JP3953542B2 - Electronic control unit - Google Patents

Electronic control unit Download PDF

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Publication number
JP3953542B2
JP3953542B2 JP32485495A JP32485495A JP3953542B2 JP 3953542 B2 JP3953542 B2 JP 3953542B2 JP 32485495 A JP32485495 A JP 32485495A JP 32485495 A JP32485495 A JP 32485495A JP 3953542 B2 JP3953542 B2 JP 3953542B2
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Prior art keywords
control
data
abnormality
ecu
communication
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JPH09160602A (en
Inventor
孝幸 小野
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株式会社デンソー
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention is configured to share the control data among the control devices by transmitting and receiving a part of the control data necessary for control of the control target between the control devices via the communication line. The present invention relates to an electronic control device.
[0002]
[Prior art]
Conventionally, for example, in an engine control device for a vehicle, detection data calculated based on a detection signal from a sensor that detects the driving state of the vehicle, and control amounts such as fuel injection amount and ignition timing are calculated according to the detection data. In the case where an abnormality occurs in the operation data or the like, it is known that all the control data is stored in a predetermined storage medium in which the stored data is not lost due to power interruption or the like.
[0003]
This is achieved by adapting the engine control device to, for example, the Kazhou on-board diagnostic (OBD) regulations that stipulate that the engine control state is stored (freeze frame) when an emission-related component fails. This is because, when an abnormality occurs in the system, the vehicle state at the time of the abnormality is grasped from the stored control data so that the cause of the failure can be easily identified.
[0004]
[Problems to be solved by the invention]
However, in the conventional method of storing the control data at the time of abnormality detection by the engine control unit alone, the control data to be stored is limited to the engine control system data, so the entire vehicle state at the time of abnormality detection is grasped from the stored data It was difficult to identify the cause of the failure in detail and with high accuracy. For example, when an abnormality occurs in the control data only under a specific driving condition of the vehicle such as when the vehicle is accelerated or when the vehicle is braked, in order to identify the cause of the failure, the driving state of the vehicle when the abnormality is detected is accurately determined. Although it is necessary to grasp, even if the control data at the time of abnormality detection is stored by the engine control unit alone, the cause of the failure cannot be specified from the stored data.
[0005]
In particular, in recent years, control systems for vehicles have been developed from so-called independent control systems in which dedicated control devices independently control individual control objects such as engine control, transmission control, and brake control. By connecting each control device with a communication line and transmitting and receiving control data between the control devices, each control device shares the control data and controls the vehicle comprehensively, so-called an integrated control system. In such an integrated control system, even if control data at the time of abnormality detection is stored in each control device alone, such as an engine control device, in such an integrated control system, an abnormality is detected from the stored data. There is a problem that it becomes increasingly difficult to identify the cause of a failure by grasping the vehicle state at the time of detection.
[0006]
On the other hand, in a communication system that performs data communication between a plurality of computers as disclosed in, for example, Japanese Patent Laid-Open No. 3-184154, a computer detects an abnormality of another computer from the result of data communication. Then, a communication system is known in which data communication between each computer can be efficiently performed by notifying the remaining computers to that effect and then prohibiting data communication with the computer in which an abnormality has occurred. ing. If such a technique is applied to the integrated control system, all the control devices operating normally when any of the other control devices detects an abnormality of a specific control device constituting the control system. This can be notified and stored. Therefore, in this case, when any abnormality occurs in the control data in a certain control device, it is possible to easily determine whether the cause is due to a failure of another control device.
[0007]
However, even if the integrated control system is configured in this way, if the cause of the failure is due to a failure of another control device, is the failure of the other control device due to a failure of the communication system? It is impossible to specify the detailed cause of failure, such as whether the control device itself is abnormal, and the data communication itself between the control devices can be performed without any problem. When an abnormality of control data is detected in the control device, there remains a problem that the cause of the failure cannot be specified in detail as in the conventional device.
