JP2006335157A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system for safely maintaining a vehicle in an abnormal situation. <P>SOLUTION: This vehicle control system 1 is configured of a by-wire system 3 having an actuator 30 for changing a vehicle status and a plurality of by-wire control circuits 12 and 13 for electrically controlling the actuator 30 according to the change instruction of a vehicle status by a vehicle passenger, a monitor control means constituted of control circuits 10 and 11 different from the plurality of by-wire control circuits 12 and 13 for monitoring the by-wire system 3, that is, a monitor control means for discriminating a normal by-wire control circuit from an abnormal by-wire control circuit based on circuit information to be individually received from the plurality of by-wire control circuits 12 and 13 and a permitting/inhibiting means 40 for permitting the control of the actuator 30 by the normal by-wire control circuit, and for inhibiting the control of the actuator 30 by the abnormal by-wire control circuit when receiving a control instruction from the monitor control means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control system including a by-wire system.

  In the field of vehicle control, a by-wire system has been proposed in which an actuator that changes a vehicle state is electrically controlled by a by-wire control circuit in accordance with a command from a vehicle occupant. For example, a drive-by-wire system (see Patent Document 1) that changes the throttle opening of the engine according to a command from the vehicle occupant, a shift-by-wire system (see Patent Document 2) that changes the range of an automatic transmission according to the command, and a vehicle according to the command This is a steer-by-wire system (see Patent Document 3) that changes the turning angle of the steered wheels.

JP 2005-133624 A JP 2004-230952 A JP 2004-268754 A

  In the drive-by-wire system described above, even if the actuator achieves a throttle opening that is contrary to the vehicle occupant's intention (hereinafter referred to simply as “occupant's intention”) due to an abnormality in the by-wire control circuit, the engine With this mechanical mechanism, a minimum throttle opening can be secured to prevent sudden engine stall.

On the other hand, in the above shift-by-wire system, if the actuator fixes the range of the automatic transmission to a range that is against the occupant's intention due to an abnormality in the by-wire control circuit, the vehicle may travel in a state that violates that intention. . Similarly, in the above steer-by-wire system, if the actuator fixes the turning angle of the steered wheels to an angle contrary to the intention of the vehicle occupant due to an abnormality in the by-wire control circuit, the vehicle may run in that state. is there.
The present invention has been made in view of these problems, and an object of the present invention is to provide a vehicle control system that keeps the vehicle safe in the event of an abnormality.

Since the monitoring control means for monitoring the by-wire system in the invention according to claim 1 identifies a normal by-wire control circuit and an abnormal by-wire control circuit based on circuit information individually received from a plurality of by-wire control circuits, The identification can be performed accurately.
According to a first aspect of the present invention, the permission / refusal means of the invention receives a control command from the monitoring control means that performed the identification, permits actuator control by a normal by-wire control circuit, and performs actuator control by an abnormal by-wire control circuit. Ban. Therefore, the vehicle state according to the occupant's intention is correctly realized by the actuator control by the normal by-wire control circuit while avoiding the situation where the vehicle state contrary to the occupant's intention is realized because the abnormal by-wire control circuit controlled the actuator. be able to.

Further, in the first aspect of the invention, a normal monitoring control means comprising a control circuit different from the by-wire control circuit in which an abnormality has occurred gives a control command to the permission / refusal means, and the permission / rejection means performs the actuator control permission / rejection operation. Therefore, the reliability of the permit operation is increased.
According to the first aspect of the present invention, it is possible to keep the vehicle safe by preventing the vehicle state from changing against the passenger's intention due to an abnormality in the by-wire control circuit.

  The permission / refusal means of the invention described in claim 2 receives the control command from the monitoring control means and electrically disconnects between the abnormal by-wire control circuit and the actuator, so that the actuator control by the abnormal by-wire control circuit is performed. It can be stopped reliably.

  According to a third aspect of the present invention, each of the by-wire control circuits controls a corresponding driving unit among a plurality of driving units that individually generate a driving force in the actuator to change the vehicle state through an individual energization path. Therefore, even when an abnormality occurs in an arbitrary drive unit, the vehicle state can be changed by the remaining normal drive units, so that the reliability of the actuator becomes high.

  Since the by-wire control circuit according to the invention described in claim 4 detects abnormality of the corresponding drive unit among the plurality of drive units, it transmits abnormality information representing the abnormal drive unit to the monitoring control means. The means can confirm the presence of the abnormal drive unit. In addition, since the monitoring control means gives a control command for prohibiting the control of the abnormal drive unit indicated by the abnormal information to the permission / rejection means, the abnormal drive unit has performed an operation different from the control command from the by-wire control circuit, so The situation where the contrary vehicle state is realized can be avoided.

  Each of the by-wire control circuits according to the fifth aspect of the present invention controls a plurality of the same driving units that individually generate driving force in the actuator and change the vehicle state. Therefore, even when an abnormality occurs in an arbitrary drive unit, the vehicle state can be changed by the remaining normal drive units, so that the reliability of the actuator becomes high.

  According to a sixth aspect of the present invention, the by-wire control circuit detects an abnormality of at least one energization drive system among a plurality of energization drive systems including a plurality of drive units and a plurality of energization paths for energizing the drive units. In this case, since the abnormality information representing the abnormal energization drive system is transmitted to the monitoring control means, the monitoring control means can confirm the presence of the abnormal energization drive system. In addition, the monitoring control means gives the control means for prohibiting the control of the drive unit through the abnormal energization drive system represented by the received abnormality information to the permission / rejection means, so that the operation different from the control command from the by-wire control circuit is performed. Since the driving unit is implemented, it is possible to avoid a situation in which a vehicle state contrary to the passenger's intention is realized.

  According to a seventh aspect of the present invention, the by-wire control circuit detects an abnormality in at least one energization drive system among a plurality of energization drive systems including a plurality of drive units and a plurality of energization paths for energizing the drive units. In this case, abnormal information representing the abnormal energization drive system is transmitted to another by-wire control circuit. Thereby, each by-wire control circuit can confirm not only an abnormality of the energization drive system used for energization but also an abnormality of the energization drive system used by other by-wire control circuits for energization. Further, the by-wire control circuit according to claim 7 determines an energization drive system that permits use based on the abnormality information acquired by itself and the abnormality information received from another by-wire control circuit, and the permitted energization drive system Is sent to the monitoring control means. The monitoring control means permits the control by the normal by-wire control circuit among the drive unit control through the permission energization drive system represented by the determination result, and prohibits the control other than the permission control among the control of the plurality of drive units. To do. As a result, neither drive unit control by an abnormal by-wire control circuit nor drive unit control through an abnormal energization drive system is performed, so that high reliability and high vehicle safety can be obtained.

  The monitoring control means of the invention according to claim 8 is a reference information that is a reference information in the monitoring of the by-wire system and is obtained by comparing the reference information acquired by itself with the circuit information received from each by-wire control circuit. The normality of each of these by-wire control circuits is determined. In this way, by comparing a plurality of pieces of information acquired separately for the normal / abnormal determination target element and the normal / abnormal determination execution element, the determination accuracy of the normal / abnormality is increased.

  According to the invention described in claim 9, since the circuit information and the reference information include the target state information representing the vehicle state targeted based on the change command, the target state information in the circuit information and the reference information in the reference information are included. The discrepancy with the target state information is an index indicating abnormality of the by-wire control circuit. Therefore, the supervisory control means can reliably find an abnormal by-wire control circuit by comparing the target state information in each circuit information with the target state information in the reference information.

  In a tenth aspect of the present invention, a plurality of by-wire control circuits and a monitoring control unit are connected in parallel to a command input unit that receives a change command from a vehicle occupant and outputs a signal corresponding to the change command. As a result, each of the by-wire control circuits and the monitoring control means can directly receive the output signal from the command input means and accurately acquire the target state information based on the command of the vehicle occupant. In addition, each by-wire control circuit and monitoring control unit that realizes such direct signal reception performs target state information acquisition processing as compared with the case where the output signal from the command input unit is received via another control circuit. Can be done quickly. Therefore, according to the seventh aspect of the present invention, when an abnormality occurs in the by-wire control circuit, the abnormality can be quickly found and the actuator can be quickly permitted or rejected.

  When the by-wire control circuit confirms a mismatch between the circuit information and the reference information received from the other by-wire control circuit and the monitoring control means, and the circuit information acquired by itself, the by-wire control circuit that has confirmed the mismatch There is a high possibility that it is abnormal. Therefore, each of the by-wire control circuits according to the eleventh aspect of the invention confirms a mismatch between the circuit information and the reference information received from the other by-wire control circuit and the monitoring control means, and the circuit information acquired by itself. Then, the control of the actuator is stopped. According to such an invention, the action of stopping the actuator control by the by-wire control circuit itself and the action of prohibiting the actuator control by the permission / refusal means are combined, and the vehicle state change against the occupant's intention due to the circuit abnormality is caused. It can be surely prevented.

The monitoring control means may include an engine control circuit for electrically controlling the engine of the vehicle, for example, as in the invention described in claim 12. In this configuration, the monitoring control means controls the fuel injection amount by the fuel injection device or the electronic throttle system when the abnormality of the system is confirmed by monitoring the by-wire system as in the invention described in claim 13, for example. The engine may be controlled by adjusting the throttle opening (the intake air amount of the engine) by the engine to reduce the engine torque or stop the engine. Since the traveling vehicle slows down due to such a decrease in engine torque or engine stop, sufficient vehicle safety is ensured when the by-wire system is abnormal.
For example, the “engine” may be an internal combustion engine, an electric motor, or a hybrid engine that combines an internal combustion engine and an electric motor.

  The monitoring control means may include an automatic transmission control circuit that electrically controls switching means for switching a friction element to be fastened in the automatic transmission of the vehicle, for example, as in the invention described in claim 14. In this configuration, the monitoring control means controls the switching means to realize the neutral range when the abnormality of the system is confirmed by monitoring the by-wire system, for example, as in the invention described in claim 15. It is also possible to realize a state in which the driving force generated in is not transmitted to the wheels. Since the travel range contrary to the occupant's intention is not realized by the engagement of the friction element, the vehicle can be stopped when the by-wire system is abnormal to ensure sufficient vehicle safety.

  Furthermore, the monitoring control means may include a brake control circuit for electrically controlling the operating means for operating the brake of the vehicle, as in the invention described in claim 16, for example. In this configuration, the monitoring control means controls the operation means to operate the brake of the vehicle when the abnormality of the system is confirmed by monitoring the by-wire system, for example, as in the invention described in claim 17. There may be. Since the running vehicle slows down due to the operation of such a brake, the vehicle safety is sufficiently ensured when the by-wire system is abnormal.

  In the invention according to claim 18, the by-wire system is a shift-by-wire system in which an actuator that mechanically drives a range switching mechanism that changes a range of an automatic transmission is electrically controlled by a by-wire control circuit in accordance with a range change command. It is. According to such an invention, it is possible to keep the vehicle safe by preventing the automatic transmission range from being fixed to a range contrary to the occupant's intention due to an abnormality in the by-wire control circuit.

