JP2011157856A - Vehicular control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular control device preventing malfunction of a control part even when a signal input into the control part varies in logic level. <P>SOLUTION: The vehicular control device includes: the first control part 30 including a control processing part controlling a target of control and a failure detection processing part detecting failure concerning the target of control; a power supply control part 21 converting battery voltage and supplying the same to the first control part; and a second control part 20 including a failure detection prohibition processing part 22 which outputs a failure detection prohibition signal DI for prohibiting execution of a predetermined failure detection process by the first control part when detecting lowering of the output voltage of a battery B, and outputting a plurality of signals including the failure detection prohibition signal to the first control part. The first control part includes a signal determination processing part determining the truth of a signal level of the failure detection prohibition signal based on the logic level of the failure detection prohibition signal and the signal level of a voltage monitor signal BATTO monitoring the output voltage of the battery. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus that controls a control target mounted on a vehicle, and in particular, idle stop control that stops an engine when a predetermined stop condition is satisfied and automatically restarts the engine when a predetermined restart condition is satisfied. The present invention relates to a vehicle control device suitable for a control device that executes the above.

  Generally, a control device mounted on a vehicle includes a control unit including a microcomputer and its peripheral circuits. Such a control unit operates with electric power supplied via a DC regulator that adjusts the output voltage of a battery mounted on the vehicle to a predetermined voltage.

  Many control devices incorporate such a DC regulator in addition to the control unit. Furthermore, in addition to the DC regulator, an integrated power supply circuit that includes a power management circuit that detects a drop in battery voltage and transmits it to the control circuit, a watchdog timer circuit that monitors abnormal operation of the microcomputer, etc. And a control device in which the integrated power supply circuit is incorporated in the same substrate as the control unit is realized.

  Further, as an example of such a control device, Patent Document 1 discloses that when restarting the engine, in order to avoid erroneous detection of abnormality due to a decrease in battery voltage due to driving of the starter motor, There has been proposed a control device for an idle stop vehicle having a mask execution means for causing the electronic control device of the vehicle to execute a mask process for detecting an abnormality for a first predetermined time after the start.

JP 2007-46546 A

  The above-described integrated power supply circuit may be incorporated in the control device described in Patent Document 1. In such an integrated power supply circuit that is integrated into an IC, signals corresponding to restrictions on the mounting space of the board and multi-functionalization are provided. Due to an increase in the number of pins, the distance between pins tends to be short, and the degree of freedom of signals assigned to each pin tends to be limited.

  If one of these signal pins detects a drop in the output voltage of the battery and assigns a signal to output that state to the control circuit, it will be adjacent if an accident such as a short circuit between adjacent pins occurs. The logic level of the signal fluctuates depending on the voltage of the pin to be transmitted, and a signal of an incorrect level is transmitted to the control unit, which may cause a malfunction of the control unit.

  In view of the above-described problems, an object of the present invention is to provide a vehicle control device that can prevent malfunction of a control unit even when the logic level of a signal input to the control unit varies. .

In order to achieve the above-described object, a characteristic configuration of a vehicle control device according to the present invention is a vehicle control device that controls a control object mounted on a vehicle, and detects abnormality in a part related to control of the control object. A first control unit including an abnormality detection processing unit to detect, and an abnormality detection that outputs an abnormality detection prohibition signal for prohibiting execution of a predetermined abnormality detection process by the first control unit when a decrease in the output voltage of the battery is detected A second control unit including a prohibition processing unit and outputting a plurality of signals including the abnormality detection prohibition signal to the first control unit;
The first control unit is based on a logic level of the abnormality detection prohibiting signal and a signal level of a voltage monitor signal that monitors the output voltage of the battery that is input without passing through the second control unit. In addition, a signal determination processing unit that determines an abnormality of the abnormality detection inhibition signal input from the first control unit is provided.

  According to the above configuration, the signal determination processing unit compares the logic level of the abnormality detection prohibition signal with the signal level of the voltage monitor signal for monitoring the output voltage of the battery, and the validity of the logic level of the abnormality detection prohibition signal is confirmed. Be evaluated. For example, when a decrease in the output voltage of the battery cannot be confirmed based on the voltage monitor signal, the logic level of the abnormality detection prohibition signal is a logic level corresponding to the decrease in the output voltage of the battery, or based on the voltage monitor signal When the battery output voltage drop can be confirmed, the signal level of the abnormality detection prohibition signal is determined to be false when the logic level of the abnormality detection prohibition signal is the logical level corresponding to the appropriate battery output voltage. Is done. Therefore, the first control unit can execute appropriate control based on the true / false of the signal level of the abnormality detection prohibition signal, and a more reliable vehicle control device can be realized.

In addition, the first control unit
An automatic stop processing unit that stops the engine when a predetermined stop condition is satisfied, an abnormality detection processing unit that performs abnormality detection processing of a part related to automatic stop automatic restart control of the engine, and a detection result by the abnormality detection processing unit An automatic restart processing unit that automatically restarts the engine when a predetermined restart condition including the above is satisfied, the automatic restart processing unit during the engine stop by the automatic restart processing unit When an abnormality detection signal indicating a state in which abnormality detection is prohibited is input from the control unit, and the abnormality determination prohibiting signal is determined to be abnormal by the signal determination processing unit, the engine is not automatically restarted. It is preferable that

  If the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal is a false abnormality detection prohibition level, whether the part related to automatic stop automatic restart control is abnormal in the abnormality detection processing unit. Even when such a detection is performed, the abnormality detection is prohibited based on the signal of the abnormality detection prohibition level, so that the engine is automatically restarted without detecting the abnormality occurring at that time. There is a risk.

