JP2008037169A - Abnormality detection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an abnormality detection device for more accurately detecting the abnormality of an integral contoroller configured to command control target torque to a configuring element controller based on the control request torque calculated by a traveling status controller. <P>SOLUTION: An arithmetic processing part 22 of an engine ECU 20 is provided with a memory 22a in which virtual data are stored. When judging that the ignition switch of a vehicle is turned off, the arithmetic processing part 22 transmits the virtual data stored in the memory 22a twice to a manager ECU 10 instead of request driving torque from each target-categorized ECU. Then, when setting target driving torque based on each virtual data, a manager ECU 10 judges whether or not the set two target driving torques are matched, and decides the abnormality of the manager ECU 10 when those target driving torques are not matched. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an abnormality detection device that detects an abnormality of an integrated control device that commands a control target torque to a control device for controlling components of a drive system mounted on a vehicle.

  Conventionally, as a travel control system for controlling the travel state of a vehicle, an integrated control device for setting a control target torque necessary for controlling components of a drive system of the vehicle such as an engine, and a control set by the integrated control device 2. Description of the Related Art There is known a component configured by a component control device such as an engine control device that controls the component so that the driving torque of the component matches the target torque.

  In such a travel control system, for example, a plurality of various control devices (hereinafter referred to as travel) that perform control for setting the travel state of the vehicle to a specific travel state set in advance, such as vehicle stabilization control and inter-vehicle distance control. (Also referred to as a state control device), and the control request torque calculated by these travel state control devices is input to the integrated control device.

  Then, the integrated control device receives the control request torque input from each travel state control device, and selects the control request torque having the highest priority under the current travel conditions of the vehicle. Thus, the control target torque is set, and the engine control device as the component control device is instructed.

By the way, in such a system, when an abnormality occurs in the integrated control apparatus, a correct control target torque may not be set, and an unintended drive torque may be generated in the engine. Therefore, the engine control device determines whether or not the integrated control device is operating normally based on whether or not the value of the control target torque commanded from the integrated control device is within a preset range. It is determined that the engine is configured not to be controlled with an abnormal driving torque (see, for example, Patent Document 1).
JP 2005-219541 A

  However, in the proposed travel control system, while the value of the control target torque within the normal range set in advance is instructed from the integrated control device, the control request is calculated by the travel state control device. Even if it does not correspond to torque and optimal traveling control is not performed, there is a possibility that the integrated control device may be determined to be operating normally.

  The present invention has been made in view of these problems, and an abnormality of an integrated control device configured to instruct a control target torque to a component control device based on a control request torque calculated by a traveling state control device. An object of the present invention is to provide an abnormality detection device that can detect more accurately.

  The abnormality detection device according to claim 1, which has been made to achieve such an object, is a travel control system including a component control device, a travel state control device, and an integrated control device. This is to detect abnormal operation.

  The abnormality detection device according to the present invention includes a storage unit that stores virtual data including virtual required torque preset in each of a plurality of predetermined driving state control devices among the plurality of driving state control devices. When a command is input from the outside, the virtual data input means inputs the virtual data stored in the storage means to the integrated control device instead of the control request torque from each traveling state control device, and the integrated control device When the control target torque is set based on the virtual data, the abnormality determination unit determines abnormality of the integrated control device based on the control target torque set by the integrated control device.

  Therefore, according to the abnormality detection device of the present invention, virtual data is input to the integrated control device instead of input from the travel state control device, so that the integrated control device is actually based on the input from the travel state control device. Since the operation of setting the control target torque can be simulated, the integrated control device sets the control target based on the input control request torque by the control target torque set by the integrated control device based on the virtual data. It is possible to determine whether or not there is an abnormality in the integrated control apparatus more accurately.

  Next, the virtual data to be input to the integrated control apparatus may be one type of combination information obtained by combining a plurality of virtual required torques. It may be configured by a plurality of different types of combination information, and the abnormality determination means may determine abnormality of the integrated control device based on a plurality of control target torques set for each combination information in the integrated control device.

According to the abnormality detection device of the second aspect configured as described above, since a plurality of control target torques are used for determining the abnormality, it is possible to more reliably determine the abnormality.
Next, the invention according to claim 3 is the abnormality detection device according to claim 1 or 2, wherein the virtual data input means inputs virtual data to the integrated control device a plurality of times, and the abnormality determination means comprises: Based on the virtual data, it is determined whether or not the control target torques set a plurality of times by the integrated control device match, and if they do not match, an abnormality of the integrated control device is determined.

  Therefore, according to the abnormality detection device of the third aspect, whether or not the integrated control device always sets the same control target torque when receiving the same control request torque input under the same traveling condition. Therefore, the abnormality of the integrated control device can be determined regardless of the method of setting the control target torque in the integrated control device.

  On the other hand, the invention according to claim 4 is the abnormality detection device according to claim 1 or claim 2, wherein the storage means is predicted to be set by the integrated control device based on virtual data. Prediction data relating to torque is stored, and the abnormality determination unit determines whether or not the prediction data stored in the storage unit matches the control target torque set in the integrated control device. In this case, an abnormality of the integrated control device is determined.

  Therefore, according to the abnormality detection device of the fourth aspect, the abnormality of the integrated control device is determined based on whether or not the predicted data matches the control target torque set by the integrated control device. It is possible to reliably determine abnormality of the apparatus.

  Here, as the prediction data, the control target torque predicted to be set by the integrated control device may be stored in the storage means. For example, for the control request torque input by the integrated control device, If the control target torque having a value different from the input value is output by performing correction or the like, there is a possibility that the prediction data does not match.

  Therefore, as described in claim 5, the invention described in claim 4 is a first driving state control device that calculates a control request torque based on only the amount of pedal operation by an occupant, as in claim 5. When the command is input from the outside, the second travel state control device that calculates the control request torque based on the pedal operation amount, the command by the occupant other than the pedal operation and the travel state of the vehicle, The virtual data input means inputs the virtual required torque of the first running state control device as a reference virtual torque to the integrated control device, and then inputs virtual data to the integrated control device. It may be determined whether or not the relationship between the reference control target torque set based on the virtual torque and the control target torque set based on the virtual data matches the predicted data. .