[0008]
That is, for example, when the detection data from a sensor connected to a certain control device (1) is used in another control device (2), when an abnormality of the detection data is detected in the control device (2), Whether the cause of the failure is in the communication system between the control device (1) and the control device (2), the failure of the control device (1) itself, or the sensor connected to the control device (1). It is difficult to specify the detailed cause of the failure such as whether it is due to the failure.
[0009]
The present invention has been made in view of these problems, and as in the integrated vehicle control system, an electronic device in which a plurality of control devices are connected via a communication line so that control data can be shared among the control devices. An object of the present invention is to make it possible to easily and in detail identify the cause of a failure when an abnormality of control data is detected in a certain control device.
[0010]
[Means for Solving the Problems]
In the electronic control device according to claim 1, which is made to achieve the above object, a plurality of control devices having communication means are connected via a communication line, and each control device is required to control a control target. A part of the data is transmitted / received to / from another control device via the communication means and the communication line, so that the control data is shared with the other control device. Each control device is provided with an abnormality detection means for detecting an abnormality in the control data used for control of the controlled object. When the abnormality detection means detects an abnormality in the control data, the abnormal state transmission means An abnormal state signal to be expressed is transmitted from the communication means to another control device. Also, In each control unit, When the abnormality detection unit detects an abnormality of the control data or the communication unit receives an abnormal state signal transmitted from another control device, In order for the abnormal time data storage means to be able to identify which part of the entire control system composed of a plurality of control devices connected via a communication line is the cause of the failure, the control device Control data used for control of the control target is stored in a predetermined storage medium capable of continuously holding the data.
[0011]
For this reason, if any abnormality occurs in one of the plurality of control devices constituting the electronic control device and an abnormality of the control data is detected by the abnormality detection means, each control device Control data representing the control state of the control object is stored.
[0012]
Therefore, according to the present invention, when any abnormality occurs in a control system composed of a plurality of control objects controlled by each control device, the abnormality is detected from the control data stored in the storage medium of each control device. The operating state of the entire control system at the time of occurrence can be grasped, and the cause of the failure can be specified easily and in detail.
[0013]
Here, the abnormal time data storage means is used for controlling the control object when the abnormality of the control data is detected by the abnormality detection means or when the communication means receives an abnormal state signal transmitted from another control device. The control data to be stored is, as described in claim 2, before and after the abnormality detection means detects an abnormality or before the communication means receives an abnormal state signal. It is desirable to store the later control data in a storage medium.
[0014]
In other words, in this way, it is possible to grasp the operating state of the entire control system before and after the abnormality of the control data is detected by any one of the abnormality detecting means of the plurality of control devices. From the change in the operating state of each part of the control system after detecting an abnormality, the cause of the failure can be identified more easily and with high accuracy.
[0015]
Further, according to the electronic control device of the present invention, as described in claim 3, the plurality of control devices distribute and control each part of the engine, the transmission, the brake device and the like mounted on the vehicle, It is more effective when applied to a so-called integrated vehicle control system that realizes integrated vehicle control.
[0016]
In other words, in control systems that control vehicles, control devices and external devices such as sensors and actuators connected to them are used under severe conditions that are greatly affected by the external environment such as temperature, humidity, and vibration. Therefore, failures are likely to occur, and there are many causes of failures, and failures often occur only under specific driving conditions. According to the present invention, these various failure causes are integrated and controlled by the vehicle. Thus, it becomes possible to comprehensively determine from the operating state of each control device, so that it is possible to identify the cause of failure even for an abnormality that has conventionally been difficult to identify. For example, by replacing the many parts that have been considered to be the cause of failure when an abnormality occurs, the number of replacement parts can be reduced by specifying the cause of the failure in more detail.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing the overall configuration of a vehicle control system according to an embodiment to which the present invention is applied.