  For example, if an abnormality occurs in the position sensor of the shift lever while the engine is stopped by the automatic stop processing unit, the user operates the shift lever from the neutral position (N range) to the drive position (D range). However, if the engine is automatically restarted by the automatic restart processing unit in a state where it is not detected, an inconvenient situation such as a sudden start of the vehicle occurs.

  Even in such a case, if the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal is a false abnormality detection prohibition level, the automatic restart processing unit does not automatically restart the engine. Therefore, high safety can be secured.

  As described above, according to the present invention, it is possible to provide a vehicle control device capable of preventing malfunction of the control unit even when the logic level of the signal input to the control unit varies. Became.

Functional block diagram of vehicle control system Block circuit diagram of control device for executing idle stop control State transition diagram of idle stop control Overall flowchart of idle stop control Flow chart of automatic engine stop process Flow chart of engine restart process Characteristic diagram of the output signal of the sensor that detects the position of the shift lever Flow chart of abnormality determination processing of abnormality detection prohibition signal Level comparison table for signal pins of anomaly detection prohibition signal and adjacent signal pins The flowchart of abnormality determination processing of the abnormality detection prohibition signal according to another embodiment Explanatory drawing of pin arrangement | positioning of the integrated circuit used as a 2nd control part

  Hereinafter, a vehicle control apparatus according to the present invention will be described by taking an engine automatic stop / restart control apparatus as an example.

  As shown in FIG. 1, the vehicle control system includes an engine ECU (“ECU” is an abbreviation for Electric Control Unit) 2 that controls the engine and the automatic transmission, and an engine automatic as a control device according to the present invention. It is composed of a plurality of ECUs such as an idle stop ECU 3 that is a stop / restart control device and a brake ECU 4 that controls the braking device, and each ECU transmits and receives control signals to each other (“CAN” is a Controller Area Network). It is connected to 1.

  The plurality of ECUs described above include an airbag ECU 5 that controls deployment of an airbag that is a safety device in the event of a collision, a navigation ECU 6 that guides the vehicle to a destination, and the like.

  Each ECU includes a microcomputer including a CPU, a ROM, a RAM, a peripheral circuit such as an input / output circuit, and a DC regulator for adjusting a DC12V voltage supplied from a battery to a predetermined control voltage, for example, DC5V. ing.

  Each CPU executes a predetermined calculation based on a control program stored in the ROM with respect to a signal value of a sensor or the like input via an input circuit or a control signal transmitted from another ECU via CAN1. Then, a control signal based on the calculation result is output to an actuator or the like via an output circuit, or is output to another ECU via CAN 1 to control the control target.

  The engine ECU 2 receives signals output from various sensors provided in the vehicle, such as engine speed, engine water temperature, accelerator opening, intake air amount, vehicle speed, battery voltage, shift lever shift position, brake negative pressure, and the like. ing.

  The engine ECU 2 calculates the throttle valve opening, the fuel injection amount supplied to the engine, the injection timing, the ignition timing, etc. based on the engine speed, the engine water temperature, the accelerator opening, the intake air amount, etc., and the throttle valve control signal The engine is driven by outputting control signals such as fuel injection signals and ignition signals, and a gear ratio is calculated based on the engine speed, vehicle speed, shift lever shift position, etc. The gear ratio is adjusted by outputting a shift control signal to the automatic transmission.

  Furthermore, the engine ECU 2 transmits a status signal indicating the state of the engine to the idle stop ECU 3 via the CAN 1 based on the driving state of the engine or the like. The status signal includes a status signal indicating whether automatic stop processing of the engine by the idle stop ECU 3 is permitted or prohibited, and a status signal requesting restart of the engine.

  The idle stop ECU 3 includes engine speed (crank pulse), vehicle speed pulse, battery voltage, shift lever shift position, brake pedal operation amount detected by a brake stroke sensor, brake booster negative pressure, road surface inclination amount, etc. Signals output from various sensors provided in the vehicle and signals from an idle stop control prohibition switch operated by the driver are input via the input circuit and transmitted from the engine ECU 2 via CAN1. A status signal is received.

  A starter switch contact 11 and a shift lever neutral range or parking range contact 12 are connected in series between the coil 8 of the relay circuit 7 for driving the starter motor M and the power source (the positive electrode of the battery B). A starter energization circuit 10 controlled by the ECU 3 is connected in parallel to this series circuit.

  When the engine is started by operating the ignition key, the shift lever is operated to the neutral range by the driver, the starter switch is closed, the starter relay 7 is turned on, the engine is started, and the engine restart process is executed. The engine is restarted when the starter relay 7 is turned on by the idle stop ECU 3 via the starter energization circuit 10.

  The idle stop ECU 3 controls the backup boost converter 9 so that each ECU operates normally even if the output voltage of the battery B decreases when the starter motor is driven by the engine restart process, and the output voltage of the battery B is controlled. To a predetermined voltage.

  For example, if the operation of the microcomputer such as the navigation ECU 6 or the brake ECU 4 is reduced due to a voltage drop at the time of starting the engine, the operation becomes unstable or the user feels uncomfortable or a safety problem occurs. The potential ECU is configured to be fed from the backup boost converter 9 to ensure the operating voltage.

  FIG. 2 shows a detailed block circuit diagram of the idle stop ECU 3. The idle stop ECU 3 includes a first control unit 30 and a second control unit 20.

  The first control unit 30 includes a microcomputer including a CPU, ROM, RAM, and the like connected by an internal bus and its peripheral circuits. The peripheral circuit includes a starter energization circuit 10 and an EEPROM (not shown) that stores important control data when the power is stopped.

