JP2018145864A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid that output torque is limited more than necessary while improving safety, in control for limiting actual torque when it is determined that a torque increase abnormality exists.SOLUTION: A control device of a vehicle determines the presence or absence of a torque increase abnormality on the basis of a torque deviation amount being a difference between actual torque and required torque, and when it is determined that the torque increase abnormality exists, limits the actual torque. The control device comprises a distance detection part (S2) for detecting a distance between a substance existing in front of an own vehicle and the own vehicle, and an accuracy determination part (S5, S6, S10 and S11) for detecting the detection accuracy of the distance detection part. In the case that the accuracy determination part determines that the detection accuracy is relatively high, and the distance detected by the distance detection part is not longer than a prescribed distance threshold (S6, S7), the control device changes a determination reference of the presence or absence of the torque increase abnormality to a side at which the torque increase abnormality is liable to exist (S8), and on the other hand, in the case other than the above case, limits the change of the determination reference (S12).SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that monitors the presence or absence of a torque increase abnormality.

  Conventionally, in a vehicle such as an automobile, torque control for controlling the output torque of the engine is performed so that the actual torque matches the required torque. In such torque control, the actual torque is compared with the required torque to determine the presence or absence of an abnormality that causes the actual torque to be excessive with respect to the required torque (hereinafter also referred to as a torque increase abnormality). In such a case, the engine output torque (actual torque) is often limited as fail-safe.

  In such an electronically controlled vehicle, it is required to ensure the operation reliability of the control system. For example, Patent Document 1 discloses a case where torque control is performed based on a control signal calculated by a signal calculation unit. A torque monitor unit that determines the presence or absence of torque increase abnormality, a signal abnormality diagnosis unit that determines presence or absence of operation abnormality of the signal calculation unit, and a monitoring IC that monitors the operating states of the torque monitor unit and the signal abnormality diagnosis unit A vehicle control device that executes fail-safe control when it is determined that there is at least one abnormality is disclosed.

JP 2010-043536 A

  By the way, in the case of determining whether or not there is a torque increase abnormality (hereinafter also referred to as torque increase abnormality determination) as in the above-mentioned Patent Document 1, for example, in order to maintain safety at a general inter-vehicle distance, In many cases, a determination criterion used for torque increase abnormality determination is designed on the assumption of a typical inter-vehicle distance.

  However, there are not a few drivers with extremely short inter-vehicle distances, but torque increases when the distance between the object ahead (hereinafter also referred to as the front object) and the host vehicle is short. If there is any concern about the abnormality, it is preferable to make the judgment criteria stricter and quickly limit the output torque to cause the vehicle to transition to a safe state.

  Of course, such stricter judgment criteria are based on the assumption that the distance between the front object and the host vehicle is short, but it is difficult to accurately recognize the distance between the front object and the host vehicle. However, if the judgment criteria are made stricter in the dark clouds, the output torque may be limited more than necessary even though the distance between the front object and the host vehicle is long.

  The present invention has been made in view of such points, and the object of the present invention is to improve safety in a vehicle control device that limits actual torque when it is determined that there is an abnormality in torque increase. An object of the present invention is to provide a technique for suppressing the output torque from being limited more than necessary.

  In order to achieve the above object, in the vehicle control apparatus according to the present invention, when the accuracy of the distance to the front object is relatively high and the distance to the front object is relatively short, the torque increase abnormality is While the presence / absence determination is stricter, in other cases, the stricter determination is restricted.

  Specifically, the present invention determines whether there is a torque increase abnormality based on the torque deviation amount that is the difference between the actual torque and the required torque, and limits the actual torque when it is determined that there is a torque increase abnormality. It is intended for a vehicle control device.

  And the said control apparatus is provided with the distance detection part which detects the distance of the object which exists ahead of the own vehicle, and the own vehicle, and the accuracy determination part which determines the detection accuracy of the said distance detection part, The said accuracy determination When the detection accuracy is relatively high by the unit and the distance detected by the distance detection unit is equal to or less than a predetermined distance threshold, it is determined that the torque increase abnormality is present. On the other hand, it is configured to limit the change of the determination criterion in the other cases, while the change is made to the side where it is easy to be performed.