  That is, the first travel state control device calculates the control request torque based only on the pedal operation amount by the occupant, and the second travel state control device calculates the pedal operation amount, the command from the occupant other than the pedal operation, and the vehicle. The control request torque for controlling the vehicle to a preset travel state is calculated based on the travel state of the vehicle, so that the control request torque calculated by the second travel state control device and the first travel state control are calculated. The relationship with the control request torque calculated by the apparatus is always the same.

  Therefore, as in the abnormality detection device according to claim 5, the relationship between the control target torque set based on the virtual data and the reference control target torque set based on the reference virtual torque (that is, the magnitude of the torque) ) Is determined not to match the preset prediction data, the abnormality is determined. For example, even if the value corrected by the integrated control device is set as the control target torque, the abnormality of the integrated control device can be determined. it can.

  That is, for example, since the brake control device as one of the second traveling state control devices performs control assuming slip prevention, the control request torque input to the integrated control device by the brake control device is the first traveling state control. It is always smaller than the value of the control request torque calculated based on only the pedal operation amount in the pedal operation amount conversion device as the device.

  Therefore, by storing information that the control target torque is smaller than the reference control target torque as prediction data for the virtual data in which the virtual required torque of the brake control device is predicted to be set as the control target torque, When the control target torque input from the integrated control device is larger than the reference control target torque, it is determined that the control target torque does not match the prediction data, and an abnormality of the integrated control device can be determined.

  Next, the invention according to claim 6 is the abnormality detection device according to any one of claims 1 to 5, wherein the integrated control device operates, and the component control device receives a command from the integrated control device. And a start command means for commanding the start of the abnormality detection device when the control based on is stopped.

  Therefore, according to the abnormality detection device of the sixth aspect, the abnormality detection device operates when the integrated control device operates and the component control device stops the control based on the command from the integrated control device. Is activated, it is possible to reliably determine the abnormality of the integrated control apparatus without affecting the operation.

  According to a sixth aspect of the invention, as in the seventh aspect of the invention, the integrated control device is configured to operate even when the ignition switch of the vehicle is turned off, while the component control device is provided with the ignition switch. When the ignition switch is turned on, the control based on the command from the integrated control device is performed, and when the ignition switch is turned off, the control based on the command from the integrated control device is stopped. The activation of the abnormality detection device may be commanded.

  According to the abnormality detection device of the seventh aspect configured as described above, the integrated control device operates when the ignition switch is turned off, and the component control device performs control based on a command from the integrated control device. Since the operation is stopped, for example, the abnormality of the integrated control device can be determined when the main relay is held immediately after the ignition switch is turned off, or when the power is turned on to the component control means while the ignition is turned off.

  The invention according to claim 6 or claim 7 outputs the abnormality detection request of the integrated control device when there is no input from the traveling state control device, as described in claim 8. When the abnormality detection request is output from the integrated control device, the start command means stops the control based on the command from the integrated control device in the component control device, and starts the abnormality detection device. You may make it command.

  According to the abnormality detection device according to claim 8 configured as described above, the control request torque from the travel state control device is not input to the integrated control device, and the control target torque for controlling the constituent elements is obtained. When there is no need to set the system, the control based on the command from the integrated control device in the component control device is stopped and the abnormality detection device is started. It can be carried out.

  Next, in the abnormality detection device according to any one of claims 1 to 8, as described in claim 9, the abnormality detection device may be provided in the component control device. According to the ninth aspect of the present invention, it is not necessary to provide a separate abnormality detection device, and the abnormality of the integrated control device can be detected with the device configuration of the conventional traveling control system.

Embodiments of the present invention will be described below with reference to the drawings.
[First Embodiment]
FIG. 1 is a block diagram showing the overall configuration of a travel control system to which the present invention is applied, and FIG. 2A is an explanatory diagram showing a list of purpose-specific ECUs.

  The travel control system of the first embodiment is for controlling the engine 60, the transmission 70, and the like by integrating the state of the vehicle and the commands from the driver and other passengers. As shown in FIG. 10 (hereinafter also referred to as manager ECU 10), engine control device 20 (hereinafter also referred to as engine ECU 20), pedal operation amount conversion device 30 (hereinafter also referred to as pedal ECU 30), transmission control device 32 (hereinafter also referred to as AT / ECU 32). A brake control device 34 (hereinafter also referred to as a brake ECU 34), a cruise control device 36 (hereinafter also referred to as a cruise ECU 36), and the like.

  Here, each of the ECUs is an electronic control unit that is configured independently of each other with a calculation processing unit including a microcomputer as the center, and is connected to each ECU via a communication line L1 for data communication. Built-in communication unit. And each ECU is comprised so that the data for controlling the engine 60, the transmission 70, etc. can mutually be transmitted / received via each communication part and the communication line L1.

  Each of the pedal ECU 30, the AT / ECU 32, the brake ECU 34, and the cruise ECU 36 (hereinafter also referred to as a purpose-specific ECU) corresponds to the traveling state control device of the present invention, and is based on the traveling state of the vehicle and a command from the occupant. A control amount (for example, driving torque of the engine 60, etc.) necessary for controlling the traveling state of the vehicle to a predetermined traveling state set in advance is calculated.

  As shown in FIG. 2, the pedal ECU 30 is for reflecting the operation amount of the accelerator pedal of the driver in the control of the engine 60, and corresponds to the operation amount based on an input from an accelerator opening sensor (not shown). The drive torque is calculated, and the calculated drive torque is transmitted to the manager ECU 10 as a requested drive torque (hereinafter also referred to as PTRQ).

