JP2013043575A - Failure determination device of vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine whether vehicle speed information of a wheel speed sensor 30 is accurate, even in the case of a vehicle in which a drive shaft of a transmission is not provided with a rotational speed sensor, and to determine the presence or absence of a failure in a vehicle system 1000 including a CAN (Controller Area Network) 200.SOLUTION: First vehicle speed information based on a rotational speed of a wheel of the vehicle, which is detected by the wheel speed sensor 30, and second vehicle speed information based on drive information of the vehicle are acquired via the CAN 200. A failure determination device 100 of the vehicle system determines that the vehicle system 1000 has the failure, when a difference between the first vehicle speed information and the second vehicle speed information is a predetermined value or above.

Description

  The present invention relates to an abnormality determination device that determines an abnormality of a vehicle system based on vehicle speed information.

  As a means for obtaining vehicle speed information, a technique is disclosed in which a rotational speed sensor is provided on the output side drive shaft of an automatic transmission vehicle (hereinafter also referred to as an AT vehicle) and the vehicle speed is measured based on the rotational speed of the output side drive shaft. Has been.

Japanese Patent Laid-Open No. 10-002405

  When vehicle speed information is acquired using a wheel speed sensor provided on each wheel axle of the vehicle, vehicle speed information becomes inaccurate if there is an abnormality in a vehicle system including a communication network such as a CAN (Controller Area Network). There is. If a rotational speed sensor can be provided on the transmission output side drive shaft separately from the wheel speed sensor as in the prior art, it can be determined whether or not the signal acquired by the wheel speed sensor is accurate.

  However, in a vehicle in which the rotational speed sensor is not provided on the transmission output side drive shaft, the vehicle speed cannot be measured based on the rotational speed of the transmission output side drive shaft, and the vehicle speed information of the wheel speed sensor is accurate. There is a problem that it cannot be determined whether or not. For this reason, when an abnormality occurs in the vehicle system including the communication network and the accuracy of the vehicle speed information is not ensured, the incorrect vehicle speed information may be used in the vehicle system.

  The problem to be solved by the present invention is that it is possible to determine whether or not the vehicle speed information of the wheel speed sensor is accurate even in a vehicle in which the rotational speed sensor is not provided on the transmission output side drive shaft. An object of the present invention is to provide an abnormality determination device that can determine whether a vehicle system including a communication network is normal based on this determination.

  In the present invention, the first vehicle speed information detected by the wheel speed sensor is acquired via the in-vehicle communication network, and the difference between the first vehicle speed and the second vehicle speed information calculated based on the vehicle drive information is predetermined. If the value is greater than or equal to the value, it is determined that there is an abnormality in the vehicle system, thereby solving the above problem.

  According to the present invention, it is determined whether the first vehicle speed information is accurate using the second vehicle speed information calculated based on the drive information obtained from a signal source different from the wheel speed sensor, and the communication network is Since it is possible to determine whether or not there is an abnormality in the vehicle system including the vehicle system, it is possible to determine the occurrence of an abnormality in the vehicle system even in a vehicle in which the rotation speed sensor is not provided on the transmission output side drive shaft. As a result, the vehicle system can be operated based on an accurate vehicle speed.

It is a block diagram of a vehicle system provided with the abnormality judging device concerning this embodiment of the present invention. It is a flowchart which shows the control procedure of the abnormality determination apparatus which concerns on this embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, the abnormality determination device according to the present invention constitutes the in-vehicle system 1000 together with various arithmetic processing devices such as the parking assist device 400, the low-speed acceleration suppression device 500, the ABS device 20, the ECM device 40, and the vehicle controller 60. A case where the present invention is applied to the abnormality determination device 100 will be described as an example.

  A vehicle system 1000 according to this embodiment is mounted on a manual transmission vehicle (hereinafter also referred to as “MT vehicle”), and is connected to a communication network such as a CAN (Controller Area Network) 200 so that signals can be transmitted and received. Includes equipment and equipment related to vehicle control.

  As shown in FIG. 1, the vehicle system 1000 of this embodiment includes an abnormality determination device 100, a state control device 300, a parking assistance device 400 and / or a low-speed acceleration suppression device 500, an ABS (Anti-locked braking system). ) Device 20, wheel speed sensor 30, ECM (Engine control module) device 40, engine rotation speed sensor 50, vehicle controller 60, shift speed sensor 70, clutch state sensor 80, engine (EG), , A transmission (TM), and a CAN 200 connected to each arithmetic processing unit in the vehicle system 1000.