  In the invention according to claim 19, in the by-wire system, the actuator that mechanically drives the turning angle changing means for changing the turning angle of the turning wheel of the vehicle is electrically operated by the by-wire control circuit in accordance with the turning angle change command. Steer-by-wire system controlled by According to such an invention, it is possible to prevent the turning angle of the steered wheels from being fixed at an angle contrary to the intention of the passenger due to an abnormality in the by-wire control circuit, and to keep the vehicle safe.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the following description, “electronic control unit” is abbreviated as “ECU”.
(First embodiment)
FIG. 1 shows a vehicle control system 1 according to a first embodiment of the present invention. A vehicle control system 1 mounted on a vehicle includes an automatic transmission control system 2, a shift-by-wire system 3, an engine control system 4, a notification device 5, and the like.

  The automatic transmission control system 2 and the engine control system 4 each have one ECU 10 and 11, and the shift-by-wire system 3 has two ECUs 12 and 13. The ECUs 10 to 13 of these systems 2 to 4 are electric circuits mainly composed of a microcomputer, and are electrically or optically connected to each other via an in-vehicle LAN line 17. In the following description, “ECU 10 of automatic transmission control system 2” is “automatic transmission ECU 10”, “ECUs 12 and 13 of shift-by-wire system 3” are “by-wire ECUs 12 and 13”, and “ECU 11 of engine control system 4”. Is referred to as “engine ECU 11”.

  The automatic transmission control system 2 includes a hydraulic circuit 21 that drives the automatic transmission 20 of the vehicle with hydraulic pressure to change the range and gear position of the automatic transmission 20. The automatic transmission 20 includes a forward (D) range and a reverse (R) range as travel ranges, a parking (P) range and a neutral (N) range as non-travel ranges, and the like. The manual valve 22 realizes a range corresponding to the moving position of the spool. Further, the automatic transmission 20 includes a plurality of friction elements that are fastened in any range, and each of these friction elements is driven in the hydraulic circuit 21 according to the output hydraulic pressure of the corresponding electromagnetic valve 23. Here, electrical components such as a plurality of electromagnetic valves 23 in the hydraulic circuit 21 are electrically connected to the automatic transmission ECU 10. Thus, the automatic transmission ECU 10 switches the friction element to be engaged by electrically controlling the output hydraulic pressure of each electromagnetic valve 23. In particular, in the present embodiment, the hydraulic circuit 21 employs a configuration in which the N range is realized by switching and controlling the engagement state of the corresponding friction element by the output hydraulic pressure of the predetermined electromagnetic valve 23 without depending on the position of the manual valve 22. is doing. In the following description, control for realizing the N range by controlling the engagement state of the friction element by controlling the electromagnetic valve 23 without depending on the position of the manual valve 22 is referred to as “N range control”.

  The shift-by-wire system 3 includes an actuator 30 and a conversion mechanism 31 that drive the manual valve 22 of the automatic transmission control system 2. The electromagnetically driven actuator 30 includes an electric motor 32, a speed reduction mechanism 33, a rotation angle sensor 34, and the like. The electric motor 32 has two drive portions 35 and 36 that individually generate a rotational drive force on its output shaft, and the reliability of the actuator 30 is enhanced. Here, each drive unit 35, 36 is configured by connecting a plurality of coils arranged in the rotation direction, and is excited in accordance with energization from the corresponding by-wire ECUs 12, 13, thereby generating a rotational drive force. . The speed reduction mechanism 33 increases the rotational driving force generated on the output shaft of the electric motor 32 and outputs it to the conversion mechanism 31 side. The conversion mechanism 31 controls the position of the manual valve 22 by converting the rotational driving force output from the speed reduction mechanism 33 into a linear driving force. As described above, the range of the automatic transmission 20 can be controlled according to the rotation angle of the electric motor 32.

  The rotation angle sensor 34, the range sensor 39 of the conversion mechanism 31, and the selector sensor 38 of the vehicle range selector 37 are electrically connected to both the by-wire ECUs 12 and 13. Here, the rotation angle sensor 34 is composed of, for example, a rotary encoder, and detects the rotation angle of the output shaft of the electric motor 32 and outputs the detection signal to each of the by-wire ECUs 12 and 13. As described above, since the range of the automatic transmission 20 changes according to the rotation angle of the electric motor 32, the rotation angle detected by the rotation angle sensor 34 indirectly corresponds to the actual range realized by the automatic transmission 20. It represents. The range sensor 39 detects the actual range based on, for example, the rotation angle of the input shaft of the conversion mechanism 31, the output shaft of the conversion mechanism 31 or the spool movement position of the manual valve 22, and the detection signal is sent to each of the bi-wire ECUs 12, 13. Output to. The selector sensor 38 detects a range command value input by a vehicle occupant operating a range selector 37 such as a lever type or a button type, and outputs a detection signal to each of the by-wire ECUs 12 and 13. As described above, the by-wire ECUs 12 and 13 that receive the detection signals from the sensors 34, 39, and 38 can individually control the energization of the corresponding drive units 35 and 36 based on the detection signals. In this embodiment, the selector sensor 38 is also electrically connected to the automatic transmission ECU 10, and the automatic transmission ECU 10 directly receives the detection signal of the selector sensor 38. On the other hand, the automatic transmission ECU 10 receives the detection signals from the rotation angle sensor 34 and the range sensor 39 from one or both of the by-wire ECUs 12 and 13 through the in-vehicle LAN line 17.

  The shift-by-wire system 3 further includes a switching device 40 including a plurality of flip-flops. The switching device 40 is provided across the energization paths 41 and 42 that connect between the by-wire ECUs 12 and 13 and the corresponding drive units 35 and 36, and individually opens and closes the energization paths 41 and 42. Accordingly, the switching device 40 closes the energization paths 41 and 42 to electrically connect the by-wire ECUs 12 and 13 and the driving units 35 and 36 on both ends of the path, and thereby connects the driving units 35 and 36 by the by-wire ECUs 12 and 13. The energization control to 36 is permitted. On the other hand, the switching device 40 opens the current-carrying paths 41 and 42 to electrically disconnect between the by-wire ECUs 12 and 13 and the driving units 35 and 36 at both ends of the path, and the driving unit by the by-wire ECUs 12 and 13. The energization control to 35 and 36 is prohibited. In addition, each energization path | route 41 and 42 is comprised from the number of wiring according to the number of phases (coil terminal number) of the drive parts 35 and 36, for example, the switching apparatus 40 of this embodiment is each energization path | route 41, 42 is configured to be able to open and close all the wirings forming 42 simultaneously.

  Further, the automatic transmission ECU 10 is electrically connected to the switching device 40. As a result, the automatic transmission ECU 10 electrically controls opening and closing of the energization paths 41 and 42 by the switching device 40. Therefore, the automatic transmission ECU 10 permits or prohibits the energization control of the drive units 35 and 36 by the by-wire ECUs 12 and 13 by giving the switching device 40 a close control command or an open control command of the energization paths 41 and 42. can do.

  As shown in FIG. 1, in the present embodiment, the components 12, 13, 30, 31, and 40 of the shift-by-wire system 3 are separated from each other, thereby increasing the degree of freedom of arrangement of these components in the vehicle. Yes. On the other hand, for example, as shown in FIG. 2, the by-wire ECUs 12 and 13, the actuator 30, and the switching device 40 may be integrated by being housed in the same casing 48, or as shown in FIG. 3. You may integrate each by-wire ECU12,13 and the switching apparatus 40 by accommodating in the same housing | casing 49. FIG. By integrating a plurality of components of the shift-by-wire system 3 in this way, the assembling property of these components to the vehicle is improved.

  As shown in FIG. 1, the engine ECU 11 constituting the engine control system 4 is electrically connected to a throttle device 51 and a fuel injection valve 52 of a vehicle engine 50 and an accelerator device 53 of the vehicle. Here, the throttle device 51 adjusts the throttle opening in the intake passage of the engine 50. The fuel injection valve 52 adjusts the fuel injection amount to the intake pipe or cylinder of the engine 50. The accelerator device 53 outputs a signal representing the amount of operation of the accelerator pedal of the vehicle to the engine ECU 11. With such a configuration, the engine ECU 11 electrically controls the throttle device 51 and the fuel injection valve 52 according to the operation of the accelerator pedal by the vehicle occupant, thereby adjusting the engine torque. The engine ECU 11 also has an automatic control function for controlling the throttle device 51 and the fuel injection valve 52 without depending on the operation of the accelerator pedal.

  The notification device 5 is electrically or optically connected to the in-vehicle LAN line 17. The notification device 5 receives a command from another electrical component connected to the in-vehicle LAN line 17 and notifies a vehicle occupant of a predetermined vehicle state according to the command. The notification of the vehicle state may be performed, for example, by display on the instrument panel of the vehicle, may be performed by emitting sound from the vehicle speaker, or may be performed by both display and sound. .

  Next, a first change control flow executed by the first buy-wire ECU 12 in order to change the range of the automatic transmission 20 will be described. The first change control flow starts when the ignition switch of the vehicle is turned on by the vehicle occupant and ends when the ignition switch is turned off by the vehicle occupant.

  In step S11 of the first change control flow shown in FIG. 4, the first buy-wire ECU 12 determines whether or not an abnormality of the first drive unit 35 has been detected. At this time, the first buy-wire ECU 12 gives a switching control command of the energization path 41 to the switching device 40 by, for example, a control command to the automatic transmission ECU 10, so that the drive unit is based on the energization state of the first drive unit 35. 35 abnormalities are determined. As a result, when an affirmative determination is made, the first buy-wire ECU 12 transmits first abnormality information indicating that the abnormal drive unit is the first drive unit 35 to the automatic transmission ECU 10 in step S12.

  When a negative determination is made in step S11, or after the completion of the execution of step S12, the first buy-wire ECU 12 determines the presence or absence of a range change command from the vehicle occupant based on the detection signal of the selector sensor 38 in step S13. As a result, when a negative determination is made, the first buy-wire ECU 12 re-executes step S11. On the other hand, when an affirmative determination is made in step S13, the first buy-wire ECU 12 determines whether or not the range change is permitted in step S14. At this time, the first buy-wire ECU 12 of the present embodiment permits the range change when the vehicle is stopped and the brake of the vehicle is confirmed based on detection signals such as the vehicle speed and the brake state, for example. Judgment is made. If not, the range change prohibition judgment is made.

  When an affirmative determination is made in step S14, the first buy-wire ECU 12 acquires first circuit information for causing the automatic transmission ECU 10 to monitor itself in step S15. Specifically, the first circuit information includes the current actual range of step S15, the target range in accordance with the range change command confirmed in step S13, and the target rotation direction of the electric motor 32 (hereinafter referred to as “target rotation direction of the electric motor 32”). "Is simply referred to as" target rotation direction "). Here, the actual range is acquired based on the detection signals of the rotation angle sensor 34 and the range sensor 39, and the target range is acquired based on the detection signal of the selector sensor 38. Further, the target rotation direction is acquired based on the actual range and the target range acquired as described above.

