JP2015060349A - Electronic control apparatus for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electronic control apparatus for a vehicle configured to enable fault diagnosis without reducing mountability or increasing weight.SOLUTION: An ECM 240 calculates a VTC target angle according to an operation state of an internal combustion engine, and transmits it to a VTC controller 210 and a VCR controller 220. The VTC controller 210 stores the VTC target angle transmitted from the ECM 240 on a memory. The VCR controller 220 transfers the VTC target angle transmitted from the ECM 240 to the VTC controller 210. The VTC controller 210 determines that a failure occurs in a control system of the internal combustion engine and shifts control of a VTC mechanism to fail-safe control when the VTC target angle stored in the memory is different from the VTC target angle transferred from the VCR controller 220.

Description

  The present invention relates to an automotive electronic control device having an abnormality diagnosis function.

  As described in Japanese Patent Application Laid-Open No. 2003-137045 (Patent Document 1), a technique for mounting an abnormality diagnosis processor in addition to a control processor has been proposed in an electronic control device for an automobile.

JP 2003-137045 A

  However, when a processor for abnormality diagnosis is mounted on the electronic control device, the board area is increased and the casing is increased in size, resulting in a decrease in mountability and an increase in weight. In addition, since the abnormality diagnosis processor that is not directly related to the control of the in-vehicle device is mounted, the cost of the electronic control device also increases.

  Accordingly, an object of the present invention is to provide an automotive electronic control device capable of diagnosing an abnormality without causing a drop in mountability or an increase in weight.

  The electronic control device for automobile is data generated in any one of control devices connected via a network, and is obtained by a first data acquired by a route via at least one control device, and the first data Is compared with the second data acquired by a different route. Then, when the first data entity and the second data entity are different, the automobile electronic control device changes the operation of the control target device.

  According to the present invention, an abnormality diagnosis can be performed without causing a decrease in mountability, an increase in weight, and the like.

1 is a system diagram illustrating an example of an internal combustion engine for a vehicle. It is a schematic diagram for demonstrating the 1st Example of an abnormality diagnosis process. It is a timing chart which shows an effect | action same as the above. It is a schematic diagram for demonstrating 2nd Example of an abnormality diagnosis process. It is a timing chart which shows an effect | action same as the above. It is a schematic diagram for demonstrating 3rd Example of an abnormality diagnosis process. It is a timing chart which shows an effect | action same as the above. It is a schematic diagram for demonstrating the 4th Example of abnormality diagnosis processing. It is a timing chart which shows an effect | action same as the above.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an example of an internal combustion engine for a vehicle.

  The internal combustion engine 100 includes a cylinder block 110, a piston 120 fitted in a cylinder bore 112 of the cylinder block 110 so as to be reciprocable, a cylinder head 130 having an intake port 130A and an exhaust port 130B, an intake port 130A, an exhaust port An intake valve 132 and an exhaust valve 134 that open and close the opening end of the port 130B are provided.

  The piston 120 is connected to the crankshaft 140 via a connecting rod (connecting rod) 150 including a lower link 150A and an upper link 150B. A combustion chamber 160 is formed between the crown surface 120 </ b> A of the piston 120 and the lower surface of the cylinder head 130. An ignition plug 170 that ignites an air-fuel mixture of fuel and air is attached to substantially the center of the cylinder head 130 that forms the combustion chamber 160.

  Further, the internal combustion engine 100 changes a variable valve timing (VTC: Valve Timing Control) mechanism 180 that changes a phase with respect to the crankshaft 140 during an open period of the intake valve 132 and a top dead center position of the piston 120, And a variable compression ratio (VCR) mechanism 190 that makes the compression ratio variable.

  The VTC mechanism 180 changes the phase of the intake camshaft 200 with respect to the crankshaft 140 by an actuator such as an electric motor, for example, so that the operation angle of the intake valve 132 remains constant, and the central phase of the operation angle is advanced. Or retard.

  The VCR mechanism 190 makes the compression ratio of the internal combustion engine 100 variable by changing the top dead center position of the piston 120, for example, by a mechanism as disclosed in JP-A-2002-276446. Hereinafter, an example of the VCR mechanism 190 will be described.