  Below, each arithmetic processing unit which comprises the vehicle system 1000 of this embodiment is demonstrated. The state control device 300 in the present embodiment controls the state of each arithmetic processing device such as the parking assist device 400 and the low-speed acceleration suppression device 500 in the vehicle system 1000 based on the determination of the abnormality determination device 100 described in detail later. To do. For example, when it is determined that an abnormality has occurred in the vehicle system 1000, the state control device 300 temporarily stops the operation of each arithmetic processing device or cancels the determination.

  The parking assistance device 400 according to the present embodiment is a device that assists the vehicle operation when the vehicle is parked in the parking space. Although the aspect of the parking assistance apparatus 400 is not specifically limited, For example, the aspect which performs the automatic steering and steering assistance by calculating the movement path | route for parking a vehicle in the designated parking space may be sufficient, and the calculated movement A mode in which a route is displayed on a display to assist a driver in steering may be used. The low-speed acceleration suppression device 500 is a device that controls the operation of the vehicle when the vehicle is accidentally stepped on when attempting to stop the vehicle during low-speed traveling. In the present embodiment, the parking support device 400 and the low-speed acceleration suppression device 500 are illustrated as examples of the in-vehicle device that configures the vehicle system 1000 and uses vehicle speed information, but based on the determination of the abnormality determination device 100. The device whose operation is controlled is not limited to these.

  The ABS device 20 of the present embodiment keeps the vehicle running safe and prevents the tire from being locked (rotation stops) when the brake is applied on a sudden brake or a low friction road. It is a device that increases the possibility of avoiding obstacles by steering. The ABS device of the present embodiment optimally controls the brake based on wheel speed information detected by a wheel speed sensor 30 attached to each wheel shaft. Although not particularly limited, the wheel speed sensor 30 of the present embodiment is a non-contact sensor that detects a wheel rotation speed and detects a change in a magnetic field caused by a rotor (gear rotor, magnetic rotor) that rotates with the wheel.

  Further, instead of the ABS device 20, an ESC (Electronic Stability Control) device may be arranged. This is because the ESC device also controls the brake and the engine using the wheel rotation speed detected by the wheel speed sensor 30. The ESC device of this embodiment is also a device that controls driving of the vehicle. Normally, the vehicle turns in accordance with the driver's steering operation. However, there is a case where a rear wheel skid (oversteer) or a front wheel skid (understeer) occurs due to a sudden change in road surface condition or an obstacle avoidance. In this case, according to the detected vehicle behavior, the device is a device that stabilizes the posture of the vehicle at the time of turning by preventing side slip by brake control by automatic pressurization and control of engine torque.

  The ECM device 40 of this embodiment is a device that controls the engine based on at least information detected by an engine rotation speed sensor 50 provided in the transmission. The engine rotation speed sensor 50 is attached to the end of the crankshaft and acquires a signal corresponding to the rotation of the crankshaft timing rotor (gear). The ECM device 40 counts the crank unit angle signal output from the engine rotation speed sensor 50 in synchronization with the engine rotation for a certain period of time, or measures the cycle of the crank reference angle signal. The number of revolutions per unit time (rpm) can be acquired.

  The vehicle controller 60 of the present embodiment acquires the number of shift stages input to the transmission (TM) detected by the shift stage sensor 70. The aspect of the gear position sensor 70 is not particularly limited, and a limit switch that can detect the position of the shift lever operated by the driver can be used.

  In addition, the vehicle controller 60 of the present embodiment acquires the engagement state (engaged or not engaged) of the clutch of the transmission (TM) detected by the clutch state sensor 80. The clutch state sensor 80 of the present embodiment detects the depression amount of the clutch pedal that is depressed by the driver. Further, the vehicle controller 60 obtains the ratio of the rotational speed on the output side of the engine and the rotational speed on the input side of the transmission, and when the value is within a predetermined value range close to zero, the clutch is in the disengaged state, When the value is within a predetermined range close to 1, information indicating that the clutch is in the engaged state can be obtained.