  In the present invention, “change the determination criterion to a side where it is easy to determine that there is a torque increase abnormality” means that, for example, when it is determined that there is a torque increase abnormality when the torque deviation exceeds a predetermined threshold, Decreasing the threshold value of the torque deviation amount, for example, shortening the determination time when determining that there is a torque increase abnormality when a state where the torque deviation amount exceeds the threshold value exceeds a predetermined determination time, etc. Means.

  In the present invention, “restricting the change of the determination criterion” includes not changing (maintaining) the determination criterion, and reducing the degree of change of the determination criterion.

  According to this configuration, when it is determined that the detection accuracy is relatively high and the detected distance is equal to or less than the predetermined distance threshold, the determination criterion is changed to a side where it is easy to determine that there is a torque increase abnormality. For this reason, in a situation where the distance between the front object and the host vehicle is relatively short, the output torque is easily limited, so that the vehicle can be shifted to a safe state.

  On the other hand, for example, when it is determined that the detection accuracy is relatively high and the detected distance exceeds a predetermined distance threshold (one aspect in other cases), the determination reference value of the initial design is Because it is maintained (or the degree of change in the criterion value of the initial design is small), it is possible to suppress the restriction on the output torque more than necessary in a situation where the distance between the front object and the host vehicle is relatively long. it can.

  Further, for example, even when it is determined that the detection accuracy is relatively low (one aspect in other cases), the determination reference value of the initial design is maintained (or the degree of change of the determination reference value of the initial design is For example, the distance between the object ahead and the host vehicle is determined to be less than or equal to the distance threshold, but in the case of an erroneous determination (false detection) such as the actual distance exceeding the distance threshold, it is more than necessary. It is possible to suppress the restriction on the output torque.

  As described above, according to the vehicle control apparatus of the present invention, in the control for limiting the actual torque when it is determined that there is a torque increase abnormality, the output torque is increased more than necessary while improving safety. It is possible to suppress the restriction.

1 is a diagram schematically showing a vehicle according to an embodiment of the present invention. It is a figure which illustrates typically the acquisition situation etc. of a picture and distance between vehicles. It is a figure which illustrates typically the data processing in a vehicle information center. It is a flowchart which shows an example of the determination reference | standard change control which ECU performs. It is a figure which illustrates typically the acquisition situation of inter-vehicle distance concerning other embodiments.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

-Overall configuration-
FIG. 1 is a diagram schematically illustrating a vehicle 1 according to the present embodiment. As shown in FIG. 1, the vehicle 1 includes an engine 2, a torque converter 3 that increases the rotational torque output from the engine 2, and an automatic transmission 4 that shifts and outputs the rotational speed of the output shaft of the torque converter 3. A hydraulic control circuit 5, a navigation device 6, a data transmission device 7, a data reception device 8, and an ECU 10.

  The engine 2 is configured by a known internal combustion engine. The hydraulic control circuit 5 controls the torque increase ratio by the torque converter 3 and the gear position of the automatic transmission 4 by hydraulic pressure. The rotational torque output from the automatic transmission 4 is transmitted to drive wheels (not shown) via a differential device (not shown).

  The navigation device 6 receives signals transmitted from a plurality of GPS satellites via the GPS antenna 9. When the navigation device 6 specifies the current location of the vehicle 1 by receiving a signal from a GPS satellite, the road information ahead of the vehicle 1 and the current location information of the vehicle 1 out of the road information stored in advance are output to the ECU 10. Is configured to do.

  The data transmission device 7 is configured to transmit various data to a server 30 (see FIG. 3) provided in a vehicle information center in a remote place. The vehicle information center is a facility that provides various service information to the driver using vehicle information transmitted from the vehicle 1 or information acquired from a website or the like. On the other hand, the data receiving device 8 is configured to receive various data from the server 30.

-ECU (control device)-
The ECU (Electronic Control Unit) 10 is configured to perform operation control of the engine 2, shift control of the automatic transmission 4, and the like. Specifically, although not shown, the ECU 10 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a backup RAM, an input interface, and an output interface. Contains. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The RAM is a memory that temporarily stores a calculation result by the CPU, a detection result of each sensor, and the like. The backup RAM is a non-volatile memory that stores data and the like to be saved when the ignition is turned off.

