JP4066948B2 - Electronic control device for vehicle - Google Patents

Description

  The present invention relates to an electronic control device for a vehicle that performs engine start control.

  As is well known, this type of vehicle electronic control device includes, for example, a vehicle electronic control device that controls a starter motor for starting an in-vehicle engine. In this vehicular electronic control device, for example, when the driver operates the start key switch, the pinion gear of the starter motor and the ring gear on the engine side mesh with each other, and an initial rotation is applied to the engine. And an engine starts by this initial rotation provision.

  Hereinafter, with reference to FIG. 5, the configuration and operation of the vehicle electronic control device will be briefly described. FIG. 5 shows a general schematic configuration of a control circuit of a starter motor including such a vehicle electronic control device.

  As shown in FIG. 5, in this circuit, the electronic control device 100 is roughly arranged in a CPU (central processing unit) 1 that is the center of engine control, and in a second communicable manner with the CPU 1. 1 drive control circuit 2 and second drive control circuit 3.

  Further, the electronic control device 100 includes a power supply terminal B1, input terminals STA and IGSW, STSW, output terminal ACCR, external device connection terminals L1 and L2, external device connection terminals M1 and M2, and a starter motor. A terminal STAR and grounding terminals G1 to G3 are provided.

  Among these, the starter motor terminal STAR, the external device connection terminals M1 and M2, and the external device connection terminals L1 and L2 are driven by the in-vehicle device for driving the relay coil 10a and, for example, an OCV (oil control valve). An electrical load 20 for operation and an electronic throttle motor 30 for opening and closing the electronic throttle valve are connected to each other.

  The relay coil 10a has one end grounded, the other end connected to the starter motor terminal STAR, and the electromagnetic relay 10 together with the relay switch 10b disposed in the power supply path of the starter motor SM. To do. Then, the current that is duty-controlled through the transistor 11 is supplied from the starter motor terminal STAR, so that power is supplied to the relay coil 10a. The flywheel diode 12 is arranged in such a manner that the cathode terminal is connected to the starter motor terminal STAR and the anode terminal is connected to the ground terminal G2. Thus, a circulating current path is formed together with the starter motor terminal STAR, the relay coil 10a, and the ground terminals G2 and G3, and the flyback voltage of the electromagnetic relay 10 is absorbed.

  The on-vehicle device driving electric load 20 has one end connected to the external device connecting terminal L2 that is grounded via the current detection resistor 22 and the grounding terminals G2 and G3, and the other end connected to the external device connecting terminal L1. Connected. In addition, the current that is duty-controlled through the transistor 21 is supplied from the external device connection terminal L1, so that power is supplied to the electric load 20 for driving the in-vehicle device. Then, the current supplied to the electric load 20 for driving the in-vehicle device flows into the ground through the external device connection terminal L2, the current detection resistor 22, and the ground terminals G2 and G3.

  The electronic throttle motor 30 has one end connected to the external device connection terminal M1 and the other end connected to the external device connection terminal M2. Then, electric power is supplied to the electronic throttle motor 30 by supplying a current through the power supply wiring 3b and the power supply wiring 3c included in the second drive control circuit 3. Further, the direction of the current flowing through the electronic throttle motor 30 is controlled by the transistors 31 and 32, whereby the rotational direction of the electronic throttle motor 30 is controlled.

  The grounding terminal G1 is a signal system ground terminal. The ground terminals G2 and G3 are power system ground terminals. These grounding terminals G1 to G3 are connected to an earth point such as the body of a vehicle, for example, and are set to the ground potential.

  In the circuit having the above configuration, for example, signals are sent from the input terminals IGSW and STSW to the first drive control circuit 2 and the CPU 1 in accordance with the operation of the starter (key switch) by the driver, for example. When the CPU 1 takes in a signal (start signal) from the output terminal STSW, it outputs an ON signal to the transistor 11 through the output wiring 1b. When the transistor 11 is turned on in response to the ON signal, a current is supplied from the power supply terminal B1 to the relay coil 10a through the starter motor terminal STAR. As a result, the relay switch 10b is closed and power is supplied from the power supply terminal B2 to the starter motor SM, so that the engine can be started. On the other hand, the potential of the starter motor terminal STAR is taken into the first drive control circuit 2 through the input terminal STA. As a result, the potential of the starter motor terminal STAR can be monitored. Further, the first drive control circuit 2 determines whether or not the starter motor SM is powered by determining whether or not the relay coil 10a is energized based on the potential of the starter motor terminal STAR.