  A signal from a brake negative pressure sensor, a signal from a shift lever operation position sensor, a monitor voltage of battery B, etc. are input to the AD conversion port of the microcomputer, and an idle stop prohibition switch is input to the digital signal input port. Signals such as a signal, an abnormality detection prohibition signal DI, a start signal STO, a crank pulse signal, and a vehicle speed pulse signal are input, and further, a brake switch signal, a G sensor signal, an accelerator signal, and the like are input via a CAN communication line. As a monitor voltage of the battery B, a voltage monitor signal BATT obtained by reducing the voltage of the battery by ¼ from the resistance voltage dividing circuit 33 provided in the first control unit 30 and a voltage monitor output from the second control unit 20 described later. Both signals BATTO are input.

  When the control program stored in the ROM is executed by the CPU, functional blocks such as an automatic stop processing unit, an abnormality detection processing unit, an automatic re-manual processing unit, and a signal determination processing unit are realized. The RAM is used as a working area for storing control data and input / output data necessary for the operation of each functional block.

  The automatic stop processing unit is a functional block that stops the engine when a predetermined stop condition is satisfied. The abnormality detection processing unit is a functional block that executes abnormality detection processing related to the control target including the operation position of the shift lever. The automatic restart processing unit is a functional block that automatically restarts the engine based on a detection result by the abnormality detection processing unit when a predetermined restart condition is satisfied.

  The signal determination processing unit is configured to detect an abnormality detection prohibition signal based on the logic level of the abnormality detection prohibition signal and the signal level of the voltage monitor signal for monitoring the output voltage of the battery while the engine is stopped by the automatic stop processing unit. This is a functional block for determining whether the signal level is true or false. The operation of these functional blocks will be described in detail later.

  The starter energization circuit 10 includes transistors Tr1, Tr2, and Tr3 that are on / off controlled by the first control unit 30, resistors R1, R2, and R3, a diode D, and the like. The plurality of transistors are configured to be fail-safe so that the starter motor M is not driven at an unexpected timing due to some failure.

  Transistors Tr <b> 1 and Tr <b> 2 are connected in series via a diode D between the power supply and the coil 8 of the starter relay 7. Resistors R1, R2, and R3 are connected in series between the power source and the ground, and a transistor Tr3 is connected in parallel to the resistors R2 and R3.

  The connection points of the transistors Tr1 and Tr2 and the connection points of the resistors R2 and R3 are connected to each other and input to the AD conversion port of the microcomputer as a monitor signal MV1, and the anode side and the cathode side of the diode D are respectively monitored voltages at the input ports of the microcomputer. It is input as MV2 and MV3.

  When the transistors Tr1 and Tr2 are simultaneously turned on by the microcomputer, the coil 8 is energized and the starter motor M is driven. The microcomputer detects the failure of the transistors Tr1 and Tr2 based on the values of the monitor voltages MV1, MV2 and MV3 when the transistors Tr1 and Tr2 are individually driven at a predetermined time, and detects the failure of the transistor Tr2 in the short mode. Then, the transistor Tr3 is turned on and the starter relay 7 is turned off.

  The second control unit 20 includes a plurality of circuits such as a power supply control unit 21, an abnormality detection prohibition processing unit 22, a voltage monitoring unit 23, a voltage monitoring circuit 24, a plurality of comparison circuits, and a watchdog timer circuit 25. This is a CMOS integrated circuit made into one chip.

  The power supply control unit 21 includes a DC regulator that converts the output voltage DC12V of the battery B to generate a control voltage of DC5V and supplies power to the first control unit 30.

  When the abnormality detection prohibition processing unit 22 detects that the output voltage of the battery B has dropped below 8V, the abnormality detection prohibition signal DI for prohibiting execution of the predetermined abnormality detection processing by the first control unit 30 is set to a high level ( When an abnormality detection prohibition state) is output to the first control unit 30 and it is detected that the output voltage of the battery B is 8 V or more, an abnormality detection is performed to allow the first control unit 30 to execute a predetermined abnormality detection process. This is a comparison circuit that outputs the inhibition signal DI to the first control unit 30 at a low level (abnormality detection permitted state).

  The voltage monitor unit 23 is a resistance voltage dividing circuit that outputs a voltage monitor signal BATTO obtained by stepping down the output voltage DC12V of the battery B to ¼ to the first control unit 30.

  The voltage monitoring circuit 24 is a hysteresis comparator that outputs to the first control unit 30 a start signal STO that is low when the output voltage of the battery B is 3.5 V or less and high when it is 6 V or more.

  The comparison circuit shapes a pulse signal such as a crank pulse signal or a vehicle speed signal input from the outside and outputs it to the first control unit 30, or binarizes an analog input signal input from the outside. 1 is a plurality of comparators that output to the control unit 30.

  The watchdog timer circuit 25 is a known timer circuit that monitors abnormalities such as runaway of the microcomputer of the first control unit 30.

  FIG. 11 shows the signal pin arrangement of the integrated circuit constituting the second control unit 20. In principle, an important signal terminal among the signal pins of an integrated circuit is to make the signal pin adjacent to that terminal an empty terminal, but it is necessary to assign another signal to the adjacent signal pin due to the increase in the number of signals. It may occur. The above-described DI terminal that outputs the abnormality detection prohibition signal DI is such an exceptional terminal and is arranged between the BATTO terminal that outputs the voltage monitor signal BATTO and the STO terminal that outputs the start signal STO.

  The idle stop ECU 3 executes idle stop control based on the various input signals and status signals described above. That is, an automatic stop process for stopping the engine when a predetermined stop condition is satisfied while the engine is being driven, and a restart process for starting the starter motor and restarting the engine when the predetermined restart condition is satisfied while the engine is automatically stopped. Perform startup processing.