  The input interface includes an engine rotation speed sensor 21, a throttle opening sensor 22, an output shaft rotation speed sensor 23, a brake opening sensor 24, an accelerator opening sensor 25, a clock 26 indicating the current time, a camera 27, and a millimeter wave radar 28. In addition to the data receiving device 8, an input shaft rotation speed sensor (not shown), an air flow meter (not shown), and the like are connected.

  The engine rotation speed sensor 21 detects the rotation speed of the engine 2 based on the rotation of a crankshaft (not shown), and outputs a signal representing the engine rotation speed to the ECU 10. The throttle opening sensor 22 is composed of a Hall element that can obtain an output voltage corresponding to the throttle opening of the throttle valve 11, and outputs a signal representing the throttle opening to the ECU 10. The output shaft rotational speed sensor 23 outputs a signal representing the output shaft rotational speed of the automatic transmission 4 to the ECU 10. It is possible to calculate the vehicle speed v from the output shaft rotation speed of the automatic transmission 4. The brake opening sensor 24 detects the amount of depression of a brake pedal (not shown) that is depressed by the driver, and outputs a signal corresponding to the amount of depression to the ECU 10. The accelerator opening sensor 25 is composed of an electronic position sensor using a Hall element, and outputs a signal representing the accelerator opening to the ECU 10 when the accelerator pedal 12 is operated by the driver. The clock 26 outputs a signal representing the current time to the ECU 10. The camera 27 images the surrounding environment of the vehicle 1 and outputs the captured image data to the ECU 10. The millimeter wave radar 28 detects an object existing around the vehicle 1 using radio waves that can be used even in fog or during rain, and outputs a signal corresponding to the detection result to the ECU 10.

  On the other hand, the output interface includes an injector (not shown) that can adjust the fuel injection amount, an igniter (not shown) that adjusts the ignition timing by a spark plug (not shown), and the throttle opening of the throttle valve 11. A throttle motor (not shown), a hydraulic control circuit 5, a data transmission device 7 and the like are connected.

  The ECU 10 controls the operating state of the engine 2 by controlling the throttle opening, the fuel injection amount, the ignition timing, and the like based on the detection results of each sensor. The ECU 10 also controls the shift control of the automatic transmission 4 and the lock-up clutch (not shown) of the torque converter 3 by controlling the hydraulic control circuit 5.

  For example, in the shift control by the ECU 10, the target shift gear stage is set based on a shift map in which a plurality of shift lines are set, which is stored in the ROM, using the vehicle speed v and the accelerator opening as parameters. The ECU 10 performs a shift by controlling the hydraulic pressure of a clutch or the like in the automatic transmission 4 via the hydraulic control circuit 5 so that the current shift gear stage becomes the target shift gear stage.

-Torque control and torque increase abnormality determination-
Further, the ECU 10 is configured to execute torque control for controlling the torque of the engine 2 so that the actual torque matches the required torque. More specifically, the ECU 10 calculates the actual torque based on the throttle opening detected by the throttle opening sensor 22, and calculates the required torque based on the accelerator opening detected by the accelerator opening sensor 25. To do. Then, the ECU 10 calculates a target throttle opening degree, fuel injection amount, ignition timing, etc. so that the actual torque matches the required torque, and the throttle opening degree, fuel injection amount, etc. through the throttle motor, injector, igniter, etc. Control ignition timing.

Further, when performing torque control, the ECU 10 compares the actual torque with the required torque, and executes a torque increase abnormality determination that determines whether there is a torque increase abnormality that causes the actual torque to be excessive with respect to the required torque. It is configured. More specifically, the ECU 10 calculates a torque deviation amount ΔT, which is a difference between the actual torque calculated based on the throttle opening degree and the required torque calculated based on the accelerator opening degree, and the torque deviation. The presence / absence of torque increase abnormality is determined based on the amount ΔT and the first determination reference threshold value JC1 stored in the ROM. For example, the ECU 10 is configured to determine “there is a torque increase abnormality” when the torque deviation amount ΔT ≧ the first determination reference threshold value JC1. Further, for example, the ECU 10 uses a target reference value T _C smaller than the first determination reference threshold JC1, and the state of the first determination reference threshold JC1> torque deviation amount ΔT ≧ target reference value T _C is a predetermined determination time. If JT1 or more continues, it is determined that “there is an abnormality in torque increase”.