  The first by-wire ECU 12 transmits the first circuit information acquired in step S15 to the second by-wire ECU 13 and the automatic transmission ECU 10 in the subsequent step S16. Thereafter, in step S17, it is determined whether or not the second circuit information and the reference information are received within the set time from the second buy-wire ECU 13 and the automatic transmission ECU 10, respectively. Here, the second circuit information awaiting reception from the second by-wire ECU 13 includes the actual range, the target range, and the target rotation direction acquired by the second by-wire ECU 13 in step S35 of the second change control flow to be described later. . Further, the reference information waiting for reception from the automatic transmission ECU 10 includes an actual range, a target range, and a target rotation direction acquired by the automatic transmission ECU 10 in step S61 of the monitoring control flow described later.

  When a negative determination is made in step S17, the first buy-wire ECU 12 re-executes step S11. On the other hand, when an affirmative determination is made in step S17, the first buy-wire ECU 12 executes the determination process of steps S18 and S19. Specifically, in step S18, the first buy-wire ECU 12 compares the first circuit information acquired in step S15 with the received second circuit information in step S17, and determines whether or not the information completely matches. . In step S19, the first buy-wire ECU 12 compares the first circuit information acquired in step S15 with the reference information received in step S17, and determines whether or not the information completely matches. In the present embodiment, the complete information match means that the actual ranges in the comparison target information match, the target ranges in the comparison target information match, and the target rotation directions in the comparison target information match. To do.

  If an affirmative determination is made in either step S18 or S19, the first buy-wire ECU 12 performs feedback control of energization to the first drive unit 35 so that the actual range matches the target range in step S20. After realizing the change, step S11 is executed again. On the other hand, if a negative determination is made in both steps S18 and S19, that is, if the first circuit information is inconsistent with both the second circuit information and the reference information, the first buy-wire ECU 12 is assumed to be abnormal. In step S21, the notification device 5 is controlled to notify the vehicle occupant of the occurrence of an abnormality.

  The flow in the case where an affirmative determination is made in step S14 has been described above. On the other hand, if a negative determination is made in step S14, that is, if a range change prohibition determination is made, the first buy-wire ECU 12 controls the notification device 5 in step S22, so that the vehicle state changes the range. Notify the vehicle occupant that the vehicle is prohibited.

Next, a second change control flow executed by the second by-wire ECU 13 to change the range of the automatic transmission 20 will be described. Similar to the first change control flow, this second change control flow starts and ends as the ignition switch is turned on and off.
As shown in FIG. 5, in the second change control flow, the second buy-wire ECU 13 changes the “first drive unit 35” and “first abnormality information” to the “second drive unit 36” and “second abnormality information”, respectively. The first change control except for the change point, the relationship between the “first by-wire ECU 12” and the “second by-wire ECU 13” and the relationship between the “first circuit information” and the “second circuit information” are reversed. Steps S31 to S42 having contents in accordance with steps S11 to S22 of the flow are executed.

  Next, a monitoring control flow performed by the automatic transmission ECU 10 for monitoring the shift-by-wire system 3 will be described. Similar to the first change control flow, this monitoring flow starts and ends with the turning on and off of the ignition switch. In the following description, “energization control to the first drive unit 35 by the first by-wire ECU 12” and “energization control to the second drive unit 36 by the second by-wire ECU 13” are respectively referred to as “first drive unit control”. And “second drive unit control”.

  In step S51 of the monitoring control flow shown in FIG. 6, the automatic transmission ECU 10 determines whether or not the first abnormality information is received from the first buy-wire ECU 12. As a result, when an affirmative determination is made, the automatic transmission ECU 10 prohibits the first drive unit control by giving an opening control command for the first energization path 41 to the switching device 40 in step S52. In subsequent step S53, the automatic transmission ECU 10 controls the notification device 5 to notify the vehicle occupant of the occurrence of an abnormality. Further, in the subsequent step S54, the automatic transmission ECU 10 instructs the engine ECU 11 to reduce the engine torque by the throttle device 51 and the fuel injection valve 52. In step S54, for example, the engine torque is reduced so that the engine speed is equal to or lower than the idling speed or less than the set rotational speed, or so that the engine 50 is stopped.

  If a negative determination is made in step S51, or after the completion of execution of step S54, the automatic transmission ECU 10 determines whether or not the second abnormality information is received from the second by-wire ECU 13 in step S55. As a result, when an affirmative determination is made, the automatic transmission ECU 10 prohibits the second drive unit control by giving an opening control command for the second energization path 42 to the switching device 40 in step S56. Subsequently, the automatic transmission ECU 10 executes steps S57 and S58 having contents similar to those of steps S53 and S54.

  If a negative determination is made in step S55, or after the completion of execution of step S58, the automatic transmission ECU 10 uses the detection signal of the selector sensor 38 as a detection signal of the range change command from the vehicle occupant in step S59 as shown in FIG. Judgment based on. As a result, when a negative determination is made, the automatic transmission ECU 10 re-executes step S51. On the other hand, when an affirmative determination is made in step S59, the automatic transmission ECU 10 executes step S60 having the same contents as step S14 of the first change control flow.

  If an affirmative determination is made in step S60, the automatic transmission ECU 10 acquires reference information that serves as a reference in monitoring the shift-by-wire system 3 in step S61. Specifically, the reference information includes the actual range at the time of execution of step S61, the target range in accordance with the range change command confirmed in step S59, and the target rotation direction. Here, the actual range, the target range, and the target rotation direction are acquired in the same manner as in step S15 of the first change control flow.

  The automatic transmission ECU 10 transmits the reference information acquired in step S61 to the first and second by-wire ECUs 12 and 13 in the subsequent step S62. Thereafter, in step S63, it is determined whether or not the first and second circuit information is received from the first and second by-wire ECUs 12 and 13, respectively, within the set time. As a result, when a negative determination is made, the automatic transmission ECU 10 re-executes step S51. On the other hand, if an affirmative determination is made in step S63, the automatic transmission ECU 10 compares the reference information acquired in step S61 with the first circuit information received in step S63 in step S64, and the information is completely It is determined whether or not they match.

  When an affirmative determination is made in step S64, the automatic transmission ECU 10 determines that the first buy-wire ECU 12 is normal, and gives a closing control command for the first energization path 41 to the switching device 40 in step S65 to provide the first drive unit. Allow control. At this time, the automatic transmission ECU 10 according to the present embodiment is configured to prohibit the second drive unit control by giving an opening control command for the second energization path 42 to the switching device 40. Thereafter, in step S66, the automatic transmission ECU 10 compares the reference information acquired in step S61 with the received second circuit information in step S63, and determines whether or not the information completely matches. As a result, when a negative determination is made, the automatic transmission ECU 10 executes steps S67 and S68 having contents similar to the above-described steps S53 and S54 while prohibiting the second drive unit control because the second by-wire ECU 13 is abnormal. Then, step S51 is re-executed. On the other hand, if an affirmative determination is made in step S66, the automatic transmission ECU 10 re-executes step S51 without executing steps S67 and S68.

  The flow in the case where an affirmative determination is made in step S64 is as described above. However, if a negative determination is made in step S64, the automatic transmission ECU 10 executes step S69 having contents similar to those in step S66. As a result, when an affirmative determination is made, the automatic transmission ECU 10 determines that the second buy-wire ECU 13 is normal but the first buy-wire ECU 12 is abnormal, and in step S70, the first energization path 41 opening control command and the first A closing control command for the two energization paths 42 is given to the switching device 40 to prohibit and permit the first and second drive unit controls, respectively. Subsequently, the automatic transmission ECU 10 executes Steps S71 and S72 having the same contents as Steps S53 and S54, and then executes Step S51 again. On the other hand, if a negative determination is made in step S69, the automatic transmission ECU 10 compares the first circuit information received in step S63 with the second circuit information in step S73, and whether the information completely matches. Determine whether or not.

  If an affirmative determination is made in step S73, the automatic transmission ECU 10 assumes that there is an abnormality in itself, and executes step S74 having the same contents as step S53, and then re-executes step S51. On the other hand, when a negative determination is made in step S73, the automatic transmission ECU 10 executes step S76 after executing step S75 having the same contents as step S53, assuming that both the by-wire ECUs 12 and 13 are abnormal. In this step S76, the automatic transmission ECU 10 performs the N range control by directly controlling the corresponding electromagnetic valve 23 for the N range control. At the same time, the automatic transmission ECU 10 instructs the engine ECU 11 to reduce the engine torque by the throttle device 51 and the fuel injection valve 52.

  The flow when the positive determination is made in step S60 has been described above. On the other hand, when a negative determination is made, that is, when a range change prohibition determination is made, the automatic transmission ECU 10 executes step S77 having contents similar to step S22 of the first change control flow.

  According to the first embodiment described so far, the automatic transmission ECU 10 identifies a normal by-wire ECU and an abnormal by-wire ECU among the two by-wire ECUs 12 and 13. Here, the positive / abnormal identification is made by referring to the actual range, target range and target rotation direction determined by the automatic transmission ECU 10 as reference information, and the actual range, target range and target rotation direction determined by each of the by-wire ECUs 12 and 13 as circuit information. This is done by contrast. Therefore, the automatic transmission ECU 10 can correctly identify the abnormalities of the ECUs 10, 12, and 13 by capturing an event in which the judgment of each of the by-wire ECUs 12 and 13 is different from its own judgment. Moreover, the automatic transmission ECU 10 can electrically control the switching device 40 after the abnormality is identified, thereby permitting the drive unit control by the normal by-wire ECU and prohibiting the drive unit control by the abnormal by-wire ECU. Therefore, according to the first embodiment in which such permission / rejection operation is performed, driving by a normal by-wire ECU while avoiding a situation in which a range contrary to the occupant's intention is realized as a result of the drive unit control by the abnormal by-wire ECU. The range according to the passenger's intention can be set by the section control.

  Further, the automatic transmission ECU 10 can identify an abnormal drive unit in which an abnormality has occurred among the two drive units 35 and 36 based on the abnormality information received from each of the by-wire ECUs 12 and 13. In addition, the automatic transmission ECU 10 can prohibit the control of the abnormal drive unit by electrically controlling the switching device 40 after the abnormal drive unit is identified. Therefore, it is possible to avoid a situation in which the abnormal drive unit performs an operation different from the control command and a range contrary to the passenger's intention is realized.

Furthermore, the automatic transmission ECU 10 performs an operation for reducing the engine torque when any abnormality of the by-wire ECUs 12 and 13 and the drive units 35 and 36 is confirmed. Therefore, when an abnormality occurs in any of the components 12, 13, 35, and 36 of the system 3 while the vehicle is running, the vehicle can be slowed down. Further, when the abnormality of both the by-wire ECUs 12 and 13 is confirmed, the automatic transmission ECU 10 performs N range control in addition to the engine torque reduction operation. Therefore, when both of the by-wire ECUs 12 and 13 break down during traveling of the vehicle, the vehicle can be stopped without causing a range change contrary to the passenger's intention.
Since the above-described abnormal action such as permission / rejection operation is performed according to the control of the normal ECU 10, which is a separate circuit from the ECUs 12 and 13 of the abnormal system 3, the reliability of the abnormal action is reliable. high.