  The idle stop ECU 3 transmits a fuel cut request signal to the engine ECU 2 via the CAN 1 when the automatic stop process is executed, and turns on the starter relay 7 via the starter energization circuit 30 when the restart process is executed. While driving, a fuel cut cancellation request signal is transmitted to the engine ECU 2 via the CAN 1.

  When the engine ECU 2 receives the fuel cut request signal from the idle stop ECU 3, the engine ECU 2 turns off the fuel injection signal output to the engine and stops the engine. When the engine ECU 2 receives the fuel cut release request signal from the idle stop ECU 3, the engine ECU 2 The output of the fuel injection signal is restarted.

  In this way, fuel consumption due to useless idling is suppressed when the vehicle stops due to a signal.

  FIG. 3 shows a transition diagram of operation modes related to the idle stop control of such a vehicle. “Mode 0” is a state in which the ignition switch is turned on and the engine before the starter motor is driven is completely stopped. When the starter switch is turned on from “mode 0”, the engine is started and the mode is changed to “mode 1” where the vehicle can run.

  When the engine automatic stop condition is satisfied in “mode 1”, a fuel cut request signal is transmitted from the idle stop ECU 3 to the engine ECU 2, and the mode is shifted to “mode 2”, which is a transition state in which the engine is automatically stopped. When stopped, the mode transits to “mode 3” which is an idle stop state.

  When the engine restart condition is satisfied in the state of transition to “mode 3”, a fuel cut release request signal is transmitted from the idle stop ECU 3 to the engine ECU 2 to transition to “mode 4”, which is a transition state for restarting the engine. When the engine is completely started, transition is made to “mode 1”.

  Hereinafter, the idle stop control executed by the idle stop ECU 3 will be described in detail.

  As shown in FIG. 4, the automatic stop processing unit stops the engine when a predetermined stop condition is satisfied (SA1, SA2), and the restart processing unit is satisfied when the predetermined restart condition is satisfied during the automatic stop of the engine. The engine is restarted (SA3, SA4).

  FIG. 5 shows the procedure of the automatic stop process. The automatic stop processing unit does not operate the idle stop mode prohibition switch provided in the vehicle interior, the idle stop mode is allowed (SB1), and prohibits automatic engine stop processing from another ECU such as the engine ECU2. The status signal to be received is not received (SB2), the vehicle speed is zero (stopped state) (SB3), the road surface inclination detected by the inclination sensor is within a predetermined range (SB4), and the shift lever is A condition such as operation to the neutral range or the parking range (SB5) is determined as a predetermined stop condition. In the determination at step SB3, even if the vehicle speed is zero and the vehicle is not completely stopped, the vehicle may be included in the predetermined stop condition when a condition that can be predicted to stop is satisfied. For example, the condition is that the brake pedal is operated at a vehicle speed equal to or less than a predetermined value close to zero.

  Incidentally, when the idle stop mode prohibition switch is turned on, the idle stop control is prohibited.

  When it is determined that each stop condition is satisfied, the automatic stop processing unit transmits a fuel cut request signal to the engine ECU 2 (SB6), and turns off the fuel injection signal output from the engine ECU 2 to the injector. Stop.

  In step SB5, when the shift lever is not operated to the neutral range or the parking range and is operated to the travel range such as the D range (SB7), it is confirmed that the brake pedal is operated by a predetermined amount. As a condition (SA8), a fuel cut request signal is transmitted to the engine ECU 2 (SB6).

  In addition, when the shift lever is operated to the neutral range or the parking range in step SB5, it may be added as a condition that the brake pedal is further operated by a predetermined amount. In a vehicle equipped with a manual transmission, the clutch upper switch that detects that the shift lever is operated to the neutral range and the clutch pedal is not depressed is turned on instead of the determination in step SB5. What is necessary is just to determine.

  FIG. 6 shows the procedure of the restart process. The restart processing unit activates the abnormality detection processing unit and executes normal abnormality detection processing when the low-level abnormality detection prohibition signal DI that is in the abnormality detection permitted state is input from the second control unit 20 (SC1). (SC2), and subsequently, low voltage abnormality detection processing is executed (SC3). If a high-level abnormality detection prohibition signal DI that is in an abnormality detection prohibited state is input in step SC1, only the low voltage abnormality detection process is executed without executing the normal abnormality detection process (SC3).

  The normal abnormality detection process is the abnormality detection process of the negative pressure of the brake booster, the abnormality detection process of the starter motor drive circuit and the signal terminal, the abnormality detection process of the shift position sensor that detects the position of the shift lever, the abnormality detection of the AD conversion port Processing, backup boost converter 9 abnormality detection processing, EEPROM abnormality detection processing, etc., each detecting the presence or absence of abnormality based on a predetermined self-diagnostic algorithm, and immediately issuing an engine restart request according to the result This is a process for transmitting the abnormality information to the meter ECU connected to CAN 1 and displaying the abnormality information on the instrument panel without causing a restart request of the engine. In the latter case, the operation mode of the idle stop is changed to “mode 0”, that is, the engine stall state.

  For example, if the negative pressure of the brake booster decreases while the engine is automatically stopped on a slope, the brake holding power may decrease and the vehicle may slide down, and it is necessary to restart the engine quickly. When detecting a negative pressure abnormality detection process for the brake booster, the unit immediately generates a restart request for the engine.

  If the shift position sensor fails and an accurate operation position cannot be detected, if the vehicle is operated to a travel range such as the D range, the vehicle may start suddenly when the engine is automatically restarted. When detecting an abnormality of the shift position sensor, the abnormality detection processing unit generates a restart cancellation request for changing the operation mode of the idle stop to “mode 0”, that is, the engine stall state.