  The CAN 200 according to the present embodiment is a communication network that enables ECUs (Electronic Control Units) of the respective arithmetic processing devices constituting the vehicle system 1000 to communicate with each other using a predetermined communication protocol. The ECU of each arithmetic processing unit includes a microprocessor, peripheral devices (such as input / output devices), and a communication module. The vehicle system 1000 exchanges information via a communication network such as CAN in order for the ECUs of the arithmetic processing units to cooperate to realize various functions. The communication network is not limited to CAN, and LIN (Local Interconnect Network) or the like can be used.

  Next, the abnormality determination device 100 according to this embodiment of the invention will be described. The abnormality determination apparatus 100 according to the present embodiment determines whether the above-described vehicle system 1000 is functioning normally or whether an abnormality (failure / processing error) has occurred and is not functioning normally. The abnormality of the vehicle system 1000 includes a signal delay related to communication in addition to the failure of the CAN 200 and each processing unit. The signal delay is caused by causes such as a delay generated on the CAN bus, a processing delay of the CAN controller, a signal conversion time in the CAN transceiver, and a processing delay of each arithmetic processing unit.

  The control device 10 of the abnormality determination device 100 includes a ROM (Read Only Memory) in which a program for determining an abnormality in the vehicle system 1000 based on the vehicle speed is stored, and an abnormality determination device by executing the program stored in the ROM. A CPU (Central Processing Unit) as an operation circuit that functions as 100 and a RAM (Random Access Memory) that functions as an accessible storage device are provided. The determination result of the control device 10 is sent to the state control device 300. When it is determined that an abnormality has occurred in the vehicle system 1000, the state control device 300 stops the processes of the parking assist device 400 and the low-speed acceleration suppression device 500.

  The control device 10 of the abnormality determination device 100 according to the present embodiment includes a wheel speed acquisition function, a vehicle speed calculation function, and an abnormality determination function. The control apparatus 10 of this embodiment can execute each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

  Below, each function which the control apparatus 10 of the abnormality determination apparatus 100 implement | achieves is each demonstrated.

  The abnormality determination device 100 according to the present embodiment of the present invention acquires first vehicle speed information based on the rotation speed of the wheels of the vehicle via the CAN 200 and stores it at least temporarily.

  In parallel with the acquisition of the first vehicle speed information, the abnormality determination device 100 according to the present embodiment of the present invention is a signal source different from the wheel rotation speed detected by the vehicle speed sensor 30 that is the basis of the first vehicle speed information. The second vehicle speed information is calculated based on the driving information.

  Although not particularly limited, the abnormality determination device 100 of the present embodiment calculates the second vehicle speed information based on drive information including the rotational speed of the vehicle engine, the number of shift stages of the vehicle, and the engagement state of the clutch of the vehicle. To do. Specifically, the abnormality determination device 100 stores in advance gear ratios (gear ratios) corresponding to the respective gear speeds, and reads the gear ratios (gear ratios) corresponding to the gear speeds in which the vehicle clutch is engaged. Then, the second vehicle speed information is calculated by dividing the “rotational speed of the engine EG” by this gear ratio. That is, the second vehicle speed information = the engine speed / the gear ratio (gear ratio) corresponding to the number of engaged gears. Incidentally, the second vehicle speed information corresponds to the tire rotation speed calculated based on the engine rotation speed.

  The abnormality determination device 100 according to the present embodiment compares the acquired first vehicle speed information with the calculated second vehicle speed information. That is, the first vehicle speed information that is the wheel speed detected by the wheel speed sensor 30 and acquired from the ABS device 20 and the second vehicle speed information that is the wheel speed calculated based on the drive information including the rotation speed of the engine are obtained. Compare. Then, abnormality determination device 100 determines that vehicle system 1000 is abnormal when the difference between the first vehicle speed information and the second vehicle speed information is equal to or greater than a predetermined value.

  The predetermined value serving as a threshold value for determining whether or not the vehicle system 1000 is abnormal is defined based on an error allowed between the first vehicle speed information and the second vehicle speed information obtained through experiments.

  The predetermined value of this embodiment is set in accordance with the number of gears that are engaged when calculating the second vehicle speed information, taking into account that there is a difference in driving force transmission due to the difference in the number of gears. Can do. In this case, a different predetermined value is defined for each shift step number according to the difference between the first vehicle speed information and the second vehicle speed information for each shift step number obtained in advance by experiment, and stored in the ROM 12 of the control device 10. be able to.