  The AT / ECU 32 detects a vehicle speed sensor (not shown), an oil temperature sensor, a detection signal from a shift position switch that detects an operation position (shift position) of a shift lever operated by a driver, or a requested shift stage input from another ECU. The target shift speed is determined based on the above, and when the target shift speed is different from the current shift speed, the transmission 70 is controlled to realize the target shift speed.

  Further, the AT / ECU 32 reduces the shock at the time of changing gears based on the drive torque calculated by the pedal ECU 30 and the detection signals from the sensors and switches, that is, provided in the intake system of the engine 60. The drive torque for performing the control for closing the throttle valve opening (hereinafter also referred to as the throttle opening) is calculated and transmitted to the manager ECU 10 as the requested drive torque (hereinafter also referred to as TTRQ). Since the AT / ECU 32 performs the control for closing the throttle opening, the required drive torque of the AT / ECU 32 is always smaller than the required drive torque of the pedal ECU 30.

  The brake ECU 34 controls the brake actuator based on an operation amount of a brake pedal (not shown), a detection signal from a yaw rate sensor, a steering angle sensor, and the like, a required braking torque input from another ECU, and the like.

  Further, the brake ECU 34 prevents the wheels from slipping based on the required drive torque calculated by the pedal ECU 30 and the detection signals from the sensors / switches, that is, performs control for closing the throttle opening. And is transmitted to the manager ECU 10 as a requested drive torque (hereinafter also referred to as BTRQ). Since the brake ECU 34 performs the control for closing the throttle opening, the required drive torque of the brake ECU 34 is always smaller than the required drive torque of the pedal ECU 30.

  The cruise ECU 36 receives a command from an occupant, and performs control for keeping the vehicle traveling speed and the distance between the preceding vehicle constant, and the required torque calculated by the pedal ECU 30 and the illustrated figure. Based on detection signals from a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, and the like that are not performed, a control amount (that is, driving braking torque, gear position) for following the vehicle is calculated.

  Then, among the calculated control amounts, the drive torque is transmitted to the manager ECU 10 as the required drive torque (hereinafter also referred to as CTRQ). In addition, the braking torque is transmitted to the brake ECU 34 as the required braking torque, and the shift speed is transmitted to the AT / ECU 32 as the required shift speed. Since the cruise ECU 36 performs control on the side that opens the throttle opening, the required drive torque of the cruise ECU 36 is always larger than the required drive torque of the pedal ECU 30.

  When the arithmetic processing unit of each ECU outputs the required driving torque to the manager ECU 10, it adds identification information predetermined for each purpose-specific ECU to the required driving torque and outputs it.

  The manager ECU 10 corresponds to the integrated control device of the present invention. As shown in FIG. 1, the manager ECU 10 includes a signal processing unit 12, a communication unit 14, and a signal input unit 16 for taking in detection signals from various sensors that detect the state of the vehicle. It is equipped with. Then, an optimal required drive torque is selected from the required drive torques output from the ECUs under the current traveling conditions, and a control target drive torque (hereinafter referred to as a target drive torque) is selected based on the selected required drive torque. And a target torque output process commanded to the engine ECU 20 is executed.

  That is, the arithmetic processing unit 12 of the manager ECU 10 takes in the required driving torque output from each ECU via the communication unit 14, and includes the requested driving torque in accordance with a condition corresponding to a preset vehicle state. Is selected, and a target drive torque is set based on the selected required drive torque and transmitted to the engine ECU 20 via the communication unit 14.

  The engine ECU 20 corresponds to a component control device according to the present invention. In addition to the arithmetic processing unit 22 and the communication unit 24, the engine ECU 20 captures detection signals from various sensors that detect the state of the engine 60, and various types of sensors provided in the engine 60. A signal input / output unit 26 for outputting a drive signal to the actuator is provided. In addition, a liquid crystal monitor is connected to the signal input / output unit 26 as a notification unit 50 for notifying an occupant such as a driver of an abnormality of the manager ECU 10.

  The engine ECU 20 calculates the basic control amount of the fuel injection amount and the ignition timing based on the engine speed detected by the crank angle sensor and the intake air amount detected by the air flow meter in the arithmetic processing unit 22. The basic control amount includes the intake air temperature detected by the intake air temperature sensor, the air / fuel ratio detected by the air / fuel ratio sensor, the occurrence frequency of knocking detected by the knock sensor, and the cooling water temperature detected by the water temperature sensor. Thus, the control amount of the engine (fuel injection amount and ignition timing) is determined, and the fuel injection amount from the injector and the high voltage generation timing from the igniter (in other words, ignition timing) are controlled.

  Further, the engine ECU 20 calculates a control amount (target throttle opening) indicating the throttle opening from the target driving torque received from the manager ECU 10 via the communication unit 24. Then, by generating a control signal for controlling the throttle valve opening to the target throttle opening and outputting it to the actuators provided in the engine 60, the throttle opening of the engine 60 is received by the received target drive torque. Control based on.

  Further, the engine ECU 20 performs an abnormality detection process for detecting a state in which the manager ECU 10 does not appropriately set the target drive torque based on the received request drive torque.

  Here, the abnormality detection process is for realizing the function as the abnormality detection device of the present invention. When the arithmetic processing unit 22 is not executing the control of the throttle opening of the engine 60 described above, the manager Virtual data consisting of a combination of virtual required drive torque (hereinafter also referred to as virtual required torque) is input to the ECU 10, and abnormality of the manager ECU 10 is detected by the target drive torque set by the manager ECU 10 based on the input virtual required torque. To detect.

  The manager ECU 10 and the engine ECU 20 are connected to a main relay 52 for power supply, and the signal input / output unit 26 of the engine ECU 20 is provided with a main relay drive circuit 26 a for controlling the main relay 52. Yes.

  When the ignition switch 54 is turned on, the main relay drive circuit 26a turns on the main relay 52, and the battery voltage is supplied from the battery 56 to the power supply lines of the manager ECU 10 and the engine ECU 20. In manager ECU 10 and engine ECU 20, each unit such as an arithmetic processing unit and a communication unit operates based on the battery voltage supplied to the power supply line.