  By the way, the grounding terminals G2 and G3 are usually grounded together with, for example, bolts or the like at a ground point. However, when the grounding terminals G2 and G3 are opened due to, for example, loosening of tightening bolts or tightening, etc., the inventor may cause current wrapping along the path indicated by the arrow AE in FIG. Has been confirmed by. More specifically, as described above, when the grounding terminals G2 and G3 are grounded, the current supplied from the power supply terminal B1 to the in-vehicle device driving electrical load 20 is the current detection resistor 22, the grounding terminal G2. And it flows into the ground through G3. However, when the grounding terminals G2 and G3 are opened, the current supplied from the power supply terminal B1 to the in-vehicle device driving electric load 20 is represented by the current detection resistor 22, flywheel diode, as shown by an arrow AE in FIG. 12. The current flows into the relay coil 10a through the starter motor terminal STAR. As a result, the relay switch 10b is closed and power is supplied to the starter motor SM. As described above, when the grounding terminals G2 and G3 are opened while the grounding terminal G1 is grounded, the current wraps around, and the starter motor SM is connected regardless of the presence or absence of the start signal to the CPU1. Power feeding will be performed. Further, the potential rise due to the sneak current also occurs at the input terminal STA connected to the starter motor terminal STAR.

  Next, with reference to the timing chart shown in FIG. 6, the normal operation and the abnormal operation (when a sneak current occurs) of the circuit will be described. This timing chart shows the potential level of each terminal provided in the electronic control device 100.

  First, when the circuit is normal, as shown in FIGS. 6A and 6B, the input terminal IGSW and the input terminal STSW are sequentially turned on in accordance with the operation of the start key switch by the driver, for example. A signal is sent. When an ON signal (start signal) is input to the CPU 1 from the input terminal STSW, the CPU 1 outputs an OFF signal to the output terminal ACCR as shown in FIG. 6 (d). Thereby, the power supply of the accessory parts mounted in a vehicle is turned off (off). When an ON signal is output from the CPU 1 to the transistor 11, a current flows through the starter motor terminal STAR as shown in FIG. This current energizes the relay coil 10a and drives the starter motor SM so that the engine can be started. The driving of the starter motor SM is controlled by a timer or engine speed. At this time, as shown in FIG. 6E, a current also flows through the input terminal STA connected to the starter motor terminal STAR. When the engine is started and the starter motor SM is turned off, the potential level of each terminal returns to the state before the start signal is input to the input terminal STSW and remains in that state until the engine stops. Will be kept.

  However, when the current wrap-around (abnormality) described above occurs, the potential at the input terminal STA increases even though the start signal is not input to the input terminal STSW, as shown in FIG. 6 (e). . This means that an unintended current supply to the starter motor terminal STAR, and thus power supply to the starter motor SM, is performed as indicated by a broken line in FIG. Further, when the earthing point to be grounded of the grounding terminals G2 and G3 is in a loose contact state, the unintentional starter motor SM is repeatedly turned on and off as shown by the broken line in FIG. It becomes like this.

  As described above, when the grounding terminals G2 and G3 are opened, the above-described current wrap-around occurs, power is supplied to the starter motor SM regardless of the presence or absence of the start signal, and the unintended starter motor SM is driven. Will occur. Therefore, the durability of the starter motor SM is deteriorated, and the life of the electronic control unit 100 itself is also deteriorated. Furthermore, when the ground point is not in a completely open state but in a loose contact state, power supply to and interruption of the starter motor SM is repeated, and there is a concern that the durability of the starter motor SM may be further deteriorated. The

  The present invention has been made in view of such circumstances, and can detect an abnormality (disconnection or contact failure) of a ground line by using an abnormality detection system of an energization system of a relay coil and malfunction of a starter motor. An object of the present invention is to provide an electronic control device for a vehicle that can prevent the above-described problem.

  In the first aspect of the invention, the first abnormality detection means determines whether the energization system of the relay coil is good based on the potential of the starter motor terminal when a relay coil energization command is issued to drive the starter motor. Determine. Thereby, an abnormality in the energization system of the relay coil is detected.

