the control ECUs 6,
For the system in which the post-collision failure diagnosis has been normally completed, the flag set in step 131 is cleared.
This allows the post-collision failure diagnosis ECU 4 to recognize which system of the control ECUs 6 could not perform the post-collision diagnosis. Then, step 13
The process proceeds to 2 to display the vehicle total damage diagnosis result on the image display device 12 to provide information to the occupants. Here, the post-collision failure diagnosis function 2 ends. In addition, each control ECU 6
Is held until the ignition is turned off as shown in step 118. Therefore, the vehicle cannot be started unless the ignition is turned on again.

Here, the processing when the ignition is turned off once (step 133) and turned on again (step 134) will be described. When the ignition is turned on again, an initial CHECK of the post-collision failure diagnosis ECU 4 and each control ECU 6 is started in step 135.

Next, the routine proceeds to step 136, where it is confirmed from the flags set in the post-collision failure diagnosis ECU 4 and the respective control ECUs 6 whether or not each control system has normally executed and ended the post-collision failure diagnosis function 2. . In order to enable the cross CHECK, the post-collision failure diagnosis ECU 4 and each control E
A flag is set in both the CU 6 and each control EC.
If there is a flag in U6 where the post-collision failure diagnosis function 2 has not been normally performed, this is determined by the post-collision failure diagnosis EC.
Notify by sending to U4. The system which is recognized that the diagnosis has not been performed normally in either one of them is performed in step 13.
7, the fault diagnosis function 2 of the corresponding control ECU is executed, and the process proceeds to step 138.
If it is determined in step 38 that the diagnosis has been completed normally, the corresponding control ECU clears the flag set in step 116 or 119 in order to indicate that the diagnosis has been completed normally. Transition. On the other hand, in step 136, each control ECU 6
The ECU determined that there is no abnormality in step 14
When the diagnostic result of all the other control ECUs 6 that are executing the failure diagnostic function 2 is completed (step 141), the routine proceeds to step 142. If it is determined in step 136 that there is no system whose execution has not been completed normally,
Move to 42.

In step 139, the failure diagnosis result is transmitted from each control ECU 6 to the post-collision failure diagnosis ECU 4.
The post-collision failure diagnosis ECU 4 performs the comprehensive judgment of the diagnosis result in step 127 and reconstructs the vehicle control judgment from the newly obtained failure diagnosis result, and shuts off and outputs the traveling function according to the degree of damage of the vehicle. By requesting the power plant control ECUs 7 and 8 to restrict, limp home control of the vehicle after the collision is realized (step 142). The results of the failure diagnosis are displayed on the image display device 12 to provide information to the occupant (step 143). At this time, in step 136, if the subsequent failure diagnosis function 2 is normally terminated in the system for which the flag is set, the post-collision failure diagnosis ECU 4 clears the flag relating to the control ECU set in step 113. I do. Note that, at this time, a vehicle control determination when a diagnosis result is not obtained from each control ECU 6 due to a communication abnormality or the like is also included. The comprehensive diagnosis result of the failure is stored and stored in a non-volatile memory of the post-collision failure diagnosis ECU 4, and the limp home control and the failure can be performed regardless of the number of times the ignition is turned on and off unless the ignition is erased by an external erasing means. The setting is made so that the diagnosis of the incomplete part of the diagnosis function 2 is continued.

In step 144, it is determined whether the vehicle speed is 0. If the vehicle speed is 0, step 144
Are repeatedly determined, and when the vehicle speed is not 0, it is determined that the vehicle is running and the process proceeds to step 145. In step 145, each control ECU 6 is switched to execute the traveling failure diagnosis function 3 stored and stored. In the traveling failure diagnosis function 3, for example, a mechanical system of a brake control system such as a system that deteriorates with time such as leakage of cooling water or leakage of brake fluid that cannot be specified without actually traveling, a steering system, or the like. The identification of the failure state such as a failure is continuously performed during the limp home control (step 146).

The new diagnosis result comprehensively determined by the post-collision failure diagnosis ECU 4 is displayed on the image display device 12, and the comprehensive determination of the vehicle and the result are stored in the non-volatile memory to reconstruct the vehicle control determination. Then, a new limp home control is performed. Here, when a fatal failure is found (step 147), the control of the vehicle running cutoff is performed as the final limp home control, and the vehicle is gradually shifted to the stop state (step 148). The traveling-time failure diagnosis function 3 is performed until the vehicle stops and the ignition is turned off. The next traveling after the ignition is turned on is set so that the result of the traveling-time failure diagnosis function 3 is previously reflected. I have.

The fault diagnostic apparatus 1 of the present invention having such a configuration.
According to the present invention, since the collision failure diagnosis program is set to be started by a control signal from the airbag system control ECU 3, the impact force for operating the airbag system and the impact force from behind are applied to the vehicle body. Or an abnormal inclination of the vehicle is reliably detected. When the crash failure diagnosis program is started in the crash failure diagnosis ECU 4 based on the detection result, each control ECU 6 stores and stores the crash failure diagnosis program in accordance with the crash failure diagnosis program. Since it is set so that the failure diagnosis function 1 as a normal self-diagnosis function can be switched to the failure diagnosis function 2 as a special self-diagnosis program after a collision, the damage state of the vehicle is positively identified and processed. In addition, deterioration over time of the mechanical system, electric system, and the like at the time of re-running after a collision can be continuously performed during vehicle running by activating the running-time fault diagnosis function 3 instead of the failure diagnosis function 2. Since the diagnosis is set to be executed, the damage state of the vehicle can be sequentially grasped by the failure diagnosis ECU 4 after collision. Further, the failure diagnosis result obtained by the post-collision failure diagnosis program of the post-collision failure diagnosis ECU 4 is provided to the occupant via the image display device 12, and is based on the damage state of the vehicle based on the failure diagnosis result. Optimal limp home control can be performed.