  The main relay drive circuit 26a is also configured to turn on / off the main relay 52 even when receiving a command from the arithmetic processing unit 22 of the engine ECU 20. When the ignition switch 54 is turned on and the main relay drive circuit 26a turns on the main relay 52, the arithmetic processing unit 22 starts operating upon receiving power supply, and continues to operate even when the ignition switch 54 is turned off. To do. After that, when all necessary processes are completed, the main relay 52 is turned off via the main relay drive circuit 26a to stop the operation.

  Further, the main relay drive circuit 26a is provided with a timer for measuring time, and is configured to turn on / off the main relay 52 at predetermined time intervals after the ignition switch 54 is turned off. Then, the manager ECU 10 and the engine ECU 20 are supplied with the battery voltage via the main relay 52 every predetermined time, the manager ECU 10 executes a target torque output process described later, and the engine ECU 20 performs an abnormality detection process of the manager ECU 10. Do.

  The arithmetic processing unit 22 of the engine ECU 20 incorporates a rewritable nonvolatile memory 22a (for example, EEPROM), and stores virtual data used for abnormality detection processing. In addition, the memory 22a is displayed on a notification unit 50 connected via the signal input / output unit 26 so that abnormality information for notifying abnormality of the manager ECU 10 can be recorded. The notification unit 50 receives power and starts display when the ignition switch 54 is turned on, and the arithmetic processing unit 22 displays the abnormality stored in the memory 22a when the ignition switch 54 is turned on. The information is read and abnormality information is displayed on the notification unit 50 via the signal input / output unit 26.

Hereinafter, details of processing executed by the manager ECU 10 and the engine ECU 20 will be described in order.
First, processing executed by the arithmetic processing unit 12 of the manager ECU 10 will be described with reference to FIG. FIG. 3 is a flowchart showing the target torque output process.

  The target torque output process is a process that is repeatedly executed at a preset timing when the power is turned on. When the process is started, first, the requested drive torque transmitted from each purpose-specific ECU in S110. In step S120, the vehicle traveling state such as the vehicle speed and the wheel speed is detected, and the process proceeds to step S130. In S130, one of a plurality of control torque selection processes set in advance as a process for selecting one of the plurality of required drive torques is selected based on the traveling state of the vehicle detected in S120. In S140, the selected control torque selection process is executed to set the target drive torque.

  When the control torque selection process in S140 is completed, in the subsequent S150, the target drive torque set in S140 is changed to the state of the vehicle such as the rotational speed of the engine 60, the coolant temperature, the air conditioner, the operating conditions of the lighting vehicle auxiliary equipment, and so Based on the above, the value is corrected to a preset limit range value, and the process proceeds to S160. In S160, the corrected target drive torque is transmitted to the engine ECU 20, and the process ends.

  Next, one example of the control torque selection process executed in S140 of the target torque output process will be described with reference to FIG. FIG. 4 is a flowchart showing an example of the control torque selection process, and is a process when the priority of control executed by each purpose ECU is the priority shown in FIG.

  When the process is started, in S210, it is determined whether or not there is a requested drive torque BTRQ transmitted from the brake ECU 34 among the plurality of received requested drive torques. It should be noted that from which ECU each requested drive torque is transmitted is determined based on the identification information added to each requested drive torque.

  If it is determined in S210 that there is no BTRQ (S210: NO), the process proceeds to S220, and the requested drive torque TTRQ transmitted from the AT / ECU 32 is included among the received requested drive torques. If there is no TTRQ (S220: NO), the process proceeds to S230, and is the requested drive torque CTRQ transmitted from the cruise ECU 36 among the received requested drive torques? Judge whether or not.

  On the other hand, if it is determined in S210 that there is BTRQ (S210: YES), the process proceeds to S250, where BTRQ is set as the target drive torque, and the process ends. If it is determined in S220 that there is TTRQ (S220: YES), the process proceeds to S260, where TTRQ is set as the target drive torque, and the process ends.

  In S230, when it is determined that there is no CTRQ (S230: NO), it is determined that the received requested drive torque is only PTRQ transmitted from the pedal ECU 30, and the process proceeds to S240 to drive PTRQ to the target drive. The torque is set and the process ends. On the other hand, if it is determined in S230 that there is CTRQ (S230: YES), the process proceeds to S270, CTRQ is set as the target drive torque, and the process ends.

Next, the abnormality detection process executed by the engine ECU 20 will be described with reference to FIG. FIG. 5 is a flowchart showing the abnormality detection process.
The abnormality detection process is a process that is repeatedly executed when the power is turned on. When the process is started, first, in S310, it is determined whether or not a determination execution flag is set. Here, the determination execution flag is a flag that is set when a torque determination process that will be described later is executed, and is a flag that is reset every preset time or when the power is turned off.

  If it is determined in S310 that the determination execution flag is not set (S310: NO), the process proceeds to S320, where it is determined whether or not the ignition switch 54 is off. In S320, the ignition switch is determined. When it is determined that 54 is off (S320: YES), control of the throttle opening of the engine 60 based on the target drive torque input from the manager ECU 10 is not executed, and torque determination processing described later can be executed. If it is determined that there is, the process proceeds to S330. Next, in S330, a torque determination process is executed, and when the torque determination process ends, a determination execution flag is set in subsequent S340, and the process ends.

  On the other hand, if it is determined in S310 that the determination execution flag is set (S310: YES), or if it is determined in S320 that the ignition switch 54 is turned on (S320: NO), the torque has already been set. It is determined that the determination process has been executed or the torque determination process cannot be executed, and the process ends.

Next, torque determination processing executed by the arithmetic processing unit 22 of the engine ECU 20 will be described with reference to FIG. FIG. 6 is a flowchart showing the torque determination process.
When the process is started, the virtual data stored in advance in the memory 22a is read and transmitted to the manager ECU 10 in S410.