  The second abnormality detection means is a starter motor terminal when energizing an electric load for driving an in-vehicle device, one end of which is connected to the same grounding terminal as the flywheel diode when no energization command for the relay coil is issued. The quality of the grounding line extending from the grounding terminal is determined based on the potential. In other words, when a disconnection or contact failure occurs in the ground line extending from the grounding terminal connected to the electric load for driving the in-vehicle device, a current path from the flywheel diode to the relay coil is formed on the ground side of the electric load for driving the in-vehicle device. Is done. Based on the potential of the terminal for the starter motor when the electric load for driving the vehicle equipment is energized when the relay coil energization command is not issued through this wraparound path, the quality of the ground line extending from the grounding terminal is judged, thereby determining the grounding Line abnormality (disconnection or poor contact) is detected.

  As a result, it is possible to detect an abnormality (disconnection or contact failure) of the ground line using the abnormality detection system of the energization system of the relay coil, and to prevent malfunction of the starter motor.

  In the invention according to claim 2, the second abnormality detecting means forcibly energizes the electric load for driving the in-vehicle device according to an operation for starting the engine, and for the starter motor at the time of energization. If the grounding line extending from the grounding terminal is judged good or bad based on the terminal potential, at least the engine start is prohibited.

  As described above, the on-vehicle equipment driving electrical load is forcibly energized at the timing of starting the engine and the determination by the second abnormality detecting means is performed, so that the ground line abnormality (disconnection or contact failure) can be detected at an early stage. Can be detected. Further, by prohibiting at least starting of the engine when the second abnormality detecting means determines that there is an abnormality, damage to the vehicle can be prevented or suppressed in advance.

  In the invention according to claim 3, the current value when the forced electric load for driving the vehicle-mounted device is energized is set smaller than the current value for closing the relay switch in the relay coil.

  Thereby, when an abnormality is detected by the second abnormality detecting means, it is possible to prevent a malfunction of the starter motor caused by a current flowing through the wraparound path, thereby suppressing deterioration of the durability of the starter motor.

  In the invention according to claim 4, the energization time at the time of energizing the electric load for driving the on-vehicle equipment is set shorter than the energization time for closing the relay switch in the relay coil.

  Since the relay coil includes an inductance component, a dielectric electromotive force is generated when a current is supplied to the relay coil. Therefore, the induced electromotive force prevents the current value from increasing in the relay coil, and the operation of the relay switch is delayed. By using the delay in operation of the relay switch, the energization time when energizing the electric load for driving the on-vehicle device is set to a time when the contact of the relay switch is not closed. Abnormality detection by the second abnormality detection means is executed without power supply, and as a result, a decrease in the life of the starter motor is suppressed.

  In the invention according to claim 5, the vehicle-mounted device driven by the electric load for driving the vehicle-mounted device is an oil control valve. Normally, even if the oil control valve is driven at the time of starting, there is little adverse effect on the behavior of the vehicle. That is, according to the above configuration, it is possible to execute the abnormality detection by the second abnormality detection unit while suppressing adverse effects on the behavior of the vehicle.

  In a sixth aspect of the present invention, the second abnormality detection means performs the pass / fail judgment of the ground line extending from the grounding terminal at predetermined time intervals during engine operation, and the grounding line extending from the grounding terminal is determined. If there is an abnormality, at least engine operation is stopped.

  As a result, even when an abnormality such as a contact failure occurs in the ground line extending from the grounding terminal during engine operation, the abnormality is detected at an early stage. Further, when it is determined that there is an abnormality by the second abnormality detection means, at least the engine operation is stopped, so that damage to the vehicle can be prevented or suppressed in advance.

  In a seventh aspect of the present invention, the second abnormality detection means performs a pass / fail judgment of the ground line extending from the ground terminal at predetermined time intervals during engine operation, and from the ground terminal during vehicle travel. When an abnormality of the extended grounding line is detected, the evacuation traveling control is performed.

  As a result, even when a loosening of the tightening bolt occurs during traveling of the vehicle and an abnormality such as a contact failure is detected in the grounding line extending from the grounding terminal, the abnormality is detected at an early stage, for example, a cylinder reduction control. By executing the retreat traveling control such as the above and gradually reducing the speed of the vehicle, it is possible to safely stop the vehicle while avoiding a danger associated with a rapid speed change.

According to an eighth aspect of the present invention, the second abnormality detection means stores a quality determination result of a ground line extending from the ground terminal in a nonvolatile memory.
Thereby, even if the power source of the vehicle electronic control device is turned off, the quality determination result of the ground line by the second abnormality detection means stored in the nonvolatile memory is retained. Further, by using the determination result held in the nonvolatile memory for self-diagnosis or the like, it is possible to detect an abnormality of the ground line at an early stage and prevent or suppress damage to the vehicle.