  The crankshaft 140 has a plurality of journal portions 140A and a crankpin portion 140B, and the journal portion 140A is rotatably supported by a main bearing (not shown) of the cylinder block 110. The crankpin portion 140B is eccentric from the journal portion 140A, and a lower link 150A is rotatably connected thereto. Upper link 150B has a lower end side rotatably connected to one end of lower link 150A by connecting pin 152, and an upper end side rotatably connected to piston 120 by piston pin 154. The upper end side of the control link 192 is rotatably connected to the other end of the lower link 150 </ b> A by a connecting pin 194, and the lower end side is rotatably connected to the lower portion of the cylinder block 110 via the control shaft 196. Specifically, the control shaft 196 is rotatably supported by the engine body (cylinder block 110) and has an eccentric cam portion 196A that is eccentric from the center of rotation, and the eccentric cam portion 196A includes a control link 192. A lower end part fits rotatably. The rotation position of the control shaft 196 is controlled by a compression ratio control actuator 198 using an electric motor.

  In the VCR mechanism 190 using such a multi-link type piston-crank mechanism, when the control shaft 196 is rotated by the compression ratio control actuator 198, the center position of the eccentric cam portion 196A, that is, the engine body (cylinder block) 110) changes relative position. As a result, when the swing support position at the lower end of the control link 192 changes, the stroke of the piston 120 changes, and the position of the piston 120 at the piston top dead center (TDC) becomes higher or lower. The compression ratio is changed. At this time, when the operation of the compression ratio control actuator 198 is stopped, the control link 192 rotates with respect to the eccentric cam portion 196A of the control shaft 196 by the reciprocation of the piston 120, and the compression ratio shifts to the low compression side. .

  The VTC mechanism 180 and the VCR mechanism 190 are respectively controlled by a VTC controller 210 and a VCR controller 220 that incorporate a processor such as a microcomputer. The VTC controller 210 and the VCR controller 220 are connected to an engine control module (ECM) 240 with a built-in processor such as a microcomputer that electronically controls the internal combustion engine 100 via a CAN (Controller Area Network) 230 that is an example of an in-vehicle network. It is connected. Therefore, arbitrary data can be transmitted and received between the VTC controller 210, the VCR controller 220, and the ECM 240 via the CAN 230. In addition, as a vehicle-mounted network, not only CAN230 but various networks, such as FlexRay (trademark), can be used.

  Here, the VTC controller 210, the VCR controller 220, and the ECM 240 are examples of control devices. Further, a fuel injection device (not shown) of the internal combustion engine 100, a spark plug 170, a VTC mechanism 180, and a VCR mechanism 190 are listed as examples of devices to be controlled.

  As an example of the operating state of the internal combustion engine 100, output signals of a rotational speed sensor 250 that detects the rotational speed Ne of the internal combustion engine 100 and an output signal of the load sensor 260 that detects the load Q of the internal combustion engine 100 are input to the ECM 240. Yes. Here, as the load Q of the internal combustion engine 100, for example, a state quantity closely related to the torque, such as an intake negative pressure, an intake air flow rate, a supercharging pressure, an accelerator opening, and a throttle opening, can be applied. For example, the ECM 240 refers to a map in which target values suitable for the rotational speed and the load are set, and the VTC target angle of the VTC mechanism 180 and the VCR of the VCR mechanism 190 according to the rotational speed Ne and the load Q of the internal combustion engine 100. Each target angle is calculated. Then, the ECM 240 transmits the VTC target angle and the VCR target angle to the VTC controller 210 and the VCR controller 220 via the CAN 230, respectively.

  Receiving the VTC target angle, the VTC controller 210 controls the drive current output to the actuator of the VTC mechanism 180 so that the actual VTC angle (VTC actual angle) detected by the sensor converges to the VTC target angle. In addition, the VCR controller 220 that has received the VCR target angle outputs to the compression ratio control actuator 198 of the VCR mechanism 190 so that the actual VCR angle (VCR actual angle) detected by the sensor converges to the VCR target angle. Control the current. By doing so, the VTC mechanism 180 and the VCR mechanism 190 are controlled to a target angle corresponding to the operating state of the internal combustion engine 100.

  Here, if the VTC mechanism 180 is improperly controlled, for example, the piston 120 and the intake valve 132 may interfere with each other at the top dead center of the piston, and the internal combustion engine 100 may be affected. Possible causes of inappropriate control of the VTC mechanism 180 include abnormalities in the control system of the internal combustion engine 100, such as memory abnormality in the VTC controller 210 and communication abnormality in the CAN 230, for example.