  Here, as shown in FIG. 2B, the virtual data includes PTRQ output from the pedal ECU 30, TTRQ output from the AT / ECU 32, BTRQ output from the brake ECU 34, and CTRQ output from the cruise ECU 36. It is composed of three types of patterns (combination information of the present invention) composed of combinations of two or three of the four types of virtual required torques obtained by imagining the four types of required drive torques. Pattern 1 is a combination of virtual request torques of PTRQ, BTRQ, and TTRQ, Pattern 2 is a combination of virtual request torques of PTRQ, TTRQ, and CTRQ, and Pattern 3 is a combination of virtual request torques of PTRQ and CTRQ. It should be noted that each virtual required torque is appended with virtual identification information of the purpose-specific ECU, similarly to the drive request torque transmitted from each purpose-specific ECU.

  In subsequent S420, it is determined whether or not the target drive torque transmitted from the manager ECU 10 has been received. If it is determined that the target drive torque has been received (S420: YES), the process proceeds to S430, and the received target drive is received. The torque is stored in the memory 22a as the first torque, and the process proceeds to S440.

  Next, in S440, the same virtual data as the virtual data transmitted in S410 is transmitted to the manager ECU 10 again, and in subsequent S450, it is determined whether or not the target drive torque transmitted from the manager ECU 10 has been received. If it is determined that the target drive torque has been received (S450: YES), the process proceeds to S460, and the received target drive torque is compared with the first torque stored in the memory 22a.

  In S470, it is determined whether or not the received target drive torque matches the first torque. If the target drive torque and the first torque match (S470: YES), the process proceeds to S500. Then, it is determined whether or not determinations for all patterns (patterns 1 to 3) have been executed. If it is determined that the determination for all patterns is not completed (S500: NO), the process proceeds to S410, the process for other patterns is executed, and the process for all patterns is determined to be completed. (S500: YES), the manager ECU 10 determines that it is operating normally, and ends the process.

  On the other hand, if it is determined in S420 or S450 that the target drive torque has not been received from the manager ECU 10 (S420, S450: NO), the process proceeds to S480 to indicate that the target drive torque has not been received. The abnormality information is recorded in the memory 22a, and the process proceeds to S500. If it is determined in S470 that the first torque received from the manager ECU 10 (first received target drive torque) and the second received target drive torque do not match (S470: NO), The process proceeds to S490, the abnormality information indicating that the target drive torque does not match is recorded in the memory 22a, and the process proceeds to S500.

  As described above, in the travel control system of the first embodiment to which the present invention is applied, the memory 22a in which virtual data is stored is provided in the arithmetic processing unit 22 of the engine ECU 20, and the vehicle ignition switch 54 is provided. When it is determined that is OFF, the arithmetic processing unit 22 transmits the virtual data stored in the memory 22a to the manager ECU 10 twice instead of the required driving torque from each purpose-specific ECU. When the manager ECU 10 sets the target drive torque based on the respective virtual data, it is determined whether or not the two set target drive torques match, and if they do not match, the abnormality of the manager ECU 10 is determined.

  Therefore, according to the travel control system of the first embodiment, virtual data is transmitted to the manager ECU 10 when the ignition switch 54 of the vehicle is off and there is no input of required driving torque from the purpose-specific ECU to the manager ECU 10. By doing so, it is possible to simulate the operation in which the manager ECU 10 actually sets the target drive torque based on the input from the purpose-specific ECU, so the two target drive torques set by the manager ECU 10 match based on the virtual data. Whether or not the manager ECU 10 is abnormal can be detected with certainty.

  Further, since the same virtual data is transmitted to the manager ECU 10 twice and the abnormality of the manager ECU 10 is determined when the two target drive torques do not match, the contents of the target torque selection process executed by the manager ECU 10 are determined. Therefore, the abnormality of the manager ECU 10 can be detected. That is, in the target torque selection process, there is a possibility that the requested drive torque to be selected is changed as appropriate depending on the priority order of control executed by each purpose-specific ECU. Abnormalities can be detected.

  Furthermore, since the virtual data is composed of three types of patterns with different combinations of virtual required torques, there are three types of target drive torques used for determining the abnormality, and it is possible to determine the abnormality more reliably. .

  Further, the manager ECU 10 is configured to operate even when the ignition switch 54 is turned off, and the engine ECU 20 is configured to stop the control based on the target drive torque transmitted from the manager ECU 10 when the ignition switch 54 is turned off. Therefore, for example, the abnormality determination of the manager ECU 10 can be performed while the main relay is held immediately after the ignition switch 54 is turned off. In addition, when the power is turned on and the engine ECU 20 is activated while the ignition is off, the abnormality determination of the manager ECU 10 can be performed.

  And since abnormality of manager ECU10 is determined in engine ECU20 for controlling engine 60, abnormality of manager ECU10 can be detected, without changing a device composition from the conventional run control system.

In the first embodiment, the engine 60 corresponds to one component of the drive system of the present invention, the required drive torque corresponds to the control request torque of the present invention, and the target drive torque corresponds to the control target torque of the present invention. The memory 22a corresponds to the storage means of the present invention, the process of S320 corresponds to the start command means of the present invention, the processes of S410 and S440 correspond to the virtual data input means of the present invention, and S420, S430, and S450. The process of ~ S470 corresponds to the abnormality determining means of the present invention.
[Second Embodiment]
Next, a travel control system according to a second embodiment to which the present invention is applied will be described.

  The travel control system according to the second embodiment is configured in substantially the same manner as the travel control system according to the first embodiment, and includes torque determination processing executed by the arithmetic processing unit 22 of the engine ECU 20 and information stored in the memory 22a. Only differs from the first embodiment.

  Hereinafter, the torque determination process of the second embodiment will be described with reference to FIG. FIG. 7 is a flowchart illustrating torque determination processing according to the second embodiment. In addition, in addition to the virtual data of the first embodiment, a reference virtual torque and prediction data described later are stored in advance in the memory 22a of the second embodiment.