  As shown in FIG. 7, the shift position sensor having a resistor that outputs a voltage having a different value depending on the operation of the shift lever is operated in a state in which the shift range is operated to the parking range or the neutral range and to another range. The output voltage range varies depending on the state, and each output voltage range (hatched region in FIG. 7) has output characteristics that vary depending on the voltage applied to the shift position sensor.

  Therefore, the abnormality detection processing unit calculates the battery B voltage applied to the shift position sensor based on the voltage monitor signal BATT that is the output of the step-down circuit included in the first control unit 30, and the shift position sensor at that time A shift position sensor abnormality detection process is performed in which it is determined that the output voltage is normal when the output voltage is in any voltage range and is determined to be malfunctioning when the output voltage is not within any voltage range.

  In addition, if there is any abnormality in a plurality of AD conversion ports that convert analog signals to digital signals, the abnormality detection processing of the shift position sensor described above may not be performed properly. An AD conversion port that determines that the AD conversion voltage with respect to the analog reference voltage input to one of the ports is normal when the AD conversion voltage indicates a predetermined value, and determines that a failure occurs when the AD conversion voltage deviates from the predetermined value Anomaly detection processing is executed.

  If the above-described normal abnormality detection process is executed when the output voltage of the battery B is lower than 8V, there is a possibility that an engine restart request may be generated due to an erroneous determination despite being normal. In order to prohibit normal abnormality detection processing, a high-level abnormality detection prohibition signal DI, which is an abnormality detection prohibited state, is input from the second control unit 2, and the abnormality detection permission state when the output voltage of the battery B is 8 V or higher. The low level abnormality detection prohibiting signal DI is input.

  The low voltage abnormality detection process refers to an abnormality detection process related to the starter motor, an abnormality detection process related to the battery B including the backup boost converter 9, and the engine restart request is immediately generated according to the result. This is a process for transmitting the abnormality information to the meter ECU connected to CAN 1 and displaying the abnormality information on the instrument panel without generating an engine restart request.

  The low voltage abnormality detection process has an important influence on the restart of the engine due to a decrease in the output voltage of the battery B. Therefore, the process is executed even when the abnormality detection prohibition signal DI is at a high level in which the abnormality detection prohibition state is set. .

  For example, if the power of the battery B is consumed by the air conditioner or the vehicle-mounted device while the engine is stopped, the output voltage of the battery B may be reduced, and each ECU may not operate normally even if the backup boost converter 9 boosts the voltage. The abnormality detection processing unit detects the monitor voltage from the backup boost converter 9 and quickly restarts the engine when the voltage drops below a predetermined voltage.

  When the abnormality detection processing by the abnormality detection processing unit is completed, the restart processing unit determines whether or not there is a request for restarting the engine from the abnormality detection processing unit. If there is a restart request (SC4), the restart processing unit is in a specific operation state. If it is not in the specific operation state (SC5), the starter motor M is forcibly driven (SC6), and a fuel cut cancellation request signal is transmitted to the engine ECU 2 via CAN1 (SC7). ) Restart the engine.

  The unique operation state refers to a state in which an operation in which a dangerous state such as a vehicle jumping out may occur when the engine is restarted.

  For example, in the case of a vehicle equipped with an automatic transmission, the shift lever operation position is set to the D range after the engine shifts to the stop state while the shift lever operation position is in a non-traveling range such as a neutral range or a parking range. And the brake pedal is not depressed to such an extent that the vehicle can be prevented from starting.

  Also, if the vehicle is equipped with a manual transmission, the shift lever is operated after the shift lever is in a non-traveling range such as a neutral range and the engine is stopped while the clutch upper switch is on. This is a state in which the operating position is operated to the travel range and the clutch upper switch is on.

  When there is no engine restart request from the abnormality detection processing unit (SC4), it is determined whether or not there is an engine restart cancellation request from the abnormality detection processing unit. It is determined whether or not there is an engine restart request from the ECU (SC9), and if there is a restart request, the restart process from step SC5 is executed. The engine restart request from another ECU refers to, for example, a case where the status signal transmitted from the engine ECU 2 is a restart request.

    Further, if there is no engine restart request from another ECU (SC9), whether there is a restart request due to user requirements, more specifically, whether there is a restart request by the driver (for example, an accelerator pedal). (SC10), for example, whether the accelerator pedal has been operated or not, whether the engine has been restarted in terms of safety or vehicle integrity due to the user's operation. If it is determined that the stepping-in operation has been performed, the driver's intention to travel the vehicle is recognized, and the engine is restarted according to the procedure from step SC5.

    As a restart request by the user, the other sports mode switch was turned on, the idle stop prohibition switch was turned on, the steering operation was over a predetermined amount, the engine hood was opened, the door was opened It is determined in step SC10 that this has been done.

  If it is determined that there is no restart request in steps SC9 and SC10, and if it is determined in step SC5 that a specific operation is being performed, the engine tail stop state is continued (SC11).

  If there is a restart cancellation request in step SC8, the engine stop state by the idle stop control is canceled and the mode shifts to "mode 0", that is, the engine stall state (SC12). After the transition to “mode 0”, the engine is manually started by the user operating the starter switch.

  The restart cancellation request means that the engine is restarted when an abnormality is detected that may cause problems when the engine is restarted in the normal abnormality detection process or the low voltage abnormality detection process described above. This is a request to prohibit control. For example, if an abnormality of the shift position sensor is detected, it cannot be determined whether or not the shift position is in an appropriate state. Therefore, the engine restart control is prohibited, and a transition is made to “mode 0” which is an engine stall state.