Thus, the ECU 10 is configured to limit the actual torque when it is determined that “there is a torque increase abnormality”. Specifically, when the torque deviation amount ΔT ≧ first determination reference threshold value JC1 or when the state of torque deviation amount ΔT ≧ target reference value T _C continues for the determination time JT1 or more, for example, By restricting the intake air amount of the engine 2 by forcibly maintaining the throttle opening at a predetermined opening (so-called opener opening) through control of the throttle motor, the output torque (actual torque) of the engine 2 is limited.

  As described above, in the vehicle 1 of the present embodiment, acceleration that matches the driver's intention expressed by the amount of operation of the accelerator pedal 12 can be realized through torque control, and acceleration that exceeds the driver's intention is achieved. If it becomes (when it is determined that there is a torque increase abnormality), the vehicle 1 can be shifted to a safe state by limiting the output torque.

-Criteria change control-
By the way, in the case where the torque increase abnormality determination is performed, for example, a determination criterion (first determination reference threshold value) used for torque increase abnormality determination on the assumption of a general inter-vehicle distance so that safety at a general inter-vehicle distance is maintained. In many cases, JC1 and determination time JT1) are designed.

  However, there are not a few drivers with extremely short inter-vehicle distances, but torque increases when the distance between the object ahead (hereinafter also referred to as the front object) and the host vehicle is short. If there is any concern about the abnormality, it is preferable to make the judgment criteria stricter and quickly limit the output torque to cause the vehicle to transition to a safe state.

  Of course, such stricter judgment criteria are based on the assumption that the distance between the front object and the host vehicle is short, but it is difficult to accurately recognize the distance between the front object and the host vehicle. However, if the judgment criteria are made stricter in the dark clouds, the output torque may be limited more than necessary even though the distance between the front object and the host vehicle is long.

  Therefore, in this embodiment, when the accuracy of the distance to the front object is relatively high and the distance to the front object is relatively short, the determination of the presence or absence of torque increase abnormality is made stricter. In other cases, the stricter judgment is limited.

Specifically, the ECU 10 detects the distance VD between the object existing in front of the host vehicle 1 and the host vehicle 1, determines the detection accuracy of the detected distance VD, and the detection accuracy is relatively high. If it is determined and the detected distance VD is less than or equal to the predetermined distance threshold _TVD , the determination criterion for the presence or absence of torque increase abnormality is changed to the side where it is easy to determine that “there is torque increase abnormality”, but otherwise In this case, it is configured to execute determination criterion change control for restricting the change of the determination criterion. Hereinafter, the determination reference change control executed by the ECU 10 when the object existing in front of the host vehicle 1 is the preceding vehicle 100 will be described in detail.

FIG. 2 is a diagram schematically illustrating an image and an acquisition state of the inter-vehicle distance VD. Prior to executing the torque increase abnormality determination, the ECU 10 acquires an image A1 of the surrounding environment of the vehicle 1 including the preceding vehicle 100 based on the image data from the camera 27 as shown in FIG. Based on the signal from the millimeter wave radar 28, the inter-vehicle distance VD _A1 between the preceding vehicle 100 and the host vehicle 1 is detected. Thus, the ECU 10 detects the data of the image A1, the inter-vehicle distance VD _A1 (hereinafter also referred to as the detection distance VD _A1 ), the current location information of the vehicle 1 input from the navigation device 6, the current time input from the clock 26, and The vehicle information such as the vehicle speed v is transmitted from the data transmission device 7 to the server 30 provided in the vehicle information center, as indicated by the white arrow in FIG.

The ECU 10 executes these operations at predetermined time intervals, and in the situation shown in FIG. 2B, the data of the image A2, the detection distance VD _A2 , the current location information of the vehicle 1, the time and the vehicle information, In the situation shown in (c), the data of the image A3, the detection distance VD _A3 , the current location information of the vehicle 1, the time, and the vehicle information are transmitted from the data transmission device 7 to the server 30, respectively.

  In the present embodiment, the function of the ECU 10 detecting the inter-vehicle distance VD between the preceding vehicle 100 and the host vehicle 1 based on a signal from the millimeter wave radar 28 is “an object existing in front of the host vehicle”. This corresponds to a function as a “distance detector that detects the distance between the vehicle and the host vehicle”.