Further, in the first embodiment, the first buy-wire ECU 12 has confirmed a mismatch between both the second circuit information and the reference information received from the second buy-wire ECU 13 and the automatic transmission ECU 10 and the first circuit information acquired by itself. In this case, step S20 of the first change control flow is not executed. Similarly, when the second buy-wire ECU 13 confirms a mismatch between both the first circuit information and the reference information received from the first buy-wire ECU 12 and the automatic transmission ECU 10, and the second circuit information acquired by itself, Step S40 of the two-change control flow is not executed. That is, when each of the by-wire ECUs 12 and 13 has its own acquired information different from the acquired information of the other two, the drive unit control for realizing the range change is canceled by itself. The situation where the range contrary to the passenger's intention is realized due to the abnormality can be avoided.
As described above, according to the first embodiment, when the shift-by-wire system 3 is abnormal, it is possible to prevent the range from changing against the passenger's intention, and to further suppress vehicle travel as necessary. We can keep safety enough.

  In addition, in the first embodiment, a selector sensor 38 that inputs a range change command by a vehicle occupant and outputs a signal corresponding to the change command is connected to both the by-wire ECUs 12 and 13 and the automatic transmission ECU 10. Yes. That is, in the first embodiment, it can be considered that the ECUs 10, 12, and 13 are connected in parallel to the selector sensor 38. Therefore, the automatic transmission ECU 10 sets the target range in step S61 of the monitoring control flow, the first by-wire ECU 12 in step S15 of the first change control flow, and the second by-wire ECU 13 sets the target range in step S35 of the second change control flow. Accurate and quick acquisition is possible. Therefore, when the shift-by-wire system 3 is abnormal, it is possible to quickly confirm the abnormality and take appropriate measures such as the above-described permission / denial operation. Further, by shortening the time required for checking the abnormality, when the system 3 is normal, the response to the range change command becomes faster and a good range change feeling can be given to the vehicle occupant. Moreover, the by-wire ECUs 12 and 13 that directly receive the detection signal from the selector sensor 38 can control the actuator 30 and realize the range change without depending on the ECU 10 when the automatic transmission ECU 10 fails.

  As described above, in the first embodiment, the range of the automatic transmission 20 corresponds to the “vehicle state” described in the claims, and the by-wire ECUs 12 and 13 correspond to the “plurality of by-wire control circuits” described in the claims. The switching device 40 corresponds to the “permission / rejection means” described in the claims. In the first embodiment, the engine ECU 11 and the automatic transmission ECU 10 each correspond to a “control circuit different from the by-wire control circuit” recited in the claims, and the ECUs 11 and 10 jointly claim The “monitoring control means” described in the range is configured. Further, in the first embodiment, the engine ECU 11 corresponds to the “engine control circuit” recited in the claims, and the automatic transmission ECU 10 corresponds to the “automatic transmission control circuit” recited in the claims. . In the first embodiment, the range selector 37 having the selector sensor 38 corresponds to “command input means” recited in the claims, and the plurality of solenoid valves 23 includes “switching means” recited in the claims. The manual valve 22 corresponds to a “range switching mechanism” described in the claims.

(Second embodiment)
As shown in FIG. 8, the second embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by attaching the same reference numerals. .
In the second embodiment, a brake control system 100 is provided. The ECU 101 of the brake control system 100 is mainly composed of a microcomputer and is electrically or optically connected to the in-vehicle LAN line 17. The brake actuation device 102 of the brake control system 100 is mechanically or electrically connected to the brake operation member of the vehicle, and activates the brake of the vehicle according to the operation of the brake operation member by the vehicle occupant. Further, the brake operation device 102 is also electrically connected to the ECU 101, and by following the electrical control of the ECU 101, it is possible to realize a brake operation that does not depend on the operation of the brake operation member. In the following description, “ECU 101 of brake control system 100” is referred to as “brake ECU 101”.

  In the second embodiment having such a configuration, the automatic transmission ECU 10 executes a monitoring control flow as shown in FIGS. Specifically, the automatic transmission ECU 10 executes steps S101 to S127 which are the same as those in the first embodiment except for steps S104, S108, S118, S122, and S126, which are characteristic of the present embodiment. Here, the automatic transmission ECU 10 in steps S104, S108, S118, and S122 instructs the brake ECU 101 to operate the brake by the brake operating device 102 in addition to instructing the engine ECU 11 to lower the engine torque. In step S126, the automatic transmission ECU 10 controls the corresponding N-range control solenoid valve 23 to perform the N-range control, and instructs the engine ECU 11 to reduce the engine torque. Commands the ECU 101.

  As described above, according to the second embodiment, the automatic transmission ECU 10 that has confirmed the abnormality of the shift-by-wire system 3 operates the brake in addition to the decrease in the engine torque or the decrease in the engine torque and the N range control. . Therefore, when an abnormality occurs while the vehicle is running, the vehicle can be surely slowed down to keep its safety higher.

  As described above, in the second embodiment, the automatic transmission ECU 10, the engine ECU 11, and the brake ECU 101 each correspond to “a control circuit different from the by-wire control circuit” recited in the claims, and the ECUs 10, 11, 101 are jointly used. Thus, the “monitoring control means” described in the claims is configured. In the second embodiment, the brake operation device 102 corresponds to an “operation means” described in the claims, and the brake ECU 101 corresponds to a “brake control circuit” described in the claims.

(Third embodiment)
As shown in FIG. 11, the third embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by attaching the same reference numerals. .
In the third embodiment, the engine ECU 11 is electrically connected to the switching device 40 instead of the automatic transmission ECU 10, and the engine ECU 11 electrically controls opening and closing of the energization paths 41 and 42 by the switching device 40. . Therefore, the engine ECU 11 can permit or prohibit the first and second drive unit controls by giving the switching device 40 a closing control command or an opening control command for the energization paths 41 and 42.

  In the third embodiment having such a configuration, the first and second buy-wire ECUs 12 and 13 are configured such that “automatic transmission ECU 10” is changed to “engine ECU 11” as shown in FIG. 12 (example of first change control flow). Then, the first and second change control flows having the same contents as the first embodiment are executed.

  In the third embodiment, the engine ECU 11 executes the monitoring control flow as shown in FIGS. 13 and 14. Specifically, the engine ECU 11 executes steps S151 to S177 having contents similar to those of the first embodiment except for steps S154, S158, S168, S172, and S176 characteristic of the present embodiment. Here, the engine ECU 11 in steps S154, S158, S168, and S172 directly controls the throttle device 51 and the fuel injection valve 52 of the engine 50 to reduce the engine torque. In step S176, the engine ECU 11 instructs the automatic transmission ECU 10 to execute the N range control by the electromagnetic valve 23, and controls the engine 50 to reduce the engine torque.

According to the third embodiment as described above, appropriate abnormality handling is performed according to the control of each ECU 11 to 13 that has confirmed the abnormality of the shift-by-wire system 3, so that the vehicle safety can be maintained at a high level. .
Further, the ECU for controlling the engine, which is the power source of the vehicle, generally takes in vehicle state information such as the vehicle speed and the brake state. Therefore, the engine ECU 11 also uses such vehicle state information in, for example, step S160 of the monitoring control flow. be able to. Therefore, it is possible to prevent an increase in cost caused by the addition of an electric circuit or the like for acquiring vehicle state information.

(Fourth embodiment)
As shown in FIG. 15, the fourth embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by attaching the same reference numerals. .
In the fourth embodiment, an integrated ECU 200 that is configured mainly with a microcomputer and controls the vehicle in an integrated manner is electrically or optically connected to the in-vehicle LAN line 17.

  In the fourth embodiment, an integrated ECU 200 is electrically connected to the switching device 40 instead of the automatic transmission ECU 10, and the integrated ECU 200 electrically controls opening and closing of the energization paths 41 and 42 by the switching device 40. To do. Therefore, the integrated ECU 200 can permit or prohibit the first and second drive unit controls by giving the switching device 40 a closing control command or an opening control command for the energization paths 41 and 42.

  In the fourth embodiment having the above-described configuration, the first and second buy-wire ECUs 12 and 13 change the “automatic transmission ECU 10” to the “integrated ECU 200” as shown in FIG. 16 (example of first change control flow). Except for, the first and second change control flows having the same contents as in the first embodiment are performed.

In the fourth embodiment, the integrated ECU 200 performs the monitoring control flow. Specifically, the integrated ECU 200 executes steps S201 to S225 and S227 having contents similar to those in steps S51 to S75 and S77 of the first embodiment, and executes step S226 characteristic of the present embodiment. Therefore, step S226 will be described below with reference to FIG. 17 showing steps S209 to S227, and description of other steps and illustration of steps S201 to S208 will be omitted.
In step S226, the integrated ECU 200 commands the automatic transmission ECU 10 to execute the N range control by the electromagnetic valve 23, and commands the engine ECU 11 to decrease the engine torque.

According to the fourth embodiment as described above, appropriate abnormality handling is performed according to the control of each ECU 200, 12, 13 that has confirmed the abnormality of the shift-by-wire system 3, so that vehicle safety is maintained at a high level. Can do.
As described above, in the fourth embodiment, the integrated ECU 200, the automatic transmission ECU 10, and the engine ECU 11 correspond to the “control circuit different from the by-wire control circuit” recited in the claims, and the ECUs 200, 10, and 11 Thus, the “monitoring control means” described in the claims is configured.

(Fifth embodiment)
As shown in FIG. 18, the fifth embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by attaching the same reference numerals. .
In the fifth embodiment, the selector sensor 38 is not connected to the by-wire ECUs 12 and 13 and is connected only to the automatic transmission ECU 10. That is, in the fourth embodiment in which the ECUs 10 and 12 are interconnected via the in-vehicle LAN line 17, it can be considered that the ECUs 10 and 12 are connected in series to the selector sensor 38 in this order. Similarly, in the fourth embodiment in which the ECUs 10 and 13 are interconnected via the in-vehicle LAN line 17, it can be considered that the ECUs 10 and 13 are connected in series to the selector sensor 38 in this order.

  In the fifth embodiment having such a configuration, the first buy-wire ECU 12 uses a detection signal received from the selector sensor 38 through the automatic transmission ECU 10 in steps S13, S15, and S20 of the first change control flow. Similarly, the detection signal received by the second by-wire ECU 13 from the selector sensor 38 through the automatic transmission ECU 10 is used in steps S33, S35, and S40 of the second change control flow. Therefore, according to the fifth embodiment, vehicle safety can be maintained as in the first embodiment.

(Sixth embodiment)
As shown in FIG. 19, the sixth embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by providing the same reference numerals. .
In the sixth embodiment, the electric motor 32 is provided with only one drive unit. Each of the by-wire ECUs 12 and 13 is electrically connected to the drive unit 250 via individual energization paths 41 and 42, and each of the by-wire ECUs 12 and 13 individually controls energization to the same drive unit 250. Implementation is possible.