  By the way, in the second control unit 20 described above, the signal pin for the voltage monitor signal BATTO and the signal pin for the activation signal STO are arranged on both sides of the signal pin for the abnormality detection prohibition signal DI. There is a possibility that the signal level of the abnormality detection prohibition signal DI is short-circuited to an adjacent signal pin through the sex member, and the logic level of the abnormality detection prohibition signal DI is changed.

  FIG. 9 shows the logic level (high level 5 V, low level 0 V) of the abnormality detection prohibiting signal DI that varies according to the output voltage of the battery B, and the voltage value of the voltage monitor signal BATTO (a value that is 1/4 of the battery voltage). The logic level (high level 5V, low level 0V) of the start signal STO is shown.

  When the output voltage of the battery is 3.5 V or less and the signal pin of the abnormality detection prohibition signal DI and the signal pin of the activation signal STO are short-circuited, the high level (abnormality detection prohibition state) to be input to the first control unit 30 is reached. The abnormality detection prohibition signal DI may be changed to a low level (abnormality detection enabled state) due to the influence of the signal pin of the start signal STO (battery voltage in the column of 3.5 V in FIG. 9 is surrounded by a thick line frame) Area).

  In addition, when the output voltage of the battery is 8V or more and the signal pin of the abnormality detection prohibition signal DI and the signal pin of the voltage monitor signal BATTO are short-circuited, the low level to be input to the first control unit 30 (abnormality detection permission state) The abnormality detection prohibition signal DI of the battery may be changed to a high level (abnormality detection prohibition state) under the influence of the signal pin of the voltage monitor signal BATTO (battery voltage in FIG. 9 is surrounded by a thick line frame in the column of 12V). Area).

  There is a possibility that the signal pin of the abnormality detection prohibition signal DI is short-circuited with an adjacent signal pin, and the abnormality detection prohibition signal DI may be input to the first control unit 30 as a logic level opposite to the original logic level. The present invention is not limited to the pin arrangement described above, and the same applies when other signals are allocated adjacent to the signal pins of the abnormality detection prohibition signal DI.

  In such a case, the logic level of the abnormality detection prohibition signal DI determined in step SC1 in FIG. 6 is reversed, and the normal abnormality detection process in step SC2 that should be executed is not executed. If the engine restart request is confirmed in either SC9 or SC10, the engine may be erroneously restarted even if the engine stop state should be continued (SC11, SC12).

  If such a situation occurs during automatic engine stop, even if a shift position sensor or AD conversion port failure occurs at the same time, shift position sensor abnormality detection processing and AD conversion port abnormality detection processing are executed. Since these failures are not detected, the detection result stored in the RAM by the shift position sensor abnormality detection process or the AD conversion port abnormality detection process executed before the logic level of the abnormality detection prohibition signal DI is reversed. This is because if the engine is normal, the engine is restarted.

  Therefore, the signal determination processing unit provided in the first control unit 30 is a signal of the voltage monitor signal BATT that monitors the logic level of the abnormality detection prohibition signal DI and the output voltage of the battery by the step-down circuit provided in the first control unit 30. Based on the level, the authenticity of the signal level of the abnormality detection prohibition signal DI is determined.

Hereinafter, the operation of the signal determination processing unit will be described.
As shown in FIG. 8, the signal determination processing unit inputs the abnormality detection prohibition signal DI and the voltage monitor signal BATT (SD1, SD2) (actually, the signal input / output processing is performed in a separate input / output processing routine). Since the input signal value is stored in the RAM, the process of reading the signal value from the RAM is performed here.) The abnormality detection prohibition signal DI is fixed to the high level in which the abnormality detection prohibition state is set. If the abnormality is fixed to the high level (SD3), the abnormality detection prohibition signal DI is determined to be abnormal detection prohibition abnormality, and the signal pin is short-circuited to the high level. Is stored in the RAM (SD4).

  If the engine is automatically stopped (SC5), the engine stop state by the idle stop control is canceled and the mode shifts to "mode 0", that is, the engine stall state (SD6). After the “mode 0”, the engine is manually started by the user operating the starter switch.

  If the abnormality detection prohibition signal DI is not an abnormality fixed to the high level that is in the abnormality detection prohibited state (SD3), it is determined whether the abnormality is fixed to the low level that is in the abnormality detection enabled state. (SD7), the abnormality detection prohibition signal DI is determined as abnormality detection permission abnormality, and a determination flag indicating that the signal pin is short-circuited to the low level side is stored in the RAM (SD8). Step SD5 and subsequent processes are executed.

  If the abnormality detection prohibition signal DI is not an abnormality fixed to the low level in which the abnormality detection is permitted (SD7), it is determined that the abnormality detection prohibition signal DI is normal, and the process is terminated. Note that the abnormality information is transmitted to the meter ECU connected to the CAN 1 based on the determination flag stored in the RAM, and the abnormality information is displayed on the instrument panel.

  The signal determination processing unit calculates the output voltage of the battery B by multiplying the voltage monitor signal BATT by four, and when the abnormality detection prohibition signal DI is in the abnormality detection prohibition state when the voltage is DC8V or more, the signal determination processing unit is fixed at a high level. If the abnormality detection prohibition signal DI is in the abnormality detection permission state when it is determined that the abnormality detection prohibition abnormality is less than DC8V, it is determined that the abnormality detection permission abnormality is fixed at a low level.

  If the signal determination process described above is configured to be executed before the engine restart process by the engine restart process unit, the engine stop state by the idle stop control when an abnormality has occurred in the abnormality detection prohibition signal DI. Since the mode is changed to the engine stall state, the engine is not automatically restarted by mistake.