  According to a ninth aspect of the present invention, a relay switch connected in series with a relay switch for driving the starter motor is provided by energizing a relay coil of a normally closed electromagnetic relay when an abnormality is detected by the second abnormality detecting means. Open the circuit.

  As a result, when an abnormality is detected by the second abnormality detection means, energization of the relay switch for driving the starter motor is prohibited, and a decrease in the life of the starter motor and deterioration of the electronic control device 100 itself are prevented or suppressed. Is done.

(First embodiment)
Hereinafter, a first embodiment of a vehicle electronic control device according to the present invention will be described. The vehicle electronic control device according to this embodiment also controls the starter motor for imparting initial rotation to the engine mounted on the vehicle, like the vehicle electronic control device shown in FIG. is there. However, in the vehicle electronic control device of this embodiment, the control described below is performed to detect the above-described ground line abnormality (disconnection or contact failure) and prevent malfunction of the starter motor. .

  FIG. 1 shows a schematic configuration of a starter motor control circuit including a vehicle electronic control device according to this embodiment. In FIG. 1, the same elements as those shown in FIG. 5 are denoted by the same reference numerals, and redundant description of these elements is omitted.

  As shown in FIG. 1, the basic configuration of this circuit is substantially the same as the circuit shown in FIG. That is, also in this circuit, the electronic control device 100 is roughly composed of a CPU (central processing unit) 1 that is the center of engine control, and a first drive control circuit that is arranged to be capable of bidirectional communication with the CPU 1. 2 and the second drive control circuit 3. Further, the electronic control device 100 includes a power supply terminal B1, input terminals STA and IGSW, STSW, output terminal ACCR, external device connection terminals L1 and L2, external device connection terminals M1 and M2, and a starter motor. A terminal STAR and grounding terminals G1 to G3 are provided.

  Among these, the grounding terminal G1 is a signal ground terminal. The ground terminals G2 and G3 are power system ground terminals. These grounding terminals G1 to G3 are connected to an earth point such as a vehicle body, for example. The starter motor terminal STAR is connected to the relay coil 10a of the electromagnetic relay 10, and energizes the relay coil 10a to close the relay switch 10b and supply power to the starter motor SM for starting the engine. It is something to make. The input terminal STA is used to determine whether the energization system of the relay coil 10a is acceptable based on the potential of the starter motor terminal STAR when the energization command for the relay coil 10a is issued to drive the starter motor SM. .

  The CPU 1 includes, for example, a signal ground wiring 1a as a ground system, output wirings 1b and 1d as an output system, and input wiring 1c as an input system, for example. Then, a signal is taken in from the input terminal STSW through the input wiring 1c, and a signal is output to the output terminal ACCR through the output wiring 1d. Further, a signal is output to the transistor 11 through the output wiring 1b, and the current supplied from the power supply terminal B1 to the starter motor terminal STAR through the transistor 11 is controlled. The signal system ground wiring 1a is grounded via a ground terminal G1.

  The first drive control circuit 2 includes, for example, a current detection wiring 2a and input wirings 2c and 2d as an input system, and an output wiring 2b as an output system, for example. Then, signals are input from the input terminals STA and IGSW through the input wirings 2c and 2d, respectively, and a pulse signal is output to the transistor 21 through the output wiring 2b. Thus, the duty of the current supplied from the power supply terminal B1 to the external device connection terminal L1 through the transistor 21 is controlled. The external device connection terminal L2 is grounded via the current detection resistor 22 and grounding terminals G2 and G3. The first drive control circuit 2 detects the current value flowing from the external device connection terminal L2 to the ground terminals G2 and G3 through the current detection resistor 22 by the current detection wiring 2a. Further, the flywheel diode 12 is arranged in such a manner that the cathode terminal is connected to the starter motor terminal STAR and the anode terminal is connected to the ground terminals G2 and G3.

  The second drive control circuit 3 includes, for example, power supply wirings 3a to 3c as a power supply system, and output wirings 3d and 3e as output systems, for example. Then, power is supplied from the power supply terminal B1 through the power supply wiring 3a, and current is supplied to the external device connection terminals M1 and M2 through the power supply wirings 3b and 3c. Further, pulse signals are output to the transistors 31 and 32 through the output wirings 3d and 3e based on the signal from the CPU 1, respectively. Then, the currents flowing from the power supply lines 3b and 3c to the ground terminals G2 and G3 through the transistors 31 and 32, and the currents supplied to the external device connection terminals M1 and M2 are duty-controlled.