The acquisition of the images and the inter-vehicle distance VD and the data transmission to the server 30 are also executed in the other vehicle B to which the present invention is applied. For example, in the situation shown in FIG. 2D, the data of the image B1, the inter-vehicle distance VD _B1 with the preceding vehicle 100B, the current location information of the vehicle B, the time and the vehicle information are also shown. In the situation shown in FIG. The data of the image B2, the inter-vehicle distance VD _B2 with the preceding vehicle 100B, the current location information of the vehicle B, the time and the vehicle information are transmitted to the server 30 from a data transmission device (not shown) mounted on the vehicle B. It has become.

  FIG. 3 is a diagram schematically illustrating data processing in the vehicle information center. The server 30 includes not only the vehicle 1 and the vehicle B but also a plurality of vehicles C, D, E to which the present invention is applied, as shown in FIG. 3A, image data, detection distance VD, current location information, Time and vehicle information are accumulated.

  The server 30 stratifies the collected data for each situation. Specifically, the server 30 collects the collected data from the driving environment (highway, urban area, parking lot, suburb, etc.), weather (sunny, cloudy, rain, etc.), time zone (early morning, daytime, night, etc.). The sensor type (millimeter wave radar, laser radar, infrared sensor, etc.) is classified into a large group with common points.

  Next, each large group is classified into small groups that are assumed to have substantially the same distance between the object existing in front of the host vehicle and the host vehicle based on the image data. Then, for each small group, as shown in FIG. 3B, the detection distance VD detected by the sensor is histogrammed, and the data of the detection distance VD transmitted from the vehicle 1 is reliable based on the histogram. Judgment processing whether or not it is data. Specifically, the server 30 calculates an error of the detection distance VD in comparison with other vehicles, or determines whether the applied situation is a situation that is likely to cause an error in general. For example, if the detected distance VD of the vehicle 1 (see the broken line in FIG. 3B) is the mode value, the server 30 calculates the error of the detected distance VD as 0 in comparison with other vehicles. Further, the server 30 determines that the large group is generally a situation (specific situation) in which an error is likely to occur if the width of the dispersion of the detection distance VD in the large group is large. Then, the server 30 returns these processing results to the data receiving device 8 of the vehicle 1 as shown in FIG.

  When the processing result from the server 30 is input from the data receiving device 8, the ECU 10 is configured to determine whether or not the detection distance VD is reliable based on the processing result. For example, when the error of the detection distance VD is small (for example, 0) in comparison with another vehicle, the ECU 10 determines that “there is reliability”. Further, for example, when the error of the detection distance VD is relatively large in spite of the situation where it is generally difficult to generate an error, the ECU 10 determines “reliability reduction”. On the other hand, for example, even if the error in the detection distance VD is large, the ECU 10 positively determines that there is “reliability” or “reliability reduction” in a specific situation that is likely to cause an error in general. do not do. Thus, the ECU 10 is configured to warn the driver through a display (not shown) provided on the instrument panel, for example, when it is determined that “reliability is reduced”.

  In the present embodiment, the function of the ECU 10 that determines whether or not the detection distance VD is reliable based on the processing result from the server 30 is “an accuracy determination unit that determines the detection accuracy of the distance detection unit” in the claims. This corresponds to the function.

Thus, if the ECU 10 is determined to be “reliable” (detection accuracy is relatively high) and the detection distance VD is equal to or less than a predetermined distance threshold value _TVD , the criterion for determining the torque increase abnormality is determined. To the side where it is easy to determine that “there is a torque increase abnormality”. For example, the ECU 10 changes the initially designed first determination reference threshold value JC1 to a smaller second determination reference threshold value JC2, thereby making it easier for the torque deviation amount ΔT ≧ second determination reference threshold value JC2 to occur. Further, for example, the ECU 10 changes the determination time JT1 to a shorter determination time JT2, thereby making it easier for the torque deviation amount ΔT ≧ target reference value T _C to continue for the determination time JT2 or longer.