[0018]
As shown in FIG. 1, the vehicle control system of the present embodiment is provided in a vehicle equipped with a V-type 8-cylinder engine (hereinafter simply referred to as an engine) 1 and includes a plurality of control devices for integrated control of each part of the vehicle. It is configured.
That is, the vehicle control system of the present embodiment is configured to control the intake amount by opening and closing the throttle valve 5 provided in the intake system for the left four cylinders (left bank) of the engine 1, and fuel injection in the left bank. Left bank engine control for controlling the amount, ignition timing, etc., and electronic control device for left bank engine for performing transmission control for controlling the gear position of transmission 3 for transmitting power from engine 1 to left and right drive wheels 9 (left bank (ECU for engine) 10 and throttle control for controlling the intake amount by opening and closing the throttle valve 7 provided in the intake system for the right four cylinders (right bank) of the engine 1, and the fuel injection amount and ignition timing of the right bank A right bank engine electronic control device (right bank engine ECU) 20 for controlling the right bank engine for controlling the Based on detection signals from a vehicle speed sensor 12e provided in the power transmission system from the vehicle 3 to the drive wheel 9 side, various detection data indicating the vehicle running state such as the vehicle speed are provided by various meters provided in the driver's seat. A meter electronic control unit (ECU for meter) 30 for performing meter control displayed on the display panel 32, and detecting slip states of all wheels including the drive wheels 9 or the drive wheels 9 during vehicle acceleration or braking, Traction control (TRC) / anti-skid control (ABS) that executes brake control for controlling a brake device provided on each wheel, and issues an engine torque suppression command to each engine ECU 10, 20 as necessary. ) Electronic control unit (ABS / TRC ECU) 40 and a data communication communication line 5 for connecting these ECUs 10 to 40 to each other. It is composed of a.
[0019]
Next, the configuration of each of the ECUs 10 to 40 will be described in detail using the left bank engine ECU 10 as an example.
As shown in FIG. 2, the left bank engine ECU 10 includes a one-chip microcomputer (hereinafter simply referred to as a CPU) 60 including a CPU, a ROM, a RAM, and the like as a control processing unit, and is connected to the CPU 60 via a bus 66. A connected input interface 62 and output interface 64 are provided. Note that the CPU 60 includes a memory (for example, a storage medium such as a backup RAM) 60a that can retain data even after the power is shut down as one of the memories for storing the control program and temporarily storing the operation data. .
[0020]
The input interface 62 includes, for example, an engine rotation angle sensor 12 a that detects the rotation angle position of the engine, an accelerator position sensor 12 b that detects the depression position of the accelerator pedal, and a throttle opening sensor that detects the opening of the throttle valve 5. 12c, a sensor group 12 including a brake position sensor 12d for detecting the depression position of the brake pedal, a vehicle speed sensor 12e for detecting the speed of the vehicle, and a starter switch 14a for detecting engine start (cranking) by a starter motor, for example. A switch group 14 including a shift lever switch 14b and the like for detecting the shift lever position is connected, and the input interface 62 takes in various detection signals from the sensor group 12 and the switch group 14 and inputs them to the CPU 60.
[0021]
Further, the output interface 64 induces, for example, a throttle drive motor 16a that controls the opening position of the throttle valve 5, an injector 16b that injects and supplies fuel to the left bank of the engine 1, and a high voltage in the ignition coil of the left bank. An actuator group 16 including an ignition device 16c that generates ignition sparks in the ignition plugs of the cylinders, a shift solenoid valve 16d that controls the gear position of the transmission 3, and the like are connected. An output interface 64 receives control signals from the CPU 60 as actuators. It outputs to each part which comprises the group 16.