  Further, if the program module for executing the DI abnormality determination process shown in FIG. 8 is configured to be executed before the engine restart process program module, an existing DI abnormality determination process is not incorporated. The control program can be handled very easily without major modification.

  That is, the vehicle control apparatus according to the present invention includes a first control unit 30 including a control processing unit that controls a control target, and an abnormality detection processing unit that detects an abnormality related to the control target, and a battery voltage that is converted into a first level. An abnormality detection that outputs an abnormality detection prohibition signal DI for prohibiting the execution of a predetermined abnormality detection process by the first control unit 30 when a decrease in the output voltage of the battery B is detected. And a second control unit 20 that includes a prohibition processing unit and outputs a plurality of signals including an abnormality detection prohibition signal to the first control unit 30.

  The control processing unit includes an automatic stop processing unit that stops the engine when a predetermined stop condition is satisfied, an abnormality detection processing unit that performs an abnormality detection process related to a control target including a position sensor of the shift lever, and a predetermined restart An automatic restart processing unit that automatically restarts the engine based on the detection result of the abnormality detection processing unit when the condition is satisfied is included.

  Then, the first control unit 30 determines whether the signal level of the abnormality detection prohibition signal is true or false based on the logic level of the abnormality detection prohibition signal DI and the signal level of the voltage monitor signal that monitors the output voltage of the battery B. A signal determination processing unit is provided.

  The voltage monitor signal used at this time preferably employs an output signal from a battery voltage step-down circuit provided in the first control unit. A voltage monitor signal output from the second control unit 20 can be used as long as the DI signal pin and the BATTO signal pin of the second control unit 20 have a pin arrangement that does not cause a short circuit.

  Further, when the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal is a false abnormality detection prohibition level while the engine is stopped by the automatic stop processing unit, the automatic restart processing unit automatically restarts the engine. It is configured to shift to the engine stall state without starting.

  A signal pin having a signal level different from the signal level of the abnormality detection prohibition signal DI is arranged adjacent to the signal pin of the abnormality detection prohibition signal DI output from the second control unit 20, and the signal determination processing unit prohibits abnormality detection. When the signal level of the signal DI is false, it is determined that the signal pin of the abnormality detection prohibiting signal is short-circuited with the adjacent signal pin.

Hereinafter, another embodiment will be described.
In the embodiment described above, the voltage monitor signal generated by the resistance voltage dividing circuit 33 provided in the first control unit 30 without using the second control unit 20 as a reference for determining the authenticity of the abnormality detection prohibition signal DI. Although an example using VATT has been described, when the abnormality detection prohibition signal DI and the voltage monitor signal VATTO output from the voltage monitor unit 23 of the second control unit 20 are not in the adjacent pin arrangement, the voltage monitor signal VATTO is detected abnormally. It can also be used as a reference for determining the authenticity of the inhibition signal DI.

  In the above-described embodiment, the case where the processing of steps SD6 and SD7 is executed when the abnormality detection prohibition signal DI is both high-level abnormality and low-level abnormality has been described. The processing to be executed next may be made different depending on the abnormality on the high level side and the abnormality on the low level side.

  For example, if the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal is a false abnormality detection prohibition level while the engine is stopped by the automatic stop processing unit, the automatic restart processing unit automatically restarts the engine. Without performing the starting process, the engine shifts to the engine stall state, and when the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal is a false abnormality detection permission level, according to the false abnormality detection permission level, You may comprise so that the automatic restart process of an engine by an automatic restart process part may be performed.

  FIG. 10 shows DI abnormality determination processing in this case. The difference from the flowchart shown in FIG. 8 is that in step SE7, it is determined whether or not the abnormality is fixed to a low level that is in an abnormality detection permission state. In SE8, it is determined that the abnormality detection prohibition signal DI is abnormal detection permission abnormality, and a determination flag indicating that the signal pin is short-circuited to the low level is stored in the RAM, and then the processing of steps SE5 and SE6 is executed. It is a point that ends without.

  In this case, in the normal abnormality detection process in step SC2 of the engine restart process shown in FIG. 6, the abnormality detection process of the shift position sensor, the abnormality detection process of the AD conversion port, etc. are executed reliably. This eliminates the inconvenience that occurs when the process is not executed.

  The present invention can be applied to both a vehicle equipped with an automatic transmission and a vehicle equipped with a manual transmission. In particular, the engine is operated in a state where the shift lever is operated to the first speed or the second speed and the clutch is engaged. When is restarted, it is preferably applied to a vehicle equipped with a manual transmission that starts suddenly.

  As yet another embodiment, if the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal DI is a false abnormality detection prohibition level while the engine is stopped by the automatic stop processing unit, the abnormality detection prohibition is performed. It may be configured that the signal level of the signal is determined to be the abnormality detection permission level, and the automatic restart processing of the engine by the automatic restart processing unit is executed.

  Further, in addition to the above-described another embodiment, or separately from the above-described another embodiment, the signal determination processing unit sets the signal level of the abnormality detection prohibition signal DI to false while the engine is stopped by the automatic stop processing unit. When the abnormality detection permission level is determined, the signal level of the abnormality detection prohibition signal is determined to be the abnormality detection prohibition level, and the engine is automatically restarted by the automatic restart processing unit. May be.

  In this case, the process of step SC1 for determining the signal level of the abnormality detection prohibition signal DI in FIG. 6 described above may be replaced with a process for determining the control flag set by the signal determination processing unit. For example, when the signal determination processing unit determines that the signal level of the abnormality detection prohibition signal DI is a false abnormality detection prohibition level, the control flag is set to determine that the signal level of the abnormality detection prohibition signal is the abnormality detection permission level. If the control flag is set in step SC1, the re-instruction processing unit determines to execute the process in step SC2.