  Although not particularly limited, the first predetermined value that is set when the gear ratio of the vehicle is relatively high is a value that is higher than the second predetermined value that is set when the gear ratio is a relatively low gear ratio. It is preferable that This is because as the gear ratio is smaller (LOW side) and the gear ratio is larger, the twist of the shaft becomes larger, and the driving force of the engine is absorbed by the twist of the shaft. This is because the difference from the speed (first vehicle speed information) tends to increase. In particular, since the twisting of the shaft at the time of starting is large, the first predetermined value set when the speed of the vehicle is the first speed is the second predetermined value set when the speed of the vehicle is the second speed. It is preferable to set a value higher than the value. Here, the first speed is the number of gears having the highest gear ratio, and the second speed is the number of gears having the next gear ratio of the first speed. The speed ratio in the present embodiment corresponds to the gear ratio, and is the rotational speed of the input shaft of the transmission TM with respect to the rotational speed of the output shaft of the transmission TM.

  From the viewpoint of considering the twisting of the shaft when the driving force of the engine is transmitted to the tire, the amount of twisting of the shaft becomes large immediately after changing the gear position, so a clutch engagement signal is acquired. It is preferable to calculate the second vehicle speed information based on the engine speed after a predetermined time.

  By the way, in an automatic transmission vehicle (hereinafter sometimes referred to as an “AT vehicle”), the transmission ratio (gear ratio) is automatically switched according to the vehicle speed and the engine rotation speed. It is necessary to provide a rotation sensor.

  The transmission control device for an AT vehicle controls the automatic transmission based on the output information of the output rotation sensor. Generally, the ECU of the transmission control device is a single chip (CPU) and the ECU of the ABS device 20. ). For this reason, the vehicle speed information detected by the wheel speed sensor of the AT vehicle is not affected by a failure of another arithmetic processing unit or a signal delay on the CAN bus. Moreover, the first vehicle speed information acquired by the ABS device 20 is compared with the vehicle speed information detected by the output rotation sensor provided in the transmission, thereby ensuring the accuracy.

  On the other hand, in the present embodiment, the ECU of the abnormality determination device 100 and the ECU of the ABS device 20 are configured as separate chips (CPUs), so that the ECU of the abnormality determination device 100 is connected to the CAN 200. The position where the ECU of the ABS device 20 is connected to the CAN 200 is different. For this reason, the first vehicle speed information output from the ECU of the ABS device 20 includes a delay generated on the CAN bus, a processing delay of the CAN controller, a signal conversion time in the CAN transceiver, and a processing delay of each arithmetic processing device. Therefore, the abnormality determination device 100 may acquire the vehicle speed as an inaccurate vehicle speed. In addition, since the output rotation sensor is not provided in the transmission of the vehicle in which the abnormality determination device 100 of the present embodiment is mounted, the first vehicle speed information acquired by the ABS device 20 and the output rotation sensor are detected. Compared with the vehicle speed information, the accuracy of the first vehicle speed information cannot be ensured.

  However, the abnormality determination device 100 according to the present embodiment uses the second vehicle speed information calculated based on the driving information acquired from another signal source to determine the likelihood of the first vehicle speed information output from the ECU of the ABS device 20. Since it can be determined, the accuracy of the first vehicle speed information can be monitored. That is, the abnormality determination device 100 according to the present embodiment, as illustrated in FIG. 1, includes information acquired from the unit S1 including the ABS device 20 and the ECM device 40 and the unit S2 including the vehicle controller 60 having different connection points with the CAN 200. To evaluate the accuracy of the first vehicle speed information. Specifically, the abnormality determination device 100 of the present embodiment includes the first vehicle speed information acquired from the ABS device 20 of the unit S1, and the drive information (engine speed, clutch, clutch) acquired from the ECM device 40 and the vehicle controller 60 of the unit S2. The accuracy of the first vehicle speed information is determined by comparing the second vehicle speed information calculated based on the engagement state and the shift speed).

  If the difference between the first vehicle speed information and the second vehicle speed information is greater than or equal to a predetermined value and the first vehicle speed information is determined to be inaccurate, an abnormality is detected between the unit S1 and the abnormality determination device 100 or from the unit S2. Since there is a high possibility that some kind of failure has occurred up to the determination device 100, it can be determined that an abnormality has occurred in the vehicle system including the unit S1, the unit S2, and the CAN 200.

  Next, a control procedure of the abnormality determination device 100 of the present embodiment will be described based on the flowchart of FIG.

  First, in step 10, the abnormality determination device 100 acquires first vehicle speed information from the ABS device via the CAN 200. The first vehicle speed information is detected by the wheel speed sensor 30.