[0022]
The CPU 60 calculates various detection data (engine speed, accelerator petal position, etc.) indicating the driving state of the vehicle based on detection signals from the sensor group 12 and the switch group 14 input via the input interface 62. At the same time, data (control amount of the throttle drive motor 16a, fuel injection amount, ignition magnetism, gear stage of the automatic transmission, etc.) representing the control amount for driving and controlling the actuator group 16 is calculated, and the calculated data is used as the calculated data. Corresponding control signals are output to the actuator group 16 via the output interface 64.
[0023]
Further, the left bank engine ECU 10 is provided with a communication control circuit 70 as communication means for performing data communication with the other ECUs 20, 30, 40 via the communication line 50. The communication control circuit 70 receives a transmission memory 70a for storing transmission data transferred from the CPU 60 as shown in FIG. 3A and received from the other ECUs 20 to 40 as shown in FIG. 3B. And a receiving memory 70b for storing data.
[0024]
In the left bank engine ECU 10, the CPU 60 stores various control data to be transmitted to the other ECUs 20 to 40 as transmission data in the transmission memory 70 a via the data transfer line 72, and the communication control circuit 70. The received data from the other ECUs 20 to 40 received in the memory 70b and stored in the receiving memory 70b is taken in via the data transfer line 72, and the fetched received data is taken as one of the control data to calculate the control amount. Used for etc. The communication control circuit 70 transmits the transmission data stored in the transmission memory 70a to the other ECUs 20 to 40 in accordance with a preset communication protocol, and receives the transmission data from the other ECUs 20 to 40, The received data is stored in the reception memory 70b.
[0025]
As shown in FIG. 3 (a), the CPU 60 detects the above various detection signals in addition to various control data DX2, DX3,... Such as engine speed data and engine cooling water temperature data to be transmitted to the other ECUs 20-40. A state signal DX1 representing normality / abnormality of various control data such as detection data calculated based on the control data and control amount calculation data is stored in the transmission memory 70a as transmission data. Are transmitted to the ECUs 20 to 40.
[0026]
The other ECUs 20 to 40 have substantially the same configuration as the left bank engine ECU 10, and each includes a CPU 60, a communication control circuit 70, and the like, and a sensor group 12 and a switch group connected to the input interface 62. 14, the control amount of the actuator group 16 connected to the output interface 64 is calculated to control the actuator group 16 and perform data communication with other ECUs. Similarly to the left bank engine ECU 10, these other ECUs 20 to 40 store the state signal DX1 indicating normality / abnormality of the control data in the transmission memory 70a by the operation of the CPU 60, and from the communication control circuit 70 to the left bank. The transmission is made to other ECUs including the engine ECU 10.
[0027]
Accordingly, in each of the ECUs 10 to 40, in the reception memory 70b of the communication control circuit 70, for example, as shown in FIG. 3B, various control data DR2 (shown for ABS / TRC is transmitted from other ECUs). In addition to throttle opening request data transmitted from the ECU 40 to the left bank engine ECU 10 for suppressing engine torque),..., A status signal indicating normality / abnormality of control data on the other ECU side DR1 is also stored as received data.
[0028]
In the data communication between the ECUs 10 to 40, for example, the engine speed data calculated as one of the control data by the left bank engine ECU 10 is sent to the meter via the communication control circuit 70 and the communication line 50. The ECU 30 for meter is used for driving the tachometer.
[0029]
That is, each of the ECUs 10 to 40 receives a part of control data necessary for control from another ECU by data communication using the communication control circuit 70 and the communication line 50, and receives this control data with the other ECUs. Share it.
Further, in the vehicle control system of the present embodiment, the vehicle speed data calculated by the left bank engine ECU 10 is sent to the right bank engine ECU 20 and the meter ECU 30 using a dedicated signal line 52 different from the communication line 50. Can be sent in order. The vehicle speed data is used by the right bank engine ECU 20 to execute constant speed running control of the vehicle, and the meter ECU 30 is used to display a speedometer.