  In any of the above-described embodiments, the case where the vehicle control device is the idle stop ECU has been described as an example. However, the vehicle control device according to the present invention is not limited to the idle stop ECU, and may be applied to other ECUs. it can.

  That is, the first control unit is a vehicle control device that controls a control target mounted on the vehicle, and includes a control processing unit that controls the control target and an abnormality detection processing unit that detects an abnormality related to the control target. A power supply control unit that converts the battery voltage and supplies power to the first control unit, and an abnormality detection prohibition signal for prohibiting execution of a predetermined abnormality detection process by the first control unit when a decrease in the output voltage of the battery is detected And a second control unit for outputting a plurality of signals including an abnormality detection prohibition signal to the first control unit, wherein the first control unit is a logic level of the abnormality detection prohibition signal. And a signal determination processing unit that determines whether the signal level of the abnormality detection prohibition signal is true or false based on the signal level of the voltage monitor signal that monitors the output voltage of the battery.

  Each embodiment mentioned above is only an example of this invention, and it cannot be overemphasized that the concrete structure of each block etc. can be changed and designed suitably in the range with the effect of this invention.

1: CAN
2: Engine ECU
3: Control device (engine automatic stop / restart control device)
20: Second control unit 30: First control unit

Claims (8)

A vehicle control device for controlling a control object mounted on a vehicle,
A first control unit including an abnormality detection processing unit that detects an abnormality of a part related to the control of the control target;
A failure detection prohibition processing unit that outputs an abnormality detection prohibition signal for prohibiting execution of a predetermined abnormality detection process by the first control unit when a decrease in the output voltage of the battery is detected, and includes a plurality of abnormality detection prohibition signals A second control unit that outputs the signal of the above to the first control unit;
With
The first control unit is based on the logic level of the abnormality detection prohibition signal and the signal level of a voltage monitor signal that is input without going through the second control unit and monitors the output voltage of the battery. The vehicle control apparatus provided with the signal determination process part which determines the abnormality of the said abnormality detection prohibition signal input from the 1st control part. The first controller is
An automatic stop processor that stops the engine when a predetermined stop condition is satisfied;
An abnormality detection processing unit that executes abnormality detection processing of a part related to automatic stop automatic restart control of the engine,
When a predetermined restart condition including a detection result by the abnormality detection processing unit is satisfied, an automatic restart processing unit that automatically restarts the engine;
Including
The automatic restart processing unit receives an abnormality detection signal indicating a state in which abnormality detection is prohibited from the first control unit while the engine is stopped by the automatic restart processing unit, and the signal determination processing unit 2. The vehicle control device according to claim 1, wherein when the abnormality detection prohibition signal is determined to be abnormal, the engine is not automatically restarted.   The vehicle control device according to claim 2, wherein the automatic restart processing unit does not automatically restart the engine when the abnormality detection processing unit detects an abnormality of a position sensor of the shift lever.   3. The vehicle control according to claim 2, wherein when the abnormality detection processing unit detects an abnormality of a shift lever position sensor, the automatic restart processing unit shifts to an engine stall state without automatically restarting the engine. apparatus. A signal pin having a signal level different from the signal level of the abnormality detection prohibition signal is arranged adjacent to the signal pin of the abnormality detection prohibition signal output from the second control unit,
5. The signal determination processing unit according to claim 1, wherein when the abnormality detection prohibition signal is abnormal, the signal determination processing unit determines that a signal pin of the abnormality detection prohibition signal is short-circuited with an adjacent signal pin. Vehicle control device. The first controller is
An automatic stop processor that stops the engine when a predetermined stop condition is satisfied;
An abnormality detection processing unit for executing abnormality detection processing related to automatic stop / automatic restart control of the engine including the position sensor of the shift lever;
When a predetermined restart condition including a detection result by the abnormality detection processing unit is satisfied, an automatic restart processing unit that automatically restarts the engine;
Including
When the automatic stop processing unit determines that the abnormality detection prohibition signal indicating a state in which abnormality detection is prohibited is abnormal by the signal determination processing unit while the engine is stopped by the automatic stop processing unit, the abnormality detection The vehicle control device according to claim 1, wherein it is determined that the prohibition signal is in a state permitting abnormality detection, and an automatic restart process of the engine by the automatic restart processing unit is executed. The first controller is
An automatic stop processor that stops the engine when a predetermined stop condition is satisfied;
An abnormality detection processing unit for executing abnormality detection processing related to automatic stop / automatic restart control of the engine including the position sensor of the shift lever;
When a predetermined restart condition including a detection result by the abnormality detection processing unit is satisfied, an automatic restart processing unit that automatically restarts the engine;
Including
The automatic stop processing unit receives an abnormality detection signal indicating a state in which abnormality detection is prohibited from the first control unit while the engine is stopped by the automatic stop processing unit, and the signal determination processing unit inputs the abnormality If it is determined that the detection prohibition signal is abnormal, the automatic engine restart process is not performed, and the engine stalls.
When an abnormality detection signal indicating a state in which abnormality detection is permitted is input from the first control unit, and the abnormality determination prohibiting signal is determined to be abnormal by the signal determination processing unit, according to the abnormality detection prohibiting signal The vehicle control device according to claim 1, wherein the automatic restart processing of the engine by the automatic restart processing portion is executed.   While the engine is stopped by the automatic stop processing unit, when the signal detection processing unit determines that an abnormality detection prohibition signal indicating a state in which abnormality detection is permitted is abnormal, the abnormality detection prohibition signal prohibits abnormality detection. The vehicle control device according to claim 7, wherein it is determined that the vehicle is in a state to be performed, and an automatic engine restart process is performed by the automatic restart processing unit.

Images