  When the process is started, the reference virtual torque stored in advance in the memory 22a is read and transmitted to the manager ECU 10 in S610. Here, the reference virtual torque is a torque obtained by virtually assuming PTRQ output from the pedal ECU 30, as shown in FIG. Next, in S620, it is determined whether or not the target drive torque transmitted from the manager ECU 10 has been received. If it is determined that the target drive torque has been received (S620: YES), the process proceeds to S630 and the received target drive is received. The torque, that is, the target drive torque PTRQ ′ set based on the reference virtual torque PTRQ is stored in the memory 22a as the reference target drive torque, and the process proceeds to S640.

  Next, in S640, the virtual data stored in the memory 22a is transmitted to the manager ECU 10, and in the subsequent S650, it is determined whether or not the target drive torque Ttar transmitted from the manager ECU 10 has been received. (S650: YES), the process proceeds to S660, and the relationship between the received target drive torque Ttar and the reference target drive torque PTRQ ′ stored in the memory 22a is predicted in advance in the memory 22a. Compare with the data.

  Here, as shown in FIG. 8B, the predicted data is a target drive torque Ttar set by the manager ECU 10 based on the virtual data and a reference target drive torque set based on the reference virtual torque PTRQ. This is information indicating the relationship (the magnitude of torque) with PTRQ ′ and is set for each pattern.

  As described above, since the relationship between the required drive torque of the pedal ECU 30 and the required drive torque of the other purpose-specific ECUs (AT / ECU 32, brake ECU 34, cruise ECU 36) is always the same, the manager ECU 10 This is based on the fact that the relationship between the set target drive torque Ttar and the reference target drive torque PTRQ ′ is always the same.

  For example, in the pattern 1 shown in FIG. 8B, when virtual data composed of PTRQ, BTRQ, and TTRQ is transmitted to the manager ECU 10, the manager ECU 10 of the present embodiment performs the target drive in the control torque selection process. BTRQ is selected as the torque Ttar, and the torque in which BTRQ is corrected based on the state of the vehicle is transmitted to the engine ECU 20. Here, since BTRQ is always smaller than PTRQ, it is stored as predicted data that the target drive torque Ttar is smaller than the reference target drive torque PTRQ '.

  Next, at S670, it is determined whether or not the relationship between the received target drive torque Ttar and the reference target drive torque PTRQ ′ stored in the memory 22a matches the predicted data stored in the memory 22a in advance. If they match (S670: YES), the process proceeds to S700, and it is determined whether or not the determination for all patterns (patterns 1 to 3) has been executed. If it is determined that the determination for all patterns has not been completed (S700: NO), the process proceeds to S610, the process for other patterns is executed, and the process for all patterns is determined to have ended. (S700: YES), the manager ECU 10 determines that it is operating normally, and ends the process.

  On the other hand, if it is determined in S620 or S650 that the target drive torque has not been received from the manager ECU 10 (S620, S650: NO), the process proceeds to S680 to indicate that the target drive torque has not been received. The abnormality information is recorded in the memory 22a, and the process proceeds to S700. In S670, when it is determined that the relationship between the received target drive torque Ttar and the reference target drive torque PTRQ ′ does not match the predicted data (S670: NO), the process proceeds to S690 and the target drive is performed. Abnormal information indicating that the relationship between the torque Ttar and the reference target drive torque PTRQ ′ does not match the predicted data is recorded in the memory 22a, and the process proceeds to S700.

  8A shows an example of data that the engine ECU 20 sends and receives to the manager ECU 10 for the first time. FIG. 8B shows an example of data that the engine ECU 20 sends and receives to the manager ECU 10 for the second time. An example of data is shown.

  As described above, in the travel control system of the second embodiment to which the present invention is applied, the arithmetic processing unit 22 of the engine ECU 20 is provided with the memory 22a in which the reference virtual torque, the virtual data, and the prediction data are stored. If it is determined that the ignition switch 54 of the vehicle is off, the virtual required torque of the pedal operation amount conversion device 30 is transmitted to the manager ECU 10 as the reference virtual torque, and then the virtual data is transmitted to the manager ECU 10. Whether or not the relationship between the reference target driving torque set based on the reference virtual torque in the manager ECU 10 and the target driving torque set based on the virtual data matches the preset prediction data. Judgment and abnormality of manager ECU10 are detected when it does not correspond.

  Therefore, according to the travel control system of the second embodiment, when the vehicle ignition switch 54 is off and there is no input of the required drive torque from the purpose-specific ECU to the manager ECU 10, the reference virtual torque and the virtual data Is transmitted to the manager ECU 10, so that the manager ECU 10 can actually simulate the operation of setting the target drive torque based on the input from the purpose-specific ECU. Therefore, the relationship between the reference target drive torque and the target drive torque is By determining whether or not it matches the predicted data, the abnormality of the manager ECU 10 can be reliably detected.

In the second embodiment, the reference target drive torque corresponds to the reference control target torque of the present invention, the pedal ECU 30 corresponds to the first travel state control device of the present invention, and the AT / ECU 32, the brake ECU 34, and the cruise ECU 36 It corresponds to the second running state control device of the present invention, the processes of S710 and S740 correspond to the virtual data input means of the present invention, and the processes of S720, S730 and S750 to S770 correspond to the abnormality determination means of the present invention.
[Third Embodiment]
Next, a travel control system according to a third embodiment to which the present invention is applied will be described.

  The travel control system of the third embodiment is configured in substantially the same manner as the travel control systems of the first embodiment and the second embodiment, but receives a command from the manager ECU 10 except when the ignition switch 54 is off. Even in such a case, the operation abnormality of the manager ECU 10 is detected, and the target torque output process executed by the manager ECU 10 and the target torque output process executed by the engine ECU 20 are the first or second. Different from the travel control system of the second embodiment.