  In the sixth embodiment having such a configuration, the first buy-wire ECU 12 executes a first change control flow as shown in FIG. Specifically, the first buy-wire ECU 12 executes Steps S231 to S237, S239, and S240 having contents similar to Steps S13 to S19, S21, and S22 of the first embodiment, and executes Step S238 that is characteristic of the present embodiment. To do. In other words, in step S238, the first buy-wire ECU 12 feedback-controls energization to the drive unit 250 so that the actual range matches the target range, and after changing the range, re-executes step S231.

  Similarly, in the sixth embodiment, as shown in FIG. 21, the second by-wire ECU 13 performs steps S251 to S257 and S259 having contents similar to steps S33 to S39, S41, and S42 of the first embodiment as a second change control flow. , S260 and step S258 characteristic of the present embodiment are executed. That is, in step S258, the second by-wire ECU 13 implements the range change by feedback-controlling the energization to the drive unit 250 so that the actual range matches the target range.

Further, in the sixth embodiment, the automatic transmission ECU 10 executes a monitoring control flow as shown in FIG. Specifically, the automatic transmission ECU 10 executes steps S271 to S276, S278 to S281, and S283 to S289 having contents similar to the steps S59 to S64, S66 to S69, and S71 to S77 of the first embodiment, and this embodiment. Steps S277 and S282 which are characteristic of the above are executed.
That is, in step S277, the automatic transmission ECU 10 allows the first buy-wire ECU 12 to control the drive unit 250 by giving a closing control command for the first energization path 41 to the switching device 40. At this time, the automatic transmission ECU 10 according to the present embodiment prohibits the control of the drive unit 250 by the second by-wire ECU 13 by giving the switching device 40 an opening control command for the second energization path 42. Yes.

In step S282, the automatic transmission ECU 10 prohibits the control of the drive unit 250 by the first by-wire ECU 12 by giving an opening control command for the first energization path 41 to the switching device 40. At the same time, the automatic transmission ECU 10 allows the second by-wire ECU 13 to control the drive unit 250 by giving a closing control command for the second energization path 42 to the switching device 40.
According to the sixth embodiment as described above, appropriate abnormality handling is performed according to the control of the automatic transmission ECU 10 that has confirmed the abnormality of the shift-by-wire system 3, so that the vehicle safety can be maintained at a high level. .

(Seventh embodiment)
As shown in FIG. 23, the seventh embodiment of the present invention is a modification of the third embodiment, and the description of the components that are substantially the same as those of the third embodiment will be omitted by providing the same reference numerals. .
In the seventh embodiment, a steer-by-wire system 300 is provided in the vehicle control system 1.

  The steer-by-wire system 300 includes an actuator 311 that drives the steered wheels 310 of the vehicle in the steered direction. The actuator 311 is an electromagnetic drive type, and includes an electric motor 312, a rotation angle sensor 313, an output mechanism 314, and the like. The electric motor 312 has two drive units 317 and 318 configured similarly to the case of the electric motor 32 of the first embodiment, and the rotational drive force is output to the output shaft by energizing the drive units 317 and 318. appear. The actuator 311 transmits the rotational driving force generated on the output shaft of the electric motor 312 from the output mechanism 314 to the steered wheels 310 via the vehicle steering output system 316. Therefore, the turning angle of the steered wheels 310 changes according to the rotation angle of the electric motor 312.

The steer-by-wire system 300 includes two ECUs 320 and 321 mainly composed of a microcomputer. Each of the ECUs 320 and 321 is electrically or optically connected to the in-vehicle LAN line 17 and electrically connected to the rotation angle sensor 313 and the vehicle handle angle sensor 324. Here, the rotation angle sensor 313 detects the rotation angle of the output shaft of the electric motor 312 and outputs a detection signal to each of the ECUs 320 and 321. As described above, since the turning angle of the steered wheels 310 changes according to the rotation angle of the electric motor 312, the rotation angle detected by the rotation angle sensor 313 is indirectly the actual turning angle realized in the vehicle. It represents. The steering wheel angle sensor 324 detects the steering wheel angle input by the vehicle occupant operating the steering handle 322 of the vehicle, and outputs a detection signal to the ECUs 320 and 321. As described above, each of the ECUs 320 and 321 receiving the detection signals from the sensors 313 and 324 can individually control the energization of the corresponding driving units 317 and 318 based on the detection signals. In the present embodiment, the handle angle sensor 324 is also electrically connected to the engine ECU 11, and the ECU 11 directly receives a detection signal of the handle angle sensor 324. On the other hand, the engine ECU 11 receives the detection signal of the rotation angle sensor 313 from one or both of the ECUs 320 and 321 through the in-vehicle LAN line 17.
In the following description, “ECU 320, 321 of steer-by-wire system 300” is referred to as “by-wire ECU 320, 321”.

  The steer-by-wire system 300 further includes a switching device 330. The switching device 330 is configured in the same manner as the switching device 40 of the third embodiment, except that the switching device 330 is provided across the energization paths 331 and 332 that connect between the by-wire ECUs 320 and 321 and the corresponding driving units 317 and 318. Has been. Therefore, the switching device 330 is supplied with the closing control command or the opening control command for the first and second energization paths 331 and 332 from the engine ECU 11 so that the energization control of the drive units 317 and 318 by the by-wire ECUs 320 and 321 is performed. Is permitted or prohibited. In the following description, “energization control to the first drive unit 317 by the first by-wire ECU 320” is referred to as “first drive unit control”, and “energization control to the second drive unit 318 by the second by-wire ECU 321”. Is referred to as “second drive unit control”.

  Now, in the seventh embodiment, the first by-wire ECU 320 performs the first change control flow as shown in FIG. 24 in order to change the turning angle of the steered wheels 310. Specifically, the first buy-wire ECU 320 executes steps S301 and S302 having contents similar to steps S131 and S132 of the third embodiment.

  If a negative determination is made in step S301, or after completion of execution of step S302, the first by-wire ECU 320 determines in step S303 whether or not there is a turning angle change command from the vehicle occupant based on the detection signal of the steering wheel angle sensor 324. To do. As a result, when a negative determination is made, the first buy-wire ECU 320 re-executes step S301. On the other hand, when an affirmative determination is made in step S303, the first buy-wire ECU 320 acquires first circuit information for causing the automatic transmission ECU 10 to monitor itself in step S304. Specifically, the first circuit information of the present embodiment includes the actual turning angle that is currently executed in step S304, the target turning angle determined by the turning angle change command confirmed in step S303, and the target rotation direction of the electric motor 312. (Hereinafter, “target rotation direction of electric motor 312” is referred to as “target rotation direction”). Here, the actual turning angle is acquired based on the detection signal of the rotation angle sensor 313, and the target turning angle is acquired based on the detection signal of the steering wheel angle sensor 324. Further, the target rotation direction is acquired based on the actual turning angle and the target turning angle acquired as described above.

  Steps S304 and S305 subsequent to step S304 are the contents according to steps S135 and S136 of the third embodiment. In step S306 following step S305, the first buy-wire ECU 320 determines whether or not the second circuit information and the reference information are received from the second buy-wire ECU 321 and the engine ECU 11 within the set time, respectively. Here, the second circuit information awaiting reception from the second by-wire ECU 321 is the actual turning angle, the target turning angle, and the target rotation acquired by the second by-wire ECU 321 in step S324 of the second change control flow to be described later. Includes direction. Further, the reference information for which reception from the engine ECU 11 is awaited includes the actual turning angle, the target turning angle, and the target rotation direction that are acquired by the engine ECU 11 in step S360 of the monitoring control flow described later.

  Of steps S307 to S310 after step S306, steps S307, S308, and S310 are the same as steps S138, S139, and S141 of the third embodiment, and step S309 is different from step S140 of the third embodiment. . That is, in step S309, the first buy-wire ECU 320 performs feedback control of energization to the first drive unit 317 so that the actual turning angle matches the target turning angle, and then implements step S301. Try again.

  In addition to the execution of the first change control flow described above, in the seventh embodiment, the second by-wire ECU 321 executes the second change control flow as shown in FIG. 25 in order to change the turning angle of the steered wheels 310. . Specifically, the second by-wire ECU 321 changes the “first driving unit 317” and “first abnormality information” to “second driving unit 318” and “second abnormality information”, respectively, and “first by-wire ECU 320”. And the contents according to steps S301 to S310 of the first change control flow except that the relationship between the "second by-wire ECU 321" and the relationship between the "first circuit information" and the "second circuit information" are reversed. Steps S321 to S330 are executed.

  Furthermore, in the seventh embodiment, the engine ECU 11 performs a monitoring control flow for monitoring the steer-by-wire system 300. Specifically, the engine ECU 11 executes steps S351 to S358 and S361 to S375 having contents similar to S151 to S158 and S162 to 176 of the third embodiment, and executes steps S359 and S360 characteristic of the present embodiment. . Therefore, hereinafter, steps S359 and S360 will be described with reference to FIG. 26 showing steps S359 to S375, and description of other steps and illustration of steps S351 to S358 will be omitted.

  In step S359, the engine ECU 11 determines the presence / absence of a turning angle change command from the vehicle occupant based on the detection signal of the steering wheel angle sensor 324. As a result, when a negative determination is made, the engine ECU 11 re-executes step S351. On the other hand, when an affirmative determination is made in step S359, the engine ECU 11 acquires reference information that serves as a reference in monitoring the steer-by-wire system 300 in step S360. Specifically, the reference information of the present embodiment includes the actual turning angle at the time of execution of step S360, the target turning angle determined by the turning angle change command confirmed in step S359, and the target rotation direction. Here, the actual turning angle, the target turning angle, and the target rotation direction are acquired in the same manner as in step S304 of the first change control flow.

According to the seventh embodiment described above, an appropriate abnormality treatment is performed according to the control of each of the ECUs 11 to 13 that has confirmed the abnormality of the steer-by-wire system 300. Therefore, the turning angle contrary to the passenger's intention is determined. It is possible to keep the vehicle safety at a high level by preventing changes.
As described above, in the seventh embodiment, the turning angle of the steered wheels 310 is “corresponding to the vehicle state, and the by-wire ECUs 320 and 321 are included in the“ plurality of by-wire control circuits ”in the claims”. The switching device 330 corresponds to “permission / rejection means” described in the claims. In the seventh embodiment, the steering handle 322 having the handle angle sensor 324 corresponds to “command input means” recited in the claims, and the steering output system 316 includes the “steering angle” recited in the claims. It corresponds to “change means”.

(Eighth embodiment)
As shown in FIG. 27, the eighth embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by providing the same reference numerals. .
In the eighth embodiment, connection paths 401 and 402 that electrically connect the switching device 400 and the drive units 35 and 36, and connection paths that electrically connect the switching device 400 and the first by-wire ECU 12. 403, 404 and connection paths 405, 406 for electrically connecting the switching device 400 and the second buy-wire ECU 13 are provided.