On the other hand, in other cases (when it is determined that “reliability is reduced”, when no positive determination is performed, or when the detection distance VD exceeds a predetermined distance threshold value T _VD ). Since the change of the determination criterion is restricted, it is possible to suppress the restriction on the output torque more than necessary.

  It should be noted that “restricting the change of the determination criterion” includes not changing (maintaining) the determination criterion and reducing the degree of change of the determination criterion. Specifically, when the determination criterion is not changed, for example, the ECU 10 does not easily determine “there is a torque increase abnormality” by maintaining the first determination criterion threshold value JC1 and the determination time JT1 of the initial design. To. In order to reduce the degree of change of the determination criterion, the ECU 10 changes the first determination criterion threshold JC1 to a slightly smaller third determination criterion threshold JC3 (> second determination criterion threshold JC2), for example, or determines the determination time. By changing JT1 to a slightly shorter determination time JT3 (> determination time JT2), it is not easily determined that “there is a torque increase abnormality”.

As described above, when it is determined that “there is reliability” and the detection distance VD is equal to or less than the predetermined distance threshold _TVD , in other words, when the inter-vehicle distance between the preceding vehicle 100 and the host vehicle 1 is surely short. For example, since the first determination reference threshold value JC1 of the initial design is changed to the smaller second determination reference threshold value JC2, it is easy to determine “there is a torque increase abnormality”, and the output torque is likely to be limited. Can be shifted to a safe state.

On the other hand, for example, when it is determined that there is “reliability”, but the detected distance VD exceeds a predetermined distance threshold _TVD , in other words, the inter-vehicle distance between the preceding vehicle 100 and the host vehicle 1 is reliably long. For example, since the first determination reference threshold value JC1 and the like of the initial design are maintained, it is possible to prevent the output torque from being restricted more than necessary.

On the contrary, the detection distance VD is equal to or less than the predetermined distance threshold _TVD , but the first determination reference threshold JC1 and the like of the initial design should be maintained even when it is determined that the reliability is lowered. Thus, even in the case of erroneous determination (false detection) such as the actual distance exceeding a predetermined distance threshold _TVD , it is possible to suppress the output torque from being restricted more than necessary.

-Flow chart-
Next, an example of the determination reference change control executed by the ECU 10 will be described with reference to the flowchart shown in FIG.

  First, in step S1, the surrounding environment of the vehicle 1 is imaged by the camera 27, the ECU 10 acquires the captured image data, and the process proceeds to step S2. In the next step S2, the millimeter wave radar 28 detects an object (preceding vehicle 100) existing in front of the host vehicle 1, and the ECU 10 detects the inter-vehicle distance VD based on the detection result, and proceeds to step S3.

  In the next step S3, the ECU 10 together with the image data acquired in step S1 and the inter-vehicle distance VD detected in step S2, the current location information of the vehicle 1 input from the navigation device 6, the current time input from the clock 26, and The vehicle information such as the vehicle speed v is transmitted from the data transmission device 7 to the server 30 provided in the vehicle information center at a remote location, and the process proceeds to step S4.

  In the next step S4, the ECU 10 determines whether or not the processing result from the server 30 (the error in the detection distance VD calculated in comparison with the other vehicle or the situation where the applied situation is likely to cause an error in general). Result) is received via the data receiver 8, and the process proceeds to step S5.

  In the next step S5, the ECU 10 determines whether or not the error of the detection distance VD is small based on the processing result returned from the server 30. If the determination in step S5 is YES, that is, if the error of the detection distance VD calculated in comparison with another vehicle is small, the process proceeds to step S6. In the next step S6, the ECU 10 positively determines that the detection distance VD is “reliable”, and then proceeds to step S7.

In the next step S7, the ECU 10 determines whether or not the distance (detected distance VD) to the front object (the preceding vehicle 100) is equal to or less than the distance threshold value T _VD . If the determination in step S7 is YES, that is, if the inter-vehicle distance between the preceding vehicle 100 and the host vehicle 1 is relatively short, the process proceeds to step S8.

  In the next step S8, the ECU 10 changes the criterion for determining the torque increase abnormality to a side where it is easy to determine that there is a torque increase abnormality. Specifically, for example, the ECU 10 changes the initially designed first determination reference threshold value JC1 to a smaller second determination reference threshold value JC2, and the relationship of torque deviation amount ΔT ≧ second determination reference threshold value JC2 is easily established. To do.