  For this reason, the VTC controller 210, the VCR controller 220, or the ECM 240 is data generated in any one of a plurality of control devices connected via the CAN 230, and is obtained by a route that passes through at least one control device. The first data is compared with the second data acquired through a different route. The VTC controller 210, the VCR controller 220, or the ECM 240 changes the operation of the device to be controlled when the first data entity and the second data entity are different. Here, the substance of the data to be compared means, for example, a control value stored in the data field of the CAN packet. The second data acquired by a route different from the first data includes data generated in the control device that acquired the second data.

  Hereinafter, processing for detecting an abnormality in the control system of the internal combustion engine 100 will be described using specific examples.

[First embodiment]
In the VTC controller 210, the VTC controller 210, the VCR controller 220, and the ECM 240 cooperate in order to diagnose whether or not the VTC target angle is excessively recognized due to an abnormality in the control system of the internal combustion engine 100, as shown in FIG. Abnormal diagnosis processing is executed. If the VTC controller 210 recognizes that the VTC target angle is excessive, the VTC mechanism 180 is controlled beyond the VTC target angle, and the piston 120 and the intake valve 132 are likely to interfere with each other.

  That is, the ECM 240 calculates a VTC target angle corresponding to the operating state of the internal combustion engine 100 and transmits the calculated VTC target angle to the VTC controller 210 and the VCR controller 220 via the CAN 230. At this time, the VTC controller 210 stores the VTC target angle transmitted from the ECM 240 in the memory. Next, the VCR controller 220 transfers the VTC target angle transmitted from the ECM 240 to the VTC controller 210 via the CAN 230. Then, the VTC controller 210 compares the VTC target angle stored in the memory with the VTC target angle transferred from the VCR controller 210, and diagnoses whether the VTC target angle is excessively recognized.

  In the control system of the internal combustion engine 100, for example, if an abnormality occurs in the memory of the VTC controller 210, the VTC controller 210 cannot correctly store the VTC target angle directly transmitted from the ECM 240. Therefore, if the VTC target angle stored in the memory and the VTC target angle transferred from the VCR controller 220 are different, the VTC controller 210 can diagnose that the VTC target angle is recognized excessively. When the VTC controller 210 diagnoses that the VTC target angle is excessively recognized, for example, the VTC target angle is changed so that the piston 120 and the intake valve 132 do not interfere with each other regardless of the control state of the VCR mechanism 190. Then, transition to fail-safe control.

Here, the operation of the first embodiment will be described in detail with reference to FIG.
The VTC controller 210, the VCR controller 220, and the ECM 240 transmit / receive a CAN packet including the substance of data at predetermined time intervals (for example, 10 ms) (the same applies hereinafter). The ECM 240 transmits the VTC target angle corresponding to the operating state of the internal combustion engine 100 to the VTC controller 210 and the VCR controller 220 via the CAN 230 at time t0. When transmitting the VTC target angle, the ECM 240 adds the identifier to the CAN packet so that the VTC target angle to be compared can be specified. As this identifier, for example, a number as illustrated can be used.

  The VTC controller 210 receives the VTC target angle transmitted from the ECM 240 at time t1 when a predetermined time has elapsed from time t0, and stores this in the memory. On the other hand, the VCR controller 220 receives the VTC target angle transmitted from the ECM 240 at the time t1, and transfers the VTC target angle to the VTC controller 210 via the CAN 230 at a time t2 when a predetermined time has elapsed from that time.

  The VTC controller 210 receives the VTC target angle transferred from the VCR controller 220 at a time t3 when a predetermined time has elapsed from the time t2. Then, the VTC controller 210 compares the VTC target angle stored in the memory with the VTC target angle transferred from the VCR controller 220 at a time t4 when a predetermined time has elapsed from the time t3, and determines whether the entities are different. Through this, it is diagnosed whether or not the VTC target angle is recognized excessively.

  When the VTC controller 210 diagnoses that the VTC target angle is excessively recognized, the VTC controller 210 changes the abnormality flag indicating whether or not an abnormality has occurred from 0 (no abnormality) to 1 (abnormal). Whether or not the VTC target angle is recognized excessively is diagnosed at time t4, and thus the abnormality diagnosis is completed in 40 ms from the start of the abnormality diagnosis. Then, the VCT controller 210 shifts the control of the VTC mechanism 180 to fail-safe control, and avoids interference between the piston 120 and the intake valve 132.