[0030]
Note that this is because it is difficult to calculate the mileage by data communication using the communication control circuit 70 and the communication line 50, and it is necessary to double the data transmission system for important control data such as vehicle speed data. In view of this, vehicle speed data input via the signal line 52 is used when the meter ECU 30 displays the speedometer. And when transmitting vehicle speed data etc. via the exclusive signal line 52 in this way, CPU60 itself functions as a communication means.
[0031]
Next, the control process executed to perform various controls in the ECUs 10 to 40, and the abnormality of the control data is determined when the control process is executed, and the own station (own ECU) represents a normal state or an abnormal state. A state signal setting process for transmitting the state signal to another ECU will be described with reference to the flowcharts of FIGS. 4 and 5. Note that the flowcharts shown in FIGS. 4 and 5 schematically represent the flow of processing performed by the CPU 60 provided in each of the ECUs 10 to 40. More specifically, the flowcharts shown in FIG. 4 and FIG. Is different.
[0032]
As shown in FIG. 4, in each of the ECUs 10 to 40, the CPU 60 first reads various detection signals from the sensor group 12 and the switch group 14 in S110 (S: represents a step), calculates the detection data, and continues to S120. In step S130, the received data is read from the reception memory 70b in the communication control circuit 70, and in step S130, based on the detection data calculated in step S110 and the received data read in step S120, the predetermined control is realized. Various control amounts are calculated, and in S140, a control signal corresponding to the calculated control amount is output to the actuator group 16 to drive the various actuators. Further, in S150, the detection data obtained in S110 Of the calculation data representing the control amount obtained in S130, transmission control data to be transmitted to another ECU is transmitted to the communication control circuit 70. Stored in the transmission memory 70a, in step like, the process proceeds to S110 again, by repeatedly executing the processing of S110 to S150, executes a control process for the controlled object control.
[0033]
In addition, when such a series of control processing is executed, there is an abnormality in the detection data calculated from the detection signal, the reception data read from the reception memory 70b, or the calculation result (calculation data) of the control amount calculated from these control data. There may be.
Therefore, during the execution of S110 to S130, the normal / abnormal of each control data is determined, and a status signal representing the determination result is stored in the transmission memory 70a of the communication control circuit 70 as one of the transmission data to other ECUs. The state signal setting process to be set is also executed.
[0034]
In this state signal setting process, as shown in FIG. 5, first, in S210, an abnormality is detected in the detected data, received data, operation data, etc. obtained during the execution of S110 to S130. For example, when calculating detection data based on detection signals from the sensor group 12 and the switch group 14 in S110, it is determined whether or not the detection signal itself or control data obtained from the detection signal is an abnormal value. When reading the received data at S120, whether there is an abnormal state signal indicating an abnormality on the other ECU side in the received data, or whether the control data in the received data is an abnormal value, etc. judge.
[0035]
When any abnormality is detected in S210, in the following S220, all the normal control data used in the control process before the abnormality is detected, and all the current control data in which the abnormality is detected Is stored in the memory 60a, and the process as the above-described abnormal data storage means is executed, and the process proceeds to S230. In S220, if the same abnormality is continuously detected in S210 and the control data before and after the detection is already stored in the memory 60a, the control data storage process is not executed. , The process proceeds to S230.
[0036]
Next, in S230, it is determined whether or not the abnormality detected this time is due to an abnormality state signal included in data received from another ECU. The abnormality detected this time is due to an abnormal state signal from another ECU. If there is an abnormality due to control data or detection signals including control data in the received data In S240, it is determined that an abnormality has occurred on the ECU side, and in order to notify other ECUs that an abnormality has occurred in its own ECU, an abnormal state signal is set in the transmission memory 70a, The process ends.
[0037]
On the other hand, if no abnormality is detected in S210, or if it is determined in S220 that the abnormality detected this time is due to an abnormal state signal from another ECU and the own ECU is normal, In S250, in order to notify the other ECUs that the own ECU is in a normal state, a normal state signal is set in the transmission memory 70a, and the process ends.