  Further, the switching device 400 is electrically controlled by the automatic transmission ECU 10, and according to a control command received from the ECU 10, electrical connection between the connection path 401 and the connection paths 403 and 405, switching between disconnection, and connection path Switching between electrical connection and disconnection between the terminal 402 and the connection paths 404 and 406 is performed. Therefore, when the connection path 401 and the connection path 403 are connected as shown in FIG. 28 (a), a first energization path 410 from the first buy-wire ECU 12 to the first drive unit 35 is formed, and at this time, the first buy-wire is further connected. The ECU 12 can confirm an abnormality in the first energization drive system 411 including the first drive unit 35 and the first energization path 410. When the connection path 402 and the connection path 404 are connected as shown in FIG. 28A, a second energization path 412 from the first buy-wire ECU 12 to the second drive unit 36 is formed, and at this time, the first buy-wire is further connected. The ECU 12 can confirm an abnormality in the second energization drive system 413 including the second drive unit 36 and the second energization path 412. On the other hand, when the connection path 401 and the connection path 405 are connected as shown in FIG. 28B, a third energization path 414 from the second by-wire ECU 13 to the first drive unit 35 is formed. The ECU 13 can confirm an abnormality in the third energization drive system 415 including the first drive unit 35 and the third energization path 414. When the connection path 402 and the connection path 406 are connected as shown in FIG. 28B, a fourth energization path 416 from the second by-wire ECU 13 to the second drive unit 36 is formed. The ECU 13 can confirm an abnormality in the fourth energization drive system 417 including the second drive unit 36 and the fourth energization path 416.

  In the eighth embodiment having such a configuration, the first buy-wire ECU 12 performs the first change control flow as shown in FIGS. 29 and 30. Specifically, the first buy-wire ECU 12 determines whether or not an abnormality of the first energization drive system 411 is detected in step S401 shown in FIG. At this time, the first buy-wire ECU 12 determines the abnormality of the first energization drive system 411 based on, for example, the energization situation by giving the connection command of the connection paths 401 and 403 to the switching device 400 by the control command to the automatic transmission ECU 10. To do. As a result, when an affirmative determination is made, in step S402, the first by-wire ECU 12 transmits first abnormality information indicating that the abnormal energization drive system is the first energization drive system 411 to the second by-wire ECU 13 and the automatic transmission ECU 10. Send to.

  If a negative determination is made in step S401, or after completion of the execution of step S402, the first by-wire ECU 12 determines whether or not an abnormality of the second energization drive system 413 has been detected in step S403. At this time, the first buy-wire ECU 12 determines the abnormality of the second energization drive system 413 based on, for example, the energization state by giving the connection command of the connection paths 402 and 404 to the switching device 400 by the control command to the automatic transmission ECU 10. To do. As a result, when an affirmative determination is made, in step S404, the first by-wire ECU 12 sends second abnormal information indicating that the abnormal energization drive system is the second energization drive system 413 to the second by-wire ECU 13 and the automatic transmission ECU 10. Send to.

  If a negative determination is made in step S403, or after completion of execution of step S404, the first by-wire ECU 12 executes steps S405 to S411, S415, and S416 having contents similar to S13 to S19, S21, and S22 of the first embodiment. At the same time, steps S412 to S414 characteristic of the present embodiment are executed.

  That is, in step S412 shown in FIG. 30, the first buy-wire ECU 12 receives the determination results of steps S401 and S403 and the third and fourth received from the second buy-wire ECU 13 by executing steps S422 and S424 of the second change control flow described later. Based on the presence or absence of abnormality information, an energization drive system that permits use (hereinafter, “an energization drive system that permits use” is referred to as “permitted energization drive system”) is determined. Specifically, as shown in FIG. 31, when the first and second energization drive systems 411 and 413 are normal, the first buy-wire ECU 12 causes the first and second energization drive systems 411 and 413 to be permitted energization drive. The system is determined. When the first and fourth energization drive systems 411 and 417 are normal and the second energization drive system 413 is abnormal, the first and fourth energization drive systems 411 and 417 are permission energization drive systems. Is determined. When the first energization drive system 411 is normal and the second and fourth energization drive systems 413 and 417 are abnormal, it is determined that the first energization drive system 411 is the permitted energization drive system. When the first energization drive system 411 is abnormal and the second and third energization drive systems 413 and 415 are normal, it is determined that the second and third energization drive systems 413 and 415 are permitted energization drive systems. To do. When the first and third energization drive systems 411 and 415 are abnormal and the second energization drive system 413 is normal, it is determined that the second energization drive system 413 is a permitted energization drive system. If the first and second energization drive systems 411 and 413 are abnormal, it is determined that there is no permitted energization drive system.

  In step S413, the first buy-wire ECU 12 transmits the determination result of the permitted energization drive system in step S412 to the automatic transmission ECU 10. Further, in the subsequent step S414, the first buy-wire ECU 12 determines that the first and second energization drive systems when the permitted energization drive system determined in step S412 is at least one of the first and second energization drive systems 411 and 413. By performing feedback control of energization to a drive unit that is determined as the permitted energization drive system among 411 and 413, a range change that matches the actual range with the target range is realized.

As described above, in the eighth embodiment, the first change control flow executed by the first by-wire ECU 12 has been described. Next, the second change control flow shown in FIGS. 32 and 33 executed by the second by-wire ECU 13 will be described. To do.
In step S421 shown in FIG. 32, the second by-wire ECU 13 determines whether an abnormality of the third energization drive system 415 has been detected. At this time, the second by-wire ECU 13 determines the abnormality of the third energization drive system 415 based on, for example, the energization state by giving the connection command of the connection paths 401 and 405 to the switching device 400 by the control command to the automatic transmission ECU 10. To do. As a result, when an affirmative determination is made, in step S422, the second by-wire ECU 13 transmits the third abnormality information indicating that the abnormal energization drive system is the third energization drive system 415 to the first by-wire ECU 12 and the automatic transmission ECU 10. Send to.

  When a negative determination is made in step S421, or after completion of the execution of step S422, the second by-wire ECU 13 determines whether or not an abnormality of the fourth energization drive system 417 has been detected in step S423. At this time, the second by-wire ECU 13 determines the abnormality of the fourth energization drive system 417 based on, for example, the energization state by giving the connection command of the connection paths 402 and 406 to the switching device 400 by the control command to the automatic transmission ECU 10. To do. As a result, when an affirmative determination is made, in step S424, the second by-wire ECU 13 transmits the fourth abnormality information indicating that the abnormal energization drive system is the fourth energization drive system 417 to the first by-wire ECU 12 and the automatic transmission ECU 10. Send to.

  When a negative determination is made in step S423, or after the completion of execution of step S424, the second by-wire ECU 13 executes steps S425 to S431, S435, and S436 having contents similar to S33 to S39, S41, and S42 of the first embodiment. At the same time, steps S432 to S434 characteristic of the present embodiment are executed.

  That is, in step S432 shown in FIG. 33, the second by-wire ECU 13 receives the determination results of steps S421 and S423 and the first and third abnormality information received from the first by-wire ECU 12 by executing steps S402 and S404 of the first change control flow. The energization drive system is determined based on the presence or absence of. Specifically, as shown in FIG. 34, the second by-wire ECU 13 determines that there is no permitted energization drive system when the first and second energization drive systems 411 and 413 are normal. When the first and fourth energization drive systems 411 and 417 are normal and the second energization drive system 413 is abnormal, the first and fourth energization drive systems 411 and 417 are permission energization drive systems. Is determined. When the first energization drive system 411 is normal and the second and fourth energization drive systems 413 and 417 are abnormal, it is determined that there is no permission energization drive system. When the first energization drive system 411 is abnormal and the second and third energization drive systems 413 and 415 are normal, it is determined that the second and third energization drive systems 413 and 415 are permitted energization drive systems. To do. When the first and second energization drive systems 411 and 413 are abnormal and the third and fourth energization drive systems 415 and 417 are normal, the third and fourth energization drive systems 415 and 417 are permitted energization drive. It is determined to be a system. If the first, second, and fourth energization drive systems 411, 413, 417 are abnormal and the third energization drive system 415 is normal, it is determined that the third energization drive system 415 is a permitted energization drive system. To do. When the first to third energization drive systems 411, 413, and 415 are abnormal and the fourth energization drive system 417 is normal, it is determined that the fourth energization drive system 417 is the permitted energization drive system. When the first, third and fourth energization drive systems 411 and 415 are abnormal, it is determined that there is no permission energization drive system.

  In step S433, the second buy-wire ECU 13 transmits the determination result of the permission energization drive system in step S432 to the automatic transmission ECU 10. Further, in the subsequent step S434, when the permitted energization drive system is at least one of the third and fourth energization drive systems 415 and 417, the second by-wire ECU 13 energizes the drive unit that forms at least one of the energization drive systems. By performing feedback control, the range change that matches the actual range with the target range is realized.

As described above, in the eighth embodiment, the second change control flow executed by the second by-wire ECU 13 has been described. Next, the monitoring control flow shown in FIGS. 35 and 36 executed by the automatic transmission ECU 10 will be described.
In step S441 shown in FIG. 35, the automatic transmission ECU 10 determines whether or not the first abnormality information is received from the first buy-wire ECU 12. As a result, if an affirmative determination is made, the automatic transmission ECU 10 supplies the switching device 400 with a disconnection between the connection paths 401 and 403 and a connection command for the connection paths 401 and 405 to the switching device 400 in step S442. A first energization drive system 411 is set as a drive system (hereinafter, “an energization drive system prohibited from use” is referred to as a “prohibit energization drive system”), and a third energization drive system 415 is set as an allowed energization drive system. Then, automatic transmission ECU10 performs step S445, after performing step S443, S444 of the content according to step S53, S54 of 1st embodiment. In step S445, the automatic transmission ECU 10 determines whether or not the third abnormality information is received from the second buy-wire ECU 13. As a result, when an affirmative determination is made, the automatic transmission ECU 10 provides the switching device 400 with a disconnection command between the connection paths 401 and 403 and a disconnection command between the connection paths 401 and 405, thereby driving the first and third energization drives. After the systems 411 and 415 are both set as prohibited energization drive systems, Steps S447 and S448 having contents similar to Steps S53 and S54 of the first embodiment are executed.

  If a negative determination is made in steps S441 and S445, or after completion of execution of step S448, the automatic transmission ECU 10 determines whether or not second abnormality information is received from the first buy-wire ECU 12 in step S449. As a result, if an affirmative determination is made, the automatic transmission ECU 10 provides the switching device 400 with a disconnection between the connection paths 402 and 404 and a connection command for the connection paths 402 and 406 in step S450, thereby forming a prohibited energization drive system. The second energization drive system 413 is set, and the fourth energization drive system 417 is set as the permitted energization drive system. Then, automatic transmission ECU10 performs step S53, after performing step S451 and S452 of the content according to step S53, S54 of 1st embodiment. In step S453, the automatic transmission ECU 10 determines whether the fourth abnormality information is received from the second buy-wire ECU 13. As a result, when an affirmative determination is made, the automatic transmission ECU 10 provides the switching device 400 with a disconnection command between the connection paths 402 and 404 and a disconnection command between the connection paths 402 and 406, thereby driving the second and fourth energization drives. After the systems 413 and 417 are both set as prohibited energization drive systems, Steps S455 and 456 having the same contents as Steps S53 and S54 of the first embodiment are executed.