  Therefore, the abnormality diagnosis and the fail-safe transition are completed in a short time of 40 ms after the abnormality diagnosis is started, as compared with the conventional technique for detecting the abnormality of the memory. For this reason, the normal control time in a state where the VTC target angle is recognized excessively is shortened, and the influence on the internal combustion engine 100 can be suppressed.

[Second Embodiment]
In the VTC controller 210, the VTC controller 210 and the ECM 240 cooperate to diagnose whether or not the VTC target angle is excessively recognized due to an abnormality in the control system of the internal combustion engine 100, and an abnormality diagnosis process as shown in FIG. Execute.

  That is, the ECM 240 calculates a VTC target angle corresponding to the operating state of the internal combustion engine 100 and transmits it to the VTC controller 210 via the CAN 230. At this time, the ECM 240 stores the calculated VTC target angle in the memory. Next, the VTC controller 210 returns the VTC target angle transmitted from the ECM 240 to the ECM 240 via the CAN 230. Then, the ECM 240 compares the VTC target angle stored in the memory with the VTC target angle returned from the VTC controller 210, and diagnoses whether or not the VTC target angle is recognized excessively.

  In the control system of the internal combustion engine 100, for example, if an abnormality occurs in the memory of the ECM 240, the ECM 240 cannot correctly store the calculated VTC target angle. Therefore, when the VTC target angle stored in the memory and the VTC target angle returned from the VTC controller 210 are different, the ECM 240 can diagnose that the VTC target angle is excessively recognized. When the ECM 240 diagnoses that the VTC target angle is recognized as being excessively large, the ECM 240 transmits the diagnosis result to the VTC controller 210, and the VTC controller 210 shifts to fail-safe control.

Here, with reference to FIG. 5, the operation of the second embodiment will be described in detail.
The ECM 240 transmits the VTC target angle corresponding to the operating state of the internal combustion engine 100 to the VTC controller 210 via the CAN 230 at time t0. The VTC controller 210 receives the VTC target angle transmitted from the ECM 240 at time t1, and returns the VTC target angle to the ECM 240 via the CAN 230 at time t2.

  The ECM 240 receives the VTC target angle returned from the VTC controller 210 at time t3. Then, the ECM 240 compares the VTC target angle stored in the memory with the VTC target angle returned from the VTC controller 210 at time t4, and recognizes that the VTC target angle is excessively recognized based on whether or not the substance is different. Diagnose whether or not

  When the ECM 240 diagnoses that the VTC target angle is recognized excessively, the ECM 240 changes the abnormality flag from 0 to 1, and transmits the diagnosis result to the VTC controller 210 via the CAN 230. The VTC controller 210 receives the diagnosis result transmitted from the ECM 240 at a time t5 when a predetermined time has elapsed from the time t4 when the ECM 240 completes the abnormality diagnosis, changes the abnormality flag from 0 to 1, and controls the VTC mechanism 180. To fail-safe control. Whether or not the VTC target angle is recognized excessively is diagnosed at time t4, and thus the abnormality diagnosis is completed in 40 ms from the start of the abnormality diagnosis. Further, since it takes 10 ms for the diagnosis result to be transmitted from the ECM 240 to the VTC controller 210, the operation shifts to fail-safe control in 50 ms from the start of abnormality diagnosis.

  Therefore, the fail-safe transition is completed in a short time of 50 ms after the abnormality diagnosis is started, as compared with the conventional technique for detecting the abnormality of the memory. For this reason, the normal control time in a state where the VTC target angle is recognized excessively is shortened, and the influence on the internal combustion engine 100 can be suppressed.

[Third Embodiment]
In the VTC controller 210, the VTC controller 210, the VCR controller 220, and the ECM 240 cooperate to diagnose whether or not the VTC actual opening is underrecognized due to an abnormality in the control system of the internal combustion engine 100, as shown in FIG. The abnormality diagnosis process is executed. If the VTC controller 210 recognizes that the VTC actual angle is too small, the VTC mechanism 180 is controlled beyond the VTC target angle, and the piston 120 and the intake valve 132 are likely to interfere with each other.