[0038]
As described above, in the vehicle control system of the present embodiment, each ECU 10 to 40 connected via the communication line 50 determines whether the control data is normal or abnormal, and the normal state according to the determination result. By setting a signal or an abnormal state signal in the transmission memory 70a in the communication control circuit 70, the operation state of the own ECU is notified to other ECUs. When each ECU 10-40 detects an abnormality of its own ECU or detects an abnormality of another ECU from an abnormal state signal transmitted from another ECU, the CPU 60 obtains all control data obtained before and after the detection. In the memory 60a.
[0039]
For this reason, in the vehicle control system of the present embodiment, if any abnormality occurs, the driving state of the vehicle at that time is determined from the control data before and after the abnormality detection stored in the memory 60a of each ECU 10-40. Can be grasped in detail, and the cause of the failure can be specified easily and in detail.
[0040]
For example, when a speedometer display abnormality occurs, the failure location can be identified easily and in detail by the failure analysis procedure described below.
First, in the control system of this embodiment, the detection signal (vehicle speed signal) from the vehicle speed sensor 12e is once taken into the left bank engine ECU 10 and converted into vehicle speed data. The vehicle speed data is transmitted from the left bank engine ECU 10 to the other ECUs 20 to 40 via the communication line 50 and the dedicated signal line 52. When the meter ECU 30 displays the speedometer, The vehicle speed data input via 52 is used.
[0041]
Therefore, when a display abnormality of the speedometer occurs, it is considered that some abnormality has occurred on the signal path of the vehicle speed data shown in FIG. 6, and the causes of the failure are the abnormality of the vehicle speed sensor 12e itself, the vehicle speed sensor Disconnection of the signal line LSP from 12e to the left bank engine ECU 10, disconnection of the signal line 52a from the left bank engine ECU 10 to the right bank engine ECU 20, disconnection of the signal line 52b from the right bank engine ECU 20 to the meter ECU 30 The disconnection of the signal line LM from the meter ECU 30 to the speedometer 32a, the failure of the speedometer 32a itself, and the like are conceivable. Actually, when any of the ECUs 10 to 30 breaks down, a speedometer display abnormality occurs. In this case, not only the speedometer display abnormality but also other abnormalities occur at the same time. Here, in order to simplify the explanation, the abnormality of each ECU will not be mentioned.
[0042]
When the vehicle speed sensor 12e itself is faulty or abnormal due to the disconnection of the signal line LSP, normal vehicle speed data cannot be obtained in all ECUs. Therefore, each ECU detects an abnormality in the vehicle speed data, and the signal line 52a. In the case of an abnormality due to disconnection, normal vehicle speed data is not input to the right bank engine ECU 20 and the meter ECU 30, so that an abnormality in the vehicle speed data is detected by each of the ECUs 20 and 30, and the signal line 52b is disconnected. In the case of an abnormality due to the above, since normal vehicle speed data is not input only to the meter ECU 30, an abnormality in the vehicle speed data is detected only in the meter ECU 30, and an abnormality due to the disconnection of the signal line LM or the failure of the speedometer 32a itself. In this case, normal vehicle speed data is input to all ECUs. Not detected. When an abnormality in the vehicle speed data is detected in each ECU, the fact is notified to all ECUs by an abnormal state signal, and all control data at that time is stored in the memory 60a of each ECU.
[0043]
Therefore, when a display abnormality of the speedometer 32a occurs, for example, by using the control data at the time of abnormality detection stored in the meter ECU 30, the failure location can be specified by the procedure shown in FIG.
As shown in FIG. 7, it is checked whether or not there is control data (hereinafter referred to as first abnormality information) stored in the meter ECU 30 when the ECU 30 detects an abnormality in the vehicle speed data (S310). If the first abnormality information is not stored in the meter ECU 30, the speed meter 32a itself or the signal line LM is abnormal, so it is confirmed whether the signal line LM has an abnormality such as disconnection ( In step S320, an abnormality in the speedometer 32a or the signal line LM is specified in accordance with the confirmation result (S330, S340).