  In the next step S9, the ECU 10 determines the presence or absence of a torque increase abnormality based on, for example, the torque deviation amount ΔT, which is the difference between the actual torque and the required torque, and the changed second determination reference threshold value JC2. Then, when the torque deviation amount ΔT ≧ second determination reference threshold value JC2, the ECU 10 forcibly maintains the throttle opening at a predetermined opening, for example, to thereby output the engine 2 output torque (actual torque). Limit.

  On the other hand, if the determination in step S7 is NO, that is, if the inter-vehicle distance between the preceding vehicle 100 and the host vehicle 1 is relatively long, the process proceeds to step S12. In the next step S12, the ECU 10 maintains the determination criterion for the torque increase abnormality determination, and then proceeds to step S9, based on the torque deviation amount ΔT and the first determination reference threshold value JC1 (or determination time JT1) of the initial design. To determine whether there is a torque increase abnormality.

  On the other hand, if the determination in step S5 is NO, that is, if the error in the detected distance VD calculated in comparison with another vehicle is large, the process proceeds to step S10.

  In the next step S10, the ECU 10 determines whether or not the error is large in a specific situation based on the processing result returned from the server 30. If the determination in step S10 is YES, for example, if the error is large in situations that are likely to cause an error, such as rain or night, the process proceeds to step S12. In the next step S12, the ECU 10 maintains the determination criterion for the torque increase abnormality determination, and then proceeds to step S9, based on the torque deviation amount ΔT and the first determination reference threshold value JC1 (or determination time JT1) of the initial design. To determine whether there is a torque increase abnormality.

  On the other hand, if the determination in step S10 is NO, in other words, in the case where the error in the detection distance VD is large despite the situation that is generally less likely to cause an error, the process proceeds to step S11, and “reliability decrease” ”, The process proceeds to step S12. In the next step S12, the ECU 10 maintains the determination criterion for the torque increase abnormality determination, and then proceeds to step S9, based on the torque deviation amount ΔT and the first determination reference threshold value JC1 (or determination time JT1) of the initial design. To determine whether there is a torque increase abnormality.

(Other embodiments)
The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

In the above embodiment, it is determined whether or not the error of the detection distance VD is small based on the processing result returned from the server 30. However, the present invention is not limited to this. For example, as shown in FIG. A plurality of radars 28 and 31 including the radar 28 may be used to determine whether or not the error in the detection distance VD is small. Specifically, the distance (detection distance VD ₁ ) between the preceding vehicle 100 detected by the ECU 10 using the millimeter wave radar 28 and the distance (detection distance VD ₂ ) between the preceding vehicle 100 detected using the radar 31. If the difference between the two is small, it is determined as “reliable”, while if the difference between the two is large, it may be determined as “reliable”.

In this case, the ECU 10 has a function of determining whether or not the detection distance VD is reliable based on a difference between the detection distance VD ₁ and the detection distance VD _2. This corresponds to a function as a “determination accuracy determination unit”. In this case, step S1, step S3, step S4, etc. in the flowchart of FIG. 4 can be omitted.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  According to the present invention, it is possible to suppress the output torque from being limited more than necessary while improving safety. When monitoring whether there is a torque increase abnormality and determining that there is a torque increase abnormality The present invention is extremely useful when applied to a vehicle control device that limits the actual torque.

1 vehicle 10 ECU (control device)
100 Vehicle (object)
S2 Distance detection unit S5, S6, S10, S11 Accuracy determination unit

Claims (1)

A vehicle control device that determines the presence or absence of a torque increase abnormality based on a torque deviation amount that is a difference between an actual torque and a required torque, and that limits the actual torque when it is determined that there is a torque increase abnormality,
A distance detector that detects the distance between the object in front of the host vehicle and the host vehicle;
An accuracy determination unit for determining the detection accuracy of the distance detection unit,
When the accuracy determination unit determines that the detection accuracy is relatively high and the distance detected by the distance detection unit is equal to or less than a predetermined distance threshold, the criterion for determining whether there is a torque increase abnormality is the torque increase abnormality. The vehicle control apparatus is configured to limit the change of the determination criterion in the other cases, while changing to the side where it is easily determined that there is.

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