  That is, the VCR controller 220 detects the actual VTC opening degree by the sensor, and transmits this to the VTC controller 210 and the ECM 240 via the CAN 230. At this time, the VTC controller 210 stores the VTC actual angle transmitted from the VCR controller 220 in the memory. Next, the ECM 240 transfers the VTC actual angle transmitted from the VCR controller 220 to the VTC controller 210 via the CAN 230. Then, the VTC controller 210 compares the VTC actual angle stored in the memory with the VTC actual angle transferred from the ECM 240, and diagnoses whether the VTC actual angle is underrecognized.

  In the control system of the internal combustion engine 100, for example, if an abnormality occurs in the memory of the VTC controller 210, the VTC controller 210 cannot correctly store the actual VTC angle directly transmitted from the VCR controller 220. Therefore, if the VTC actual angle stored in the memory and the VTC actual angle transferred from the ECM 240 are different, the VTC controller 210 can diagnose that the VTC actual angle is underrecognized. When the VTC controller 210 diagnoses that the VTC actual angle is under-recognized, for example, the VTC target angle is changed so that the piston 120 and the intake valve 132 do not interfere regardless of the control state of the VCR mechanism 190. Then, transition to fail-safe control.

Here, the operation of the third embodiment will be described in detail with reference to FIG.
The VCR controller 220 transmits the actual VTC angle detected by the sensor to the VTC controller 210 and the ECM 240 via the CAN 230 at time t0. The VTC controller 210 receives the VTC actual angle transmitted from the VCR controller 220 at time t1, and stores this in the memory. On the other hand, the ECM 240 receives the VTC actual angle transmitted from the VCR controller 220 at time t1, and transfers the VTC actual angle to the VTC controller 210 via the CAN 230 at time t2.

  The VTC controller 210 receives the VTC actual angle transferred from the ECM 240 at time t3. Then, at time t4, the VTC controller 210 compares the VTC actual angle stored in the memory with the VTC actual angle transferred from the ECM 240 and determines whether the VTC actual angle is underrecognized based on whether the substance is different. Diagnose whether or not Since the subsequent processing, and the operation and effect thereof are the same as those of the first embodiment, the description thereof is omitted.

[Fourth embodiment]
In the VTC controller 210, the VTC controller 210 and the VCR controller 220 cooperate to diagnose whether the VTC actual opening is underrecognized due to an abnormality in the control system of the internal combustion engine 100, as shown in FIG. Execute the abnormality diagnosis process.

  In other words, the VCR controller 220 detects the VTC actual angle by the sensor and transmits it to the VTC controller 210 via the CAN 230. At this time, the VCR controller 220 stores the VTC actual angle in the memory. Next, the VTC controller 210 returns the actual VTC angle transmitted from the VCR controller 220 to the VCR controller 220 via the CAN 230. The VCR controller 220 compares the VTC actual angle stored in the memory with the VTC actual angle returned from the VTC controller 210, and diagnoses whether or not the VTC actual angle is underrecognized.

  In the control system of the internal combustion engine 100, for example, if an abnormality occurs in the memory of the VCR controller 220, the VCR controller 220 cannot correctly store the VTC actual angle. For this reason, when the VTC actual angle stored in the memory and the VTC actual angle returned from the VTC controller 210 are different, the VCR controller 220 can diagnose that the VTC actual angle is underrecognized. When the VCR controller 220 diagnoses that the VTC actual angle is underrecognized, the VCR controller 220 transmits the diagnosis result to the VTC controller 210 and the VTC controller 210 shifts to fail-safe control.

Here, with reference to FIG. 9, the operation of the fourth embodiment will be described in detail.
The VCR controller 220 transmits the VTC actual angle detected by the sensor to the VTC controller 210 via the CAN 230 at time t0. The VTC controller 210 receives the VTC actual angle transmitted from the VCR controller 220 at time t1, and returns the VTC actual angle to the VCR controller 220 via the CAN 230 at time t2.

  The VCR controller 220 receives the VTC actual angle returned from the VTC controller 210 at time t3. Then, at time t4, the VCR controller 220 compares the VTC actual angle stored in the memory with the VTC actual angle returned from the VTC controller 210, and determines whether the VTC actual angle is different or not. Diagnose whether underrecognition has occurred.

  When the VCR controller 220 diagnoses that the VTC actual angle is underrecognized, the VCR controller 220 changes the abnormality flag from 0 to 1, and transmits the diagnosis result to the VTC controller 210 via the CAN 230. The VTC controller 210 receives the diagnosis result transmitted from the VCR controller 220 at a time t5 when a predetermined time has elapsed from the time t4 when the VCR controller 220 completes the abnormality diagnosis, changes the abnormality flag from 0 to 1, and Control of the mechanism 180 is shifted to fail-safe control. Since the subsequent processing, and the operation and effect thereof are the same as those of the second embodiment, description thereof will be omitted.