  Next, in step 11, the abnormality determination device 100 acquires the engaged state of the clutch from the clutch state sensor 80 via the CAN 200, and acquires the shift stage number from the shift stage sensor 70 via the CAN 200.

  In the following step 12, the abnormality determining device 100 determines whether or not the gear position is 1st speed, and if it is 1st speed, it proceeds to step 13 and if it is not 1st speed, it proceeds to step 20.

  In step 13, the abnormality determination device 100 determines whether or not the clutch is engaged. If the clutch is not engaged, the process ends. If the clutch is engaged, the process proceeds to step 14.

  In step 14, the abnormality determination device 100 acquires the engine rotation speed from the ECM device 40 via the CAN 200. Furthermore, the abnormality determination device 100 refers to the correspondence relationship between the number of gears stored in the ROM 12 and the gear ratio (gear ratio), and acquires the gear ratio (gear ratio) associated with the first speed. Here, the gear ratio is the rotational speed of the transmission input shaft relative to the rotational speed of the transmission output shaft. Although the transmission ratio value varies from transmission to transmission, the transmission ratio at the first speed (LOW) is the highest, the transmission ratio decreases as the number of shift stages increases, and the transmission ratio at the highest speed (TOP) is the lowest. Then, abnormality determination device 100 calculates second vehicle speed information based on the engine rotation speed and the gear ratio according to the number of gear speeds for which clutch engagement on information is obtained.

  Returning to step 20, if the number of gears is 2nd, the process proceeds to step 21 where the abnormality determination device 100 determines whether or not the clutch is engaged. If the clutch is not engaged, the process ends. If the clutch is engaged, the process proceeds to step 22.

  The process of step 22 is common to the process of step 14 described above. The abnormality determination device 100 acquires the engine rotation speed from the ECM device 40 via the CAN 200, refers to the correspondence relationship between the number of gears and the gear ratio (gear ratio), and the gear ratio (gear ratio) associated with the first gear. ) And the second vehicle speed information at the second speed is calculated on the basis of the engine speed and the gear ratio according to the number of gears for which the clutch engagement on information is obtained.

  In this embodiment, if the number of shift stages is not the second speed in step 20, the process is finished. However, it is determined whether the number of shift stages is the third speed, and the second vehicle speed at the third speed is determined by the same method as steps 14 and 22. Information can be calculated. Of course, not only the third speed but also the same technique can be applied to the number of gears of TOP, and the second vehicle speed information at each gear can be calculated.

  In subsequent step 15, the abnormality determination device 100 compares the first vehicle speed information and the second vehicle speed information, and determines whether or not the difference is equal to or greater than a predetermined value α. If the difference is greater than or equal to the predetermined value α, the process proceeds to step 16 and it is determined that the vehicle system 1000 is abnormal. If the difference is less than the predetermined value α, the process proceeds to step 17 and the vehicle system 1000 is abnormal. Judge that there is no.

  In step 18, the abnormality determination device 100 outputs the determination results of steps 16 and 17 to the state control device 300.

  In step 19, the state control device 300 controls the operation of each arithmetic processing device of the vehicle system 1000 based on the determination result of the abnormality determination device 100. Specifically, when the abnormality determination device 100 determines that there is an abnormality in the vehicle system 1000 and accurate vehicle speed information cannot be obtained, the state control device 200 stops the operation of the parking support device 400 and / or The operation of the acceleration suppression device 500 at low speed is stopped. Thereby, it can prevent that parking assistance is performed based on inaccurate vehicle speed information, and the acceleration suppression process at the time of low speed is performed.

  The abnormality determination device 100 according to this embodiment of the present invention has the following effects.

  In the present invention, the first vehicle speed information detected by the wheel speed sensor 30 is acquired via the in-vehicle CAN 200, and the difference between the first vehicle speed information and the second vehicle speed information calculated based on the drive information of the vehicle is obtained. If it is equal to or greater than the predetermined value, it is determined that there is an abnormality in the vehicle system 1000. Therefore, even if the vehicle is not provided with a rotational speed sensor on the transmission output side drive shaft, it is based on the vehicle speed detected by the wheel speed sensor. Thus, the occurrence of an abnormality in the vehicle system can be monitored, and the vehicle system can be operated based on an accurate vehicle speed.