  When a negative determination is made in steps S449 and S453, or after completion of execution of step S456, the automatic transmission ECU 10 executes steps S457 to S462 having contents similar to S59 to S64 of the first embodiment, as shown in FIG. To do. If an affirmative determination is made in step S462, the automatic transmission ECU 10 compares the reference information acquired in step S459 with the second circuit information received in step S461 in step S463, and the information is completely It is determined whether or not they match.

  When an affirmative determination is made in step S463, the automatic transmission ECU 10 determines whether the permitted energization drive system from each normal by-wire ECU 12, 13 before the start of execution of this step or within the set time from the start of execution of this step in step S464. It is determined whether or not both determination results have been received. As a result, when a negative determination is made, the automatic transmission ECU 10 re-executes step S441.

  If an affirmative determination is made in step S464, the automatic transmission ECU 10 takes the logical sum of the determination results of the permitted energization drive systems received from the normal by-wire ECUs 12 and 13 in step S465, and at least the by-wire ECUs 12 and 13 An energization drive system determined to be one of the permitted energization drive systems is selected. Further, in step S465, the switching device 400 is given a connection instruction necessary for forming the selected energization drive system and a disconnection command between the connection paths necessary for forming the non-selected energization drive system. Thus, the control of the drive unit forming the selected energization drive system is permitted and the control of the drive unit forming the non-selected energization drive system is prohibited. For example, when the permitted energization drive systems determined by both the by-wire ECUs 12 and 13 are the second and third energization drive systems 413 and 415, the connection paths 402 and 404, the connection paths 401 and 405, the connection paths 401, A disconnection command between 403 and a connection command between the connection paths 402 and 406 is given to the switching device 400. Therefore, in this case, the control of the second drive unit 36 by the first by-wire ECU 12 using the second energization drive system 413 and the first drive unit 35 by the second by-wire ECU 13 using the third energization drive system 415 are performed. Control is allowed. At the same time, control of the first drive unit 35 by the first by-wire ECU 12 using the first energization drive system 411 and control of the second drive unit 36 by the second by-wire ECU 13 using the fourth energization drive system 417 are prohibited. Is done.

  The flow when an affirmative determination is made in step S463 is as described above, but when a negative determination is made in step S463, the automatic transmission ECU 10 executes step S466. In this step S466, the automatic transmission ECU 10 determines whether or not the permitted energization drive system determination result has been received from the normal first buy-wire ECU 12 before the start of the execution of this step or within the set time from the start of the execution of this step. To do. As a result, when a negative determination is made, the automatic transmission ECU 10 re-executes step S441.

  When an affirmative determination is made in step S464, the automatic transmission ECU 10 is connected to the first by-wire ECU 12 in the energization drive system represented by the determination result of the permitted energization drive system received from the normal first by-wire ECU 12 in step S467. Choose one. Further, in step S467, a connection command necessary for forming the selected energization drive system and a disconnection command between the connection paths necessary for forming the non-selected energization drive system are provided to the switching device 400. Thus, the control by the first by-wire ECU 12 of the drive unit forming the selected energization drive system is permitted, and the control of the drive unit forming the non-selected energization drive system is prohibited. In addition, after such step S467, automatic transmission ECU10 performs step S468,469 of the content similar to step S53, S54 of 1st embodiment.

  The flow in the case where an affirmative determination is made in step S462 has been described above. However, if a negative determination is made in step S462, the automatic transmission ECU 10 executes step S470 having the same contents as in step S463. If an affirmative determination is made in step S470, the automatic transmission ECU 10 determines the permitted energization drive system from the second by-wire ECU 13 in step S471 until the start of execution of this step or within the set time from the start of execution of this step. It is determined whether or not a result has been received. As a result, when a negative determination is made, the automatic transmission ECU 10 re-executes step S441.

  When an affirmative determination is made in step S471, the automatic transmission ECU 10 is connected to the second by-wire ECU 13 in the energization drive system represented by the determination result of the permitted energization drive system received from the normal second by-wire ECU 13 in step S472. Choose one. Further, in step S472, a connection command necessary to form the selected energization drive system and a disconnection command between connection paths necessary to form the non-selected energization drive system are given to the switching device 400. Thus, the control by the second by-wire ECU 13 of the drive unit forming the selected energization drive system is permitted, and the control of the drive unit forming the non-selected energization drive system is prohibited. In addition, after such step S472, automatic transmission ECU10 performs step S473,474 of the content according to step S53, S54 of 1st embodiment.

The flow in the case where an affirmative determination is made in step S470 is as described above. However, in the case where a negative determination is made in step S470, the automatic transmission ECU 10 has contents similar to those in steps S73 to S76 of the first embodiment. Steps S475 to S478 are executed.
The flow in the case where an affirmative determination is made in step S458 has been described so far. However, if a negative determination is made in step S458, the automatic transmission ECU 10 performs step S479 having the same contents as step S77 in the first embodiment. Execute.

  As described above, according to the eighth embodiment, the automatic transmission ECU 10 receives, from each of the by-wire ECUs 12 and 13, the conduction drive system in which an abnormality has occurred among the four types of conduction drive systems 411, 413, 415, and 416. Identification can be made based on four types of abnormality information. Further, after the identification, the automatic transmission ECU 10 can prohibit the drive unit control using the abnormal energization drive system by electrically controlling the switching device 400. Therefore, the drive unit of the abnormal energization drive system does not cause a malfunction that is different from the control command from the corresponding by-wire ECU, and as a result of such malfunction, a range contrary to the passenger's intention is realized. Things can be avoided.

  Further, according to the eighth embodiment, each of the by-wire ECUs 12 and 13 confirms the normal abnormality of the two types of energization drive systems that the other by-wire ECU uses for energization based on the abnormality information received from the other by-wire ECU. can do. Further, each of the by-wire ECUs 12 and 13 accurately determines the permitted energization drive system by taking into account the positive / abnormality of the energization drive system thus confirmed and the normal / abnormality of the two types of energization drive systems used for energization. Can be done. Moreover, the automatic transmission ECU 10 that has received the determination result can limit the drive unit control that is permitted to be performed to the control by the normal by-wire ECU in the drive unit control through the permitted energization drive system. Therefore, neither drive unit control by an abnormal by-wire ECU nor drive unit control through an abnormal energization drive system is performed, so that high reliability and high vehicle safety can be obtained.

As described above, according to the eighth embodiment, when the shift-by-wire system 3 is abnormal, it is possible to prevent the range from changing against the passenger's intention, and the vehicle according to need as in the first embodiment. Since travel suppression can be realized, vehicle safety is sufficiently maintained.
As described above, in the eighth embodiment, the switching device 400 corresponds to “permission / rejection means” recited in the claims.

Although several embodiments of the present invention have been described so far, the present invention should not be construed as being limited to these embodiments.
Specifically, in the first to eighth embodiments, an electromagnetically driven actuator other than the actuators 30 and 311 having the electric motors 32 and 312, for example, an actuator having an electromagnetic valve or the like may be used. In the first to fifth and seventh embodiments, in the actuators 30 and 311, three or more drive units of the electric motor are respectively connected to corresponding ECUs (by-wire control circuits) via individual energization paths. And control by the corresponding ECU of these drive units may be permitted or prohibited by the switching devices 40 and 330. Furthermore, in the sixth embodiment, the actuator 30 employs a configuration in which one drive unit of the electric motor is connected to three or more ECUs (by-wire control circuits) via individual energization paths. Control by each ECU may be permitted or prohibited by the switching device 40. In addition, in the eighth embodiment, a configuration in which the switching device 400 is connected to three or more drive units of the actuator 30 electric motor and the same number of ECUs (by-wire control circuits) is adopted. Control by the switching device 400 may be permitted or prohibited.

  Furthermore, in the first to eighth embodiments, it is not necessary to perform the engine torque reduction operation in the monitoring control flow. In the third to eighth embodiments, the brake control system 100 of the second embodiment may be provided, and the brake operation may be additionally performed together with the engine torque reduction operation or the like in the monitoring control flow. Furthermore, in the seventh embodiment, a configuration according to the first embodiment in which the automatic transmission ECU 10 can execute the monitoring control flow may be employed, or the fourth embodiment in which the integrated ECU 200 can execute the monitoring control flow. You may employ | adopt the structure according to a form. In addition, in the eighth embodiment, a configuration according to the third embodiment in which the monitoring control flow can be performed by the engine ECU 11 may be employed, or the fourth embodiment in which the monitoring control flow can be performed by the integrated ECU 200. You may employ | adopt the structure according to.

  In the first to seventh embodiments, the first buy-wire is received in response to the permission command transmitted from the ECU 10, 11, 200 after the monitoring control flow determination steps S66, S116, S166, S206, S278, S365, S465. The ECUs 12 and 320 may execute steps S20, S140, S190, S238, S328, and S414 of the range or turning angle of the first change control flow. Similarly, in the first to eighth embodiments, the second by-wire is received in response to the permission command transmitted from the ECU 10, 11, 200 after the determination steps S66, S116, S166, S206, S278, S365, S465 of the monitoring control flow. The ECUs 13 and 321 may execute steps S40, S258, S329, and S434 for changing the range or turning angle of the second change control flow.

  In addition, in the first to fifth and seventh embodiments, after the monitoring control flow determination steps S66, S116, S166, S206, and S365, a second control command for the second energization path 42 is given to the switching device 40 to provide the second. A step of permitting drive unit control may be added. Similarly, in the sixth embodiment, after the monitoring control flow determination step S278, a step of giving a closing control command for the second energization path 42 to the switching device 40 and permitting the drive unit control by the second by-wire ECU 13 is added. Also good.

  In addition, in the first to fifth and seventh embodiments, abnormality detection steps S11, S31, S131, S181, S301, and S321 of each change control flow and abnormality information transmission steps S12, S32, S132, S182, and S302 are described. , S322, and processing steps S51 to S58, S101 to S108, S151 to S158, S201 to S208, and S351 to S358 when the monitoring control flow abnormality information is received may not be executed. Further, in the first to fifth and seventh embodiments, the monitoring control flow abnormality notification steps S53, S103, S153, S203, and S353 are performed after the positive determination of steps S11, S131, S181, and S301 of the first change control flow. At the same time, the notification steps S57, S107, S157, S207, and S357 of the abnormality of the monitoring control flow may be executed after the affirmative determination in steps S31 and S321 of the second change control flow.