  In order to diagnose whether or not an abnormality has occurred in the control system of the internal combustion engine 100, it is possible to appropriately combine at least two of these embodiments instead of the first to fourth embodiments alone. In this way, it is possible to identify a control device in which an abnormality has occurred.

  At this time, in the first to fourth embodiments, the control of the VTC mechanism 180 is shifted to fail-safe control at the time of abnormality diagnosis, but the fuel injection device for the internal combustion engine 100 is the target to be shifted to fail-safe control. The spark plug 170 and the VCR mechanism 190 may be used.

  Further, after the control of the VTC mechanism 180 is shifted to the fail-safe control, when the abnormality diagnosis of the control system of the internal combustion engine 100 is continuously performed a predetermined number of times, the fail-safe control can be terminated. Here, the predetermined number of times can be a natural number of at least 2 in consideration of, for example, an actual noise superposition state. In this way, for example, even if noise or the like is superimposed on the CAN packet flowing through the CAN 230 and the erroneous diagnosis is performed, the fail-safe control is subsequently released. For example, the internal combustion engine in consideration of fuel consumption and output 100 normal controls can be executed.

  Further, the system for controlling the internal combustion engine 100 is not limited to the VTC mechanism 180 and the VCR mechanism 190, and may include, for example, a variable valve lift mechanism that makes the valve lift amount and the operating angle of the intake valve 132 variable. The variable valve lift mechanism increases or decreases the maximum valve lift amount of the intake valve 132 by changing the angular position of the control shaft with an actuator such as an electric motor, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2003-172112. Let Further, the variable valve lift mechanism increases / decreases the operating angle (opening period opening degree) in conjunction with increase / decrease in the maximum valve lift amount.

The present embodiment is not limited to the control system of the internal combustion engine 100, and can be applied to various control devices mounted on an automobile.
However, in the case of a plurality of control devices that specify a control target, control parameters for controlling the control target are often common. For this reason, the data amount which distribute | circulates CAN230 can be suppressed by making the data transmitted / received between each control apparatus into the control parameter used in common. Further, in each control device, when a control parameter currently used, that is, a control parameter in use, is used, data that is not related to the current control is not sent to the CAN 230, and an increase in the communication load of the CAN 230 is suppressed. be able to.

  Here, technical ideas other than the claims that can be grasped from the above embodiment will be described together with effects.

(A) The plurality of control devices jointly control the same control object, and the electronic control device for an automobile according to any one of claims 1 to 3.
In this way, it is possible to group by control object.

(B) The first data and the second data are transmitted and received at predetermined time intervals. The vehicle for an automobile according to any one of claims 1 to 3, and (a). Electronic control device.
In this way, the network can be used in a time division manner.

(C) The first data and the second data are stored in a data field of a CAN packet, and any one of (1) to (3), (A), and (B) The electronic control device for automobiles described in 1.
In this way, it can be applied to a network using CAN.

(D) After changing the operation of the control target device, if the first data entity and the second data entity are continuously the same for a predetermined number of times, the control device target operation is It returns to the state before a change, The electronic control apparatus for motor vehicles as described in any one of Claims 1-3, (A)-(C) characterized by the above-mentioned.
In this way, for example, even if the operation of the control device target is changed by noise superposition, it can be returned to the state before the change.

(E) The control device that compares the first data and the second data transmits the comparison result to another control device. The electronic control apparatus for motor vehicles as described in any one of-(d).
In this way, the operation of the control target device can be changed in the control device other than the control device that compares the first data and the second data.

170 Spark plug 180 VTC mechanism 190 VCR mechanism 210 VTC controller 220 VCR controller 230 CAN
240 ECM

Claims (3)

Data generated in any of a plurality of control devices connected via a network, the first data obtained by a route passing through at least one control device, and a route different from the first data Comparing the second data acquired by the above, and when the entity of the first data and the entity of the second data are different, the operation of the control target device is changed.
An electronic control device for an automobile. The first data and the second data are data used in common among the plurality of control devices.
The automotive electronic control device according to claim 1. The first data and the second data are data being used by the plurality of control devices.
The automobile electronic control device according to claim 1 or 2, wherein