[0045]

As described above, according to the vehicle failure diagnosis apparatus of the present invention, it is possible to detect that a failure has occurred in a vehicle damaged by a collision, and to perform a failure diagnosis function program which cannot be performed during normal driving. Is provided, the failure diagnosis of the vehicle after the collision can be actively performed to identify the failure. Furthermore, by performing the optimal control of each vehicle control system based on the failure diagnosis result, it is possible to reduce the possibility of occurrence of a secondary accident, thereby improving traffic and occupant safety. It becomes possible.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of an automobile failure diagnosis device according to the present invention.

FIG. 2 is a flowchart illustrating an operation process of the failure diagnosis device in FIG. 1;

FIG. 3 is a flowchart illustrating an operation process of the failure diagnosis device in FIG. 1;

FIG. 4 is a flowchart illustrating an operation process of the failure diagnosis device in FIG. 1;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Failure diagnosis apparatus 2 Collision detection part 3 Airbag system control ECU 4 Failure diagnosis ECU after collision 5 Bus 6 Various electric control ECUs

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02D 29/02 F02D 29/02 K 5H223 G01M 17/007 G05B 9/02 A G05B 9/02 G01M 17/00 J F term (Ref.) EE06 EE29

Claims (17)

[Claims] A detecting means mounted on an automobile for detecting a vehicle collision acceleration; and a control signal for judging a damage state of the vehicle from a magnitude of an impact force applied to the vehicle based on information detected by the detecting means. A first control means for outputting a control signal; a second control means for activating a control program stored and stored in advance based on a control signal output from the first control means; And third control means for executing various electronic controls of the vehicle, and the third control means is provided with a self-diagnosis function when a failure occurs. And a self-diagnosis program activated by an instruction from the second control means is stored and stored in advance at least one or more. 2. When the detecting means is an airbag system control sensor and an acceleration sensor mounted on an automobile, and the airbag system control sensor detects a vehicle collision acceleration for rapidly inflating the airbag, Alternatively, when the acceleration sensor detects an impact acceleration equal to or more than a set value, the control signal is output from the first control means to the second control means. The failure diagnosis device for a vehicle according to the above. 3. An impact acceleration as a preset value set in the acceleration sensor is set to be equal to or less than a vehicle collision acceleration at which the airbag system control sensor rapidly inflates the airbag. The vehicle failure diagnosis device according to claim 2. 4. The detecting means includes an inclination sensor mounted on an automobile. When the inclination sensor detects an inclination angle equal to or greater than a set value, the first control means sends a signal to the second control means. 3. The apparatus according to claim 2, wherein the control signal is output. 5. A control program stored in said second control means controls and controls a self-diagnosis function and a self-diagnosis program of said third control means to diagnose a failure of said vehicle and to judge whether or not it is possible to travel. 2. The apparatus for diagnosing a failure of an automobile according to claim 1, wherein various types of vehicle control such as determination and determination of optimal limp home control are performed. 6. At least one of the self-diagnosis programs stored in the third control means is activated by the second control means when a vehicle collision acceleration is detected and the vehicle speed is zero. 2. The apparatus for diagnosing a failure of an automobile according to claim 1, wherein 7. At least one of the self-diagnosis programs stored in the third control means is activated by the second control means when the vehicle collision acceleration is detected and the vehicle speed is zero. The apparatus according to claim 1, wherein the second control unit is activated when the vehicle starts running again after the diagnosis is performed. 8. The self-diagnosis program stored and stored in the third control means executes a failure diagnosis and a determination as to whether or not to continue driving, which may be in a worse state due to deterioration over time during driving of the vehicle. The automobile failure diagnosis apparatus according to claim 7, wherein 9. The second control means receives a diagnosis result from the third control means by a communication means, and restricts or restricts a traveling function of the vehicle according to a determination as to whether or not the vehicle can travel and a failure state. 6. The apparatus for diagnosing a failure of an automobile according to claim 5, wherein the shutdown is requested by a communication unit to a power plant control unit which is a part of the third control unit, and is executed. 10. The second control means and the third control means store information as to whether or not the failure diagnosis has been normally completed, and securely execute the self-diagnosis program of the third control means. The vehicle fault diagnosis apparatus according to claim 5, wherein: 11. The second control means stores a limp home control mode determined based on a failure diagnosis result from the third control means in a storage means, and after the failure diagnosis, the limp home control mode 6. The apparatus according to claim 5, wherein the vehicle control according to the control mode is always performed. 12. The vehicle according to claim 5, wherein a fail-safe state is maintained by the second control means while the self-diagnosis program is being executed by the third control means. Fault diagnosis device. 13. Immediately after the completion of the self-diagnosis program of the second control means and the third control means, the third control means
6. The apparatus for diagnosing a failure of an automobile according to claim 5, wherein a normal control function of said control means is interrupted. 14. The second and third control means performs a harness-related check related to the actuator during a failure diagnosis before checking the operation of the actuator,
The apparatus according to claim 5, wherein the operation check related to the actuator is canceled when a failure is found. 15. The method according to claim 15, wherein the second control means and the third control means periodically identify a failure state when the vehicle runs after a collision by a self-diagnosis program of the third control means. The vehicle failure diagnosis device according to claim 5. 16. The vehicle failure diagnosis apparatus according to claim 5, wherein said second and third control means automatically turns on a hazard based on a failure diagnosis result. 17. The apparatus according to claim 16, wherein the second and third control means perform a failure diagnosis of a hazard drive system harness before the automatic lighting operation of the hazard.
The vehicle failure diagnosis device according to claim 1.