[0044]
On the other hand, when the first abnormality information is stored in the meter ECU 30, control data stored in the meter ECU 30 when the right bank engine ECU 20 detects an abnormality in the vehicle speed data (hereinafter referred to as a second abnormality information). It is confirmed whether or not there is information) (S350). If the second abnormality information is not stored in the meter ECU 30, the abnormality of the signal line 52b is specified (S360).
[0045]
Further, when the second abnormality information is stored in the meter ECU 30, control data stored in the meter ECU 30 when the left bank engine ECU 10 detects an abnormality in the vehicle speed data (hereinafter referred to as a third abnormality information). It is confirmed whether there is information) (S370). If the third abnormality information is not stored in the meter ECU 30, an abnormality of the signal line 52a is specified (S380).
[0046]
Furthermore, when the third abnormality information is stored in the meter ECU 30, the signal line LSP or the vehicle speed sensor 12e itself is abnormal, so it is confirmed whether the signal line LSP has an abnormality such as disconnection. (S390), according to the confirmation result, the abnormality of the signal line LSP or the vehicle speed sensor 12e is specified (S400, S410).
[0047]
As described above, according to the vehicle control system of the present embodiment, when any abnormality occurs in executing various controls such as a display abnormality of the speedometer, the memory 60a of each ECU 10 to 40 stores the abnormality. Since all control data before and after the occurrence of an abnormality is stored, when performing repair or inspection, the vehicle state is grasped in detail from the control data at the time of abnormality detection stored in each ECU 10-40. The cause of the failure can be specified easily and in detail.
[0048]
In the above description, the analysis procedure at the time of display abnormality occurrence of the speedometer, which can be performed relatively easily, is described as an example of the analysis procedure for identifying the fault location. Not only when the meter display abnormality occurs, any abnormality can be identified by performing failure analysis using the control data at the time of abnormality detection stored in each of the ECUs 10-40. Further, in the above description, the case where the failure analysis is performed when the speedometer display is abnormal is described using the control data stored in the meter ECU 30. However, such failure analysis uses the control data stored in which ECU. However, the same can be done. Therefore, even if a specific ECU out of ECUs connected to the communication line 50 fails, failure analysis can be accurately performed using control data stored in other ECUs.
[0049]
According to the present embodiment, if any ECU detects an abnormality, all the ECUs connected to the communication line 50 store all the control data used for the control at that time. By analyzing the above, it is possible to grasp in detail the driving state of the vehicle when an abnormality occurs. Therefore, for example, it goes without saying that the present invention is also effective for failure analysis in a limited operating state in which an abnormal state occurs when TRC control is performed.
[0050]
In the above embodiment, in each of the ECUs 10 to 40, the CPU 60 is described as simply storing all control data before and after the abnormality detection when the own ECU or another ECU detects the abnormality. If all the control data is sequentially stored a plurality of times, it becomes possible to know the order of occurrence of abnormalities when abnormalities occur continuously in each of the ECUs 10 to 40, and the cause of failure can be identified more efficiently. It becomes possible to do.
[0051]
Furthermore, in the above-described embodiment, the case where the present invention is applied to a vehicle control system has been described. However, the present invention is configured such that a plurality of control devices are connected by communication lines, and each control device has a part of control data. If the electronic control device (system) is configured to share the same, it can be applied in the same manner as in the above embodiment, and the same effect can be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a configuration of a vehicle control system according to an embodiment.
FIG. 2 is an explanatory diagram illustrating the configuration of each ECU constituting the control system of the embodiment, taking a left bank engine ECU as an example;
FIG. 3 is an explanatory diagram illustrating an example of data stored in a transmission memory and a reception memory of a communication control circuit, respectively.