  In addition, in the first to fifth embodiments, the monitoring information that the ECUs 10 and 11 receive from the corresponding drive units 35 and 36 without executing the abnormal information transmission steps S12, S32, S132, and S182 of each change control flow. The step of detecting an abnormality based on (for example, the coil current) may be executed instead of the abnormality detection steps S11, S31, S131, and S181 of the monitoring control flow. Similarly, in the seventh embodiment, the ECU 320, 321 detects an abnormality based on the monitoring information received from the corresponding drive units 317, 318 without executing the abnormality information transmission steps S302, S322 of each change control flow. The monitoring control flow abnormality detection steps S301 and S321 may be executed instead.

  In addition, in the second to eighth embodiments, specific components of the by-wire system 3,300 may be integrated according to the modification of the first embodiment shown in FIGS. Further, in the second to fourth and sixth to eighth embodiments, a configuration in which the selector sensor 38 is connected only to the execution ECUs 10, 11, 200 of the monitoring control flow according to the fifth embodiment may be adopted. . Furthermore, in the seventh embodiment, a shift-by-wire system 3 according to the first to sixth and eighth embodiments may be added, and the monitoring control flow of the system 3 may be additionally performed. In this case, the ECU that executes the change control flow in each system 300, 3 may be the same or different, and the ECU that executes the monitoring control flow in each system 300, 3 may be either the same or different. It may be.

It is a block diagram which shows the vehicle control system by 1st embodiment. It is a block diagram which shows the shift-by-wire system by the modification of 1st embodiment. It is a block diagram which shows the shift-by-wire system by the modification of 1st embodiment. It is a flowchart which shows the 1st change control flow by 1st embodiment. It is a flowchart which shows the 2nd change control flow by 1st embodiment. It is a flowchart which shows the monitoring control flow by 1st embodiment. It is a flowchart which shows the monitoring control flow by 1st embodiment. It is a block diagram which shows the vehicle control system by 2nd embodiment. It is a flowchart which shows the monitoring control flow by 2nd embodiment. It is a flowchart which shows the monitoring control flow by 2nd embodiment. It is a block diagram which shows the vehicle control system by 3rd embodiment. It is a flowchart which shows the 1st change control flow by 3rd embodiment. It is a flowchart which shows the monitoring control flow by 3rd embodiment. It is a flowchart which shows the monitoring control flow by 3rd embodiment. It is a block diagram which shows the vehicle control system by 4th embodiment. It is a flowchart which shows the 1st change control flow by 4th embodiment. It is a flowchart which shows the monitoring control flow by 4th embodiment. It is a block diagram which shows the vehicle control system by 5th embodiment. It is a block diagram which shows the vehicle control system by 6th embodiment. It is a flowchart which shows the 1st change control flow by 6th embodiment. It is a flowchart which shows the 2nd change control flow by 6th embodiment. It is a flowchart which shows the monitoring control flow by 6th embodiment. It is a block diagram which shows the vehicle control system by 7th embodiment. It is a flowchart which shows the 1st change control flow by 7th embodiment. It is a flowchart which shows the 2nd change control flow by 7th embodiment. It is a flowchart which shows the monitoring control flow by 7th embodiment. It is a block diagram which shows the vehicle control system by 8th embodiment. It is a block diagram for demonstrating the operation example of the vehicle control system by 8th embodiment. It is a flowchart which shows the 1st change control flow by 8th embodiment. It is a flowchart which shows the 1st change control flow by 8th embodiment. It is a schematic diagram for demonstrating the determination process of step S412 shown in FIG. It is a flowchart which shows the 2nd change control flow by 8th embodiment. It is a flowchart which shows the 2nd change control flow by 8th embodiment. It is a schematic diagram for demonstrating the determination process of step S432 shown in FIG. It is a flowchart which shows the monitoring control flow by 8th embodiment. It is a flowchart which shows the monitoring control flow by 8th embodiment.

Explanation of symbols

1 vehicle control system, 2 automatic transmission control system, 3 shift-by-wire system (by-wire system), 4 engine control system, 5 notification device, 10 automatic transmission ECU (control circuit other than by-wire control circuit, monitoring control means, automatic (Transmission control circuit), 11 engine ECU (control circuit different from the by-wire control circuit, monitoring control means, engine control circuit), 12 first by-wire ECU (by-wire control circuit), 13 second by-wire ECU (by-wire control circuit) , 17 in-car LAN line, 20 automatic transmission, 21 hydraulic circuit, 22 manual valve (range switching mechanism), 23 solenoid valve (switching means), 30 actuator, 32 electric motor, 34 rotation angle sensor, 35 first drive unit ( Drive unit), 36 Second drive unit (drive unit), 37 Range selector Kuta (command input means), 38 selector sensor (command input means), 39 range sensor, 40 switching device (permission / rejection means), 41 first energization path (energization path), 42 second energization path (energization path), 48, 49 Housing, 50 Engine, 51 Throttle device, 52 Fuel injection valve, 100 Brake control system, 101 Brake ECU (control circuit different from the by-wire control circuit, monitoring control means, brake control circuit), 102 Brake operation device (operation Means), 152 energization path, 200 integrated ECU (control circuit different from the by-wire control circuit, monitoring control means), 250 drive unit, 300 steer-by-wire system (by-wire system), 310 steered wheel, 311 actuator, 312 electric motor, 313 Rotation angle sensor, 316 Steering output system ( (Steering angle changing means), 317 first drive unit (drive unit), 318 second drive unit (drive unit), 320 first by-wire ECU (by-wire control circuit), 321 second by-wire ECU (by-wire control circuit), 322 steering Handle (command input means), 324 Handle angle sensor (command input means), 330 Switching device (permission / rejection means), 331 First energization path (energization path), 332 Second energization path (energization path), 400 Switching apparatus (permission / rejection) Means), 401, 402, 403, 404, 405, 406 connection path, 410 first energization path (energization path), 411 first energization drive system (energization drive system), 412 second energization path (energization path), 413 Second energization drive system (energization drive system), 414 Third energization path (energization path), 415 Third energization drive system (energization drive) System), 416 fourth current path (current path) 417 fourth conduction drive system (power drive system)

Claims (19)

An actuator for changing the vehicle state, and a by-wire system having a plurality of by-wire control circuits for electrically controlling the actuator in accordance with a vehicle state change command by a vehicle occupant;
A monitoring control means for monitoring the by-wire system, comprising a control circuit different from the plurality of by-wire control circuits, and a normal by-wire control circuit based on circuit information individually received from the plurality of by-wire control circuits; Monitoring control means for identifying an abnormal by-wire control circuit;
A permission / refusal means for receiving a control command from the monitoring control means, permitting the control of the actuator by the normal by-wire control circuit, and prohibiting the control of the actuator by the abnormal by-wire control circuit;
A vehicle control system comprising:   2. The vehicle control system according to claim 1, wherein the permission / refusal unit electrically disconnects the abnormal by-wire control circuit and the actuator in response to a control command from the monitoring control unit. The actuator has a plurality of driving units that individually generate driving force to change the vehicle state,
3. The vehicle control system according to claim 1, wherein each of the by-wire control circuits controls a corresponding drive unit among the plurality of drive units through an individual energization path. When the by-wire control circuit detects an abnormality of a corresponding driving unit among the plurality of driving units, the by-wire control circuit transmits abnormality information representing the abnormal driving unit to the monitoring control unit,
4. The vehicle control system according to claim 3, wherein the monitoring control unit gives a control command for prohibiting control of the abnormal drive unit represented by the abnormality information received from the by-wire control circuit to the permission / rejection unit. 5. The actuator has a plurality of driving units that individually generate driving force to change the vehicle state,
3. The vehicle control system according to claim 1, wherein each of the by-wire control circuits has the same plurality of driving units as control targets. When the by-wire control circuit detects an abnormality in at least one energization drive system among a plurality of energization drive systems including the plurality of drive units and a plurality of energization paths for energizing the drive units, Sends abnormal information representing the drive system to the monitoring control means,
6. The monitoring control unit according to claim 5, wherein the monitoring control unit gives a control command for prohibiting control of the drive unit through the abnormal energization drive system represented by the abnormality information received from the by-wire control circuit to the permission / denial unit. Vehicle control system. When the by-wire control circuit detects an abnormality in at least one energization drive system among a plurality of energization drive systems including the plurality of drive units and a plurality of energization paths for energizing the drive units, Sends abnormal information representing the drive system to other by-wire control circuits,
The by-wire control circuit determines the energization drive system that is permitted to use based on the abnormality information acquired by itself and the abnormality information received from another by-wire control circuit, and Send the determination result to the monitoring control means,
The monitoring control unit permits the control by the normal by-wire control circuit among the control of the driving unit through the permission energization driving system represented by the determination result received from the by-wire control circuit, and controls the plurality of driving units. The vehicle control system according to claim 5 or 6, wherein control other than the permission control is prohibited.   The monitoring control means acquires reference information that is a reference in monitoring of the by-wire system, and compares the reference information with circuit information received from each of the by-wire control circuits, thereby correcting each of the by-wire control circuits. Abnormality is determined, The vehicle control system as described in any one of Claims 1-7 characterized by the above-mentioned.   The vehicle control system according to claim 8, wherein the circuit information and the reference information include target state information representing a vehicle state targeted based on the change command.   The plurality of by-wire control circuits and the monitoring control means are connected in parallel to a command input means that outputs a signal corresponding to the change command when the change command is input by a vehicle occupant. 10. The vehicle control system according to 9.   When each by-wire control circuit confirms a mismatch between both the circuit information received from another by-wire control circuit and the reference information received from the monitoring control means, and the circuit information acquired by itself, The vehicle control system according to any one of claims 8 to 10, wherein control of the actuator is stopped.   The vehicle control system according to any one of claims 1 to 11, wherein the monitoring control unit includes an engine control circuit that electrically controls an engine of the vehicle.   The vehicle according to claim 12, wherein the monitoring control unit controls the engine to reduce engine torque or stop the engine when the abnormality of the system is confirmed by monitoring the by-wire system. Control system.   The said monitoring control means contains the automatic transmission control circuit which electrically controls the switching means which switches the friction element fastened in the automatic transmission of a vehicle, The any one of Claims 1-13 characterized by the above-mentioned. Vehicle control system.   15. The vehicle control system according to claim 14, wherein the monitoring control unit controls the switching unit to realize a neutral range when an abnormality of the system is confirmed by monitoring the by-wire system.   The vehicle control system according to claim 1, wherein the monitoring control unit includes a brake control circuit that electrically controls an operation unit that operates a brake of the vehicle.   The vehicle control system according to claim 16, wherein the monitoring control unit controls the operating unit to operate the brake when an abnormality of the system is confirmed by monitoring the by-wire system.   The by-wire system includes the actuator that mechanically drives a range switching mechanism that changes the range of an automatic transmission of a vehicle, and the plurality of by-wire control circuits that electrically control the actuator in accordance with the range change command. The vehicle control system according to claim 1, wherein the vehicle control system is a shift-by-wire system. The by-wire system is configured to mechanically drive a turning angle changing unit that changes a turning angle of a turning wheel of a vehicle, and to electrically control the actuator according to a change command of the turning angle. The vehicle control system according to any one of claims 1 to 17, wherein the vehicle control system is a steer-by-wire system including a by-wire control circuit.

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