First, the target torque output process will be described with reference to FIG. FIG. 9 is a flowchart showing a target torque output process executed by the manager ECU 10 of the third embodiment.
The target torque selection process is a process that is repeatedly executed at a preset timing when the power is turned on. When the process is started, first, in S800, the requested drive torque is received from each purpose-specific ECU. If it is determined whether the requested drive torque has been received (S800: YES), the process proceeds to S810. Here, the processing from S810 to S860 is the same as the processing from S110 to S160 of the target torque output processing of the first embodiment, and therefore will be omitted.

  On the other hand, if it is determined in S800 that the requested drive torque has not been received (S800: NO), the process proceeds to S870, and a preset time has elapsed since the last received requested drive torque. Determine whether or not. If it is determined that a preset time has elapsed (S870: YES), the process proceeds to S880, an abnormality detection request is transmitted to the engine ECU 20, and the process ends. If it is determined in S870 that the preset time has not elapsed (S870: NO), the process is terminated as it is.

Next, the abnormality detection process will be described with reference to FIG. FIG. 10 is a flowchart showing an abnormality detection process executed by the engine ECU 20 of the third embodiment.
The abnormality detection process is a process that is repeatedly executed when the power is turned on. When the process is started, first, in S910, it is determined whether or not the determination execution flag is set, and the determination execution flag is set. When it is determined that it has not been performed (S910: NO), the process proceeds to S920, and it is determined whether or not the abnormality detection request transmitted from the manager ECU 10 has been received.

  If it is determined in S920 that an abnormality detection request has been received (S920: YES), the process proceeds to S930 to stop the control of the throttle opening of the engine 60 based on the target drive torque received from the manager ECU 10. Subsequently, in S940, the stop flag is set, and the process proceeds to S960. Here, the stop flag is a flag that is set when the control of the throttle opening of the engine 60 is stopped based on the target drive torque received from the manager ECU 10, and is reset when the normal control is performed. It is.

  On the other hand, if it is determined in S920 that an abnormality detection request has not been received (S920: NO), the process proceeds to S950 to determine whether or not the ignition switch 54 is off. In S950, the ignition switch is determined. When 54 is determined to be off (S950: YES), the process proceeds to S960.

  When the torque determination process is executed in S960 and the torque determination process ends, the process proceeds to S970, in which it is determined whether the stop flag is set, and it is determined that the stop flag is reset. (S970: NO), the process proceeds to S980, the determination execution flag is set, and the process ends.

  On the other hand, if it is determined in S970 that the stop flag is set (S970: YES), the process proceeds to S990, where the control of the throttle opening of the engine 60 based on the target drive torque received from the manager ECU 10 is performed. Return to S995. In S995, the stop flag is reset, and the process proceeds to S980.

  If it is determined in S910 that the determination execution flag is set (S910: YES), or if it is determined in S950 that the ignition switch 54 is on (S950: NO), the process is performed. finish.

  As described above, in the travel control system according to the third embodiment, when the manager ECU 10 determines that the drive request torque from the purpose-specific ECU has not been received, the abnormality detection request is transmitted to the engine ECU 20. The engine ECU 20 executes the abnormality detection process not only when the ignition switch 54 is off but also when an abnormality detection request is received. When the abnormality detection request is received, the torque determination process is executed after stopping the control of the throttle opening based on the command from the manager ECU 10, and the abnormality of the manager ECU 10 is determined.

  Therefore, according to the travel control system of the third embodiment, the required drive torque from the engine ECU 20 is not input to the manager ECU 10, and the target drive torque for controlling the throttle opening of the engine 60 is set. When there is no need, the engine ECU 20 stops the throttle opening control based on the command from the manager ECU 10 and executes the torque determination process. Therefore, the abnormality determination of the manager ECU 10 can be reliably performed without affecting the operation. It can be carried out.

In the third embodiment, the processing of S920 to S950 corresponds to the start command means of the present invention.
As mentioned above, although one Embodiment of this invention was described, it cannot be overemphasized that this invention can take a various form.

  In the above embodiment, the manager ECU 10 performs a process of selecting one of the requested drive torques output from each purpose-specific ECU, setting the selected requested drive torque as the target drive torque, and transmitting it to the engine ECU 20. However, not only the target drive torque is transmitted to the engine ECU 20, but also the target gear stage and the target braking torque are set based on the signal received from each purpose ECU, and the AT / ECU 32 and the brake ECU 34 are set. It may be configured so as to command.

  In the above embodiment, the manager ECU 10 is configured to correct the set target drive torque and transmit it to the engine ECU 20. However, the manager ECU 10 directly inputs the set target drive torque to the engine ECU 20 without correcting it. You may comprise. In this case, in the arithmetic processing unit 22 (memory 22a) of the engine ECU 20, the target drive torque predicted to be set by the manager ECU 10 is set as prediction data for each pattern, and the arithmetic processing unit 22 May determine whether the target drive torque received from the manager ECU 10 matches the target drive torque stored in the memory 22a.

  In the above embodiment, the virtual required torque is set for all the purpose-specific ECUs, and the virtual data composed of these virtual required torques is stored. There is no need to set the required torque. For example, when there are many purpose-specific ECUs, a plurality of types (for example, 4, 5 types, etc.) may be selected as appropriate. However, it goes without saying that if the virtual required torque is set for all the purpose-specific ECUs, the abnormality of the manager ECU 10 can be detected more accurately.

  In the above embodiment, the target torque selection process executed when the priority of control executed by each purpose ECU is the priority shown in FIG. 2A has been described. Various processes are conceivable as the process for setting the drive torque, and the process is not limited to the above.

  In the above-described embodiment, virtual data including a combination of virtual required torques is stored in advance in the memory 22a. However, for example, only a plurality of virtual required torques may be stored in the memory 22a. . In such a case, when transmitting the virtual data, the arithmetic processing unit 22 uses the virtual required torque stored in the memory 22a based on a preset condition or in combination at random. Data may be generated and transmitted to the manager ECU 10. At this time, prediction data for the virtual data generated at the same time may be generated and stored in the memory 22a.