FIG. 4 is a flowchart showing a control process executed to perform various controls in each ECU.
FIG. 5 is a flowchart showing a state signal setting process executed in each ECU.
FIG. 6 is an explanatory diagram showing a signal path when performing failure analysis when a speedometer display abnormality occurs.
FIG. 7 is a flowchart showing a failure analysis procedure when a speedometer display abnormality occurs.
[Explanation of symbols]
1 ... Engine 3 ... Transmission 5,7 ... Throttle valve
9 ... Driving wheel 32 ... Display panel 32a ... Speedometer
12 ... Sensor group 14 ... Switch group 16 ... Actuator group
10 ... ECU for left bank engine 20 ... ECU for right bank engine
30 ... ECU for meter 40 ... ECU for ABS / TRC
50 ... Communication line 52 ... Signal line 60 ... CPU 60a ... Memory
70 ... Communication control circuit 70a ... Memory for transmission 70b ... Memory for reception

Claims (3)

  1. A plurality of control devices having communication means are connected via a communication line, and each control device transmits a part of control data necessary for control of a control target to another control device via the communication means and the communication line. In the electronic control device that shares the control data with other control devices by transmitting and receiving between
    Wherein each control unit,
    An abnormality detection means for detecting an abnormality of the control data;
    When the abnormal detecting means detects an abnormality in the control data, the abnormal state signal indicating that fact, and a abnormal state transmitting means for transmitting via the communication line from the communication means to the other control device, further,
    When the abnormality detection unit detects an abnormality in the control data and when the communication unit receives an abnormal state signal transmitted from another control device, a plurality of control devices connected via the communication line In order to be able to identify which part of the entire control system consisting of the failure is the cause of the failure, the control data used by the control device for the control of the control target can be continuously stored. An abnormal time data storage means to be stored in the storage medium;
    An electronic control device comprising:
  2.   When the abnormality detection unit detects an abnormality in the control data, the abnormal time data storage unit stores the control data before and after the abnormality detection in the storage medium, and the communication unit is transmitted from another control device. 2. The electronic control device according to claim 1, wherein when the abnormal state signal is received, control data before and after receiving the abnormal state signal is stored in the storage medium.
  3.   3. The electronic control device according to claim 1, wherein the plurality of control devices control each part of an engine, a transmission, a brake device, and the like mounted on the vehicle in a distributed manner.
JP32485495A 1995-12-13 1995-12-13 Electronic control unit Expired - Fee Related JP3953542B2 (en)

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Publication number Priority date Publication date Assignee Title
JP3596433B2 (en) * 2000-06-29 2004-12-02 株式会社デンソー Automotive electronic control unit
JP2004042794A (en) 2002-07-12 2004-02-12 Fujitsu Ten Ltd Control device and control system
DE112007002219B8 (en) 2006-09-21 2016-04-28 Autonetworks Technologies, Ltd. Electric control system
JP2008175617A (en) * 2007-01-17 2008-07-31 Mitsubishi Electric Corp Testing device
JP4352078B2 (en) 2007-03-28 2009-10-28 三菱電機株式会社 In-vehicle electronic control unit power supply control circuit
US8155829B2 (en) 2007-11-21 2012-04-10 Denso Corporation Common control apparatus and vehicle control system
JP4438861B2 (en) 2007-12-21 2010-03-24 株式会社デンソー Vehicle control apparatus and vehicle control system using the same
WO2011092805A1 (en) 2010-01-27 2011-08-04 トヨタ自動車株式会社 Anomaly assessment device and anomaly assessment method of control system
JP5257467B2 (en) * 2011-01-27 2013-08-07 株式会社デンソー Vehicle data recording device
JP5527270B2 (en) 2011-04-12 2014-06-18 株式会社デンソー In-vehicle electronic control unit
JP2016125436A (en) * 2015-01-07 2016-07-11 日立オートモティブシステムズ株式会社 Engine control system

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