  When applied to a manual transmission vehicle, the present invention calculates second vehicle speed information based on drive information including the rotational speed of the engine of the vehicle, the transmission gear ratio of the vehicle, and the engagement state of the clutch of the vehicle. Therefore, the second vehicle speed information can be acquired based on information obtained from a signal source different from the wheel speed sensor 30. Thereby, even in the manual transmission vehicle of this embodiment in which the rotation speed sensor is not provided on the transmission output side drive shaft, it is possible to determine whether or not the first vehicle speed information is accurate. Based on the determination, it can be determined whether or not the vehicle system 1000 including the CAN 200 and each arithmetic processing unit is normal.

  In the present invention, by setting a predetermined value, which is a threshold value of the difference between the first vehicle speed information and the second vehicle speed information, according to the gear ratio, the delay in transmission of the driving force due to shaft twisting or the like varies depending on the gear ratio. In consideration of the above, the first vehicle speed information can be appropriately evaluated based on the second vehicle speed information. As a result, the accuracy of the first vehicle speed information and the presence or absence of abnormality in the vehicle system 100 can be determined with high accuracy.

  When the gear ratio is low (LOW) and the gear ratio is relatively high, there is a large delay in transmission of the driving force due to shaft twisting or the like, and even when normal, the first vehicle speed information and the second vehicle speed information Although the difference tends to increase, in the present invention, the first predetermined value that is set when the gear ratio is relatively high is the second predetermined value that is set when the gear ratio is a relatively low gear ratio. Since the value is higher than the value, the first vehicle speed information can be appropriately evaluated based on the second vehicle speed information in consideration of the influence of the driving force transmission characteristic. As a result, the accuracy of the first vehicle speed information and the presence or absence of abnormality in the vehicle system 100 can be determined with high accuracy.

  As mentioned above, although embodiment of this invention was described, these embodiment was described in order to make an understanding of this invention easy, and was not described in order to limit this invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  In the present specification, as an example of the abnormality determination device according to the present invention, an abnormality determination device 100 that is connected to another device by the CAN 200 and constitutes the vehicle system 1000 will be described, but the present invention is limited to this. It is not a thing.

  Further, in this specification, as an example of an abnormality determination device including a wheel speed acquisition unit, a vehicle speed calculation unit, and an abnormality determination unit according to the present invention, a wheel speed acquisition function, a vehicle speed calculation function, and an abnormality determination function, Although the abnormality determination apparatus 100 provided with the control apparatus 10 which performs is demonstrated, this invention is not limited to this.

1000 ... vehicle system 100 ... abnormality determination device (arithmetic processing device)
200 ... CAN (Controller Area Network)
300 ... State control device (arithmetic processing device)
400 ... Parking assist device (arithmetic processing device)
500 ... Acceleration suppression device at low speed (arithmetic processing device)
20 ... ABS device (arithmetic processing device)
30 ... Wheel speed sensor 40 ... ECM device (arithmetic processing device)
50 ... Engine rotation speed sensor 60 ... Vehicle controller 70 ... Shift speed sensor (arithmetic processing unit)
80 ... Clutch state sensor TM ... Transmission EG ... Engine

Claims (4)

An abnormality determination device for determining an abnormality of a vehicle system in which an arithmetic processing device mounted on a vehicle is connected by a communication network,
Wheel speed acquisition means for acquiring first vehicle speed information based on the rotation speed of the wheel of the vehicle via the communication network;
Vehicle speed calculating means for calculating second vehicle speed information based on the driving information of the vehicle;
The acquired first vehicle speed information is compared with the calculated second vehicle speed information. If the difference between the first vehicle speed information and the second vehicle speed information is equal to or greater than a predetermined value, there is an abnormality in the vehicle system. An abnormality determination device for a vehicle system, comprising: an abnormality determination unit that determines that there is an abnormality. The vehicle is a manual transmission vehicle,
The vehicle speed calculation means calculates the second vehicle speed information based on the drive information including a rotational speed of an engine of the vehicle, a transmission gear ratio of the vehicle, and a clutch engagement state of the vehicle. The abnormality determination device for a vehicle system according to claim 1.   The vehicle system abnormality determination device according to claim 1, wherein the predetermined value is set according to the speed ratio.   The first predetermined value that is set when the gear ratio is relatively high is a value that is higher than the second predetermined value that is set when the gear ratio is a relatively low gear ratio. The vehicle system abnormality determination device according to claim 3.

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