  In the above embodiment, one component of the vehicle drive system of the present invention is the engine 60, and the component control device is the engine ECU 20, while the brake ECU 34 and the AT / ECU 32 are the travel state control device of the present invention. However, the brake ECU 34 and the AT / ECU 32 may be used as the component control device of the present invention.

  In the above embodiment, the abnormality detection device is configured as one function of the engine ECU 20 that is a component control device. However, the abnormality detection device may be provided separately from the engine ECU 20, and for example, the manager ECU 10 In addition to the arithmetic processing unit 12, an arithmetic processing unit may be provided, and this arithmetic processing unit may be used as an abnormality detection device.

  In the above embodiment, the traveling state control device of the present invention is configured by the AT / ECU 32, the brake ECU 34, and the cruise ECU 36. However, the ECU calculates a driving torque for controlling the traveling state of the vehicle to a specific traveling state. Anything may be used, and the present invention is not limited to the above.

It is a block diagram which shows schematic structure of a traveling control system. It is explanatory drawing which shows the list of ECU according to purpose, and virtual data. It is a flowchart which shows the target torque output process of 1st Embodiment. It is a flowchart which shows the control torque selection process of 1st Embodiment. It is a flowchart which shows the abnormality detection process of 1st Embodiment. It is a flowchart which shows the torque determination process of 1st Embodiment. It is a flowchart which shows the torque determination process of 2nd Embodiment. It is explanatory drawing which shows the virtual data and prediction data of 2nd Embodiment. It is a flowchart which shows the target torque output process of 3rd Embodiment. It is a flowchart which shows the abnormality detection process of 3rd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Manager control apparatus (manager ECU), 12 ... Arithmetic processing part, 14 ... Communication part, 16 ... Signal input part, 20 ... Engine control apparatus (engine ECU), 22 ... Arithmetic processing part, 22a ... Memory, 24 ... Communication , 26... Signal input / output unit, 26 a... Main relay drive circuit, 30. Pedal operation amount conversion device (pedal ECU), 32. Transmission control device (AT / ECU), 34 brake control device (brake ECU), 36 ... Cruise control device (cruise ECU), 50 ... notification unit, 52 ... main relay, 54 ... ignition switch, 56 ... battery, 60 ... engine, 70 ... transmission

Claims (9)

A component control device that controls the component so that the drive torque of one component of the drive system of the vehicle is a control target torque commanded from the outside;
A control target torque set based on the selected control request torque is selected from a plurality of control request torques input from the outside based on the preset control request torque under the current driving conditions. An integrated control device that commands the component control device,
A plurality of driving state control devices that calculate a driving torque necessary for controlling the vehicle to a predetermined driving state as a control request torque based on a driving state of the vehicle and a command from an occupant, and input to the integrated control device; ,
In the travel control system, the plurality of travel state control devices are configured to calculate a driving torque required to control the vehicle to a travel state set for each travel state control device,
An abnormality detection device for detecting an abnormality in the operation of the integrated control device,
Storage means in which virtual data composed of virtual required torque preset in each of a plurality of predetermined traveling state control devices among the plurality of traveling state control devices is stored;
When a command is input from the outside, virtual data input means for inputting the virtual data stored in the storage means to the integrated control device in place of the control request torque from each traveling state control device;
When the integrated control device sets a control target torque based on the virtual data, an abnormality determination unit that determines an abnormality of the integrated control device based on the set control target torque;
An abnormality detection device for an integrated control device, comprising: The virtual data comprises a plurality of types of combination information with different combinations of the virtual required torque,
2. The abnormality according to claim 1, wherein the abnormality determination unit determines abnormality of the integrated control device based on a plurality of control target torques set for each combination information in the integrated control device. Detection device. The virtual data input means inputs the virtual data to the integrated control device a plurality of times,
The abnormality determination means determines whether or not the control target torques set a plurality of times by the integrated control device are all matched based on the virtual data, and determines the abnormality of the integrated control device if they do not match The abnormality detection device according to claim 1, wherein the abnormality detection device is an abnormality detection device. The storage means stores prediction data related to a control target torque that is predicted to be set by the integrated control device based on the virtual data.
The abnormality determination unit determines whether or not the prediction data stored in the storage unit and the control target torque set in the integrated control device match, and if not, the abnormality control unit The abnormality detection device according to claim 1, wherein abnormality is determined. The travel state control device includes:
A first traveling state control device that calculates the control request torque based only on the pedal operation amount by the occupant;
A second traveling state control device that calculates the control request torque based on an operation amount of the pedal, a command by a passenger other than the pedal operation, and a traveling state of the vehicle;
Consists of
The virtual data input means includes
When a command is input from the outside, after inputting the virtual required torque of the first traveling state control device as a reference virtual torque to the integrated control device, the virtual data is input to the integrated control device,
The abnormality determining unit is configured such that a relationship between a reference control target torque set based on the reference virtual torque in the integrated control device and a control target torque set based on the virtual data matches the predicted data. The abnormality detection device according to claim 4, wherein it is determined whether or not to perform.   When the integrated control device operates and the component control device stops control based on a command from the integrated control device, a start command means is provided for instructing start of the abnormality detection device. The abnormality detection device according to claim 1, wherein: The integrated control device is configured to operate even when an ignition switch of the vehicle is turned off,
The component control device is configured to perform control based on a command from the integrated control device when the ignition switch is turned on, and to stop control based on the command from the integrated control device when the ignition switch is turned off. Has been
The abnormality detection device according to claim 6, wherein the activation command unit commands activation of the abnormality detection device when the ignition switch is turned off. The integrated control device is configured to output an abnormality detection request of the integrated control device when there is no input from the traveling state control device,
When an abnormality detection request is output from the integrated control device, the activation command means stops control based on a command from the integrated control device in the component control device, and commands activation of the abnormality detection device. The abnormality detection device according to claim 6 or 7, characterized by the above.   The abnormality detection device according to any one of claims 1 to 8, wherein the abnormality detection device is provided in the component control device.

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