  Among the various terminals, the starter motor terminal STAR, the external device connection terminals M1 and M2, and the external device connection terminals L1 and L2 include a relay coil 10a and, for example, an OCV (oil control valve). An in-vehicle device driving electric load 20 for driving the in-vehicle device and an electronic throttle motor 30 are connected to each other. The electronic control device 100 controls the driving of the relay coil 10a, the on-vehicle device driving electric load 20 and the electronic throttle motor 30 as in the case of the vehicle electronic control device shown in FIG.

  In this embodiment, the electronic control unit 100 further includes an SRAM (Static RAM) 40, an EEPROM (Electrically Erasable Programmable ROM) 50 that is a nonvolatile memory, and an output terminal ARM.

  Among these, the SRAM 40 is a memory that retains stored contents by supplying voltage from, for example, a sub power supply even when the ignition switch is OFF. On the other hand, the EEPROM 50 is a non-volatile memory that retains stored contents without receiving voltage supply. Further, the EEPROM 50 is provided with a normal data storage area 51, an abnormal data storage area 52, and an abnormality history storage area 53. On the other hand, for example, a check engine lamp 60 for notifying a driver or the like of an abnormality is connected to the output terminal ARM.

  Hereinafter, with reference to FIG. 2 as well, a procedure for determining whether or not the power supply system ground line of the electric load 20 for driving the vehicle-mounted device is carried out by the electronic control device 100 will be described. The process shown in FIG. 2 is synchronized with a signal input to the input terminal IGSW when the ignition switch is turned on by turning the starter (key switch) by the driver to start the engine. Performed as an interrupt process. Normally, the starter has a vehicle control OFF (off) position, an accessory part ON (on) position, an ignition switch ON (on) position, and a starter switch ON (on) position. The ignition switch ON operation is performed in the process of performing the starter switch ON operation corresponding to the engine start operation.

In the series of processing shown in FIG. 2, first, the CPU 1 is activated to perform initial cancellation (step S100).
Next, the CPU 1 selects, for example, the in-vehicle device driving electric load 20 as an in-vehicle device driving electric load used for circuit check (step S110).

  Next, the first drive control circuit 2 forcibly energizes the electric load 20 for driving the in-vehicle device, and the current value at that time is determined from the current value for driving the relay switch 10b to be closed in the relay coil 10a. Also set a smaller value. Specifically, the first drive control circuit 2 outputs a pulse signal to the transistor 21 through the output wiring 2b. Accordingly, the current supplied from the power supply terminal B1 to the external device connection terminal L1 through the transistor 21 is controlled (duty control), and the current value detected through the current detection wiring 2a is adjusted to, for example, “100 mA” (step S120). ).

  Under normal conditions, this current flows into the ground where the grounding terminals G2 and G3 are grounded through the transistor 21, the electric load 20 for driving the vehicle-mounted device, the current detection resistor 22, and the grounding terminals G2 and G3. Become. On the other hand, when the grounding terminals G2 and G3 are opened, the above-described wraparound path is formed, and this current is supplied to the transistor 21, the on-vehicle equipment driving electric load 20, the current detection resistor 22, the flywheel diode 12, and the starter motor terminal STAR. And flows into the relay coil 10a. At that time, since the current value in the relay coil 10a is set to be smaller than the current value for driving the relay switch 10b to be closed, it is possible to prevent malfunction of the starter motor SM caused by current flowing in the wraparound path. As a result, deterioration of the durability of the starter motor SM is suppressed.

  Next, in step S200, the potential of the input terminal STA is detected, and it is determined whether or not the detected potential of the input terminal STA is “0V”. Thereby, when the energization command for the relay coil 10a is not issued, the starter motor terminal STAR at the time of energization of the in-vehicle device driving electric load 20 having one end connected to the same grounding terminals G2 and G3 as the flywheel diode 12 The quality of the grounding line extending from the grounding terminals G2 and G3 is determined based on the potential. Specifically, as described above, when disconnection or contact failure occurs in the ground line extending from the grounding terminals G2 and G3 connected to the in-vehicle device driving electric load 20, the grounding side of the in-vehicle device driving electric load 20 Forms a current path through the flywheel diode 12 to the relay coil 10a. The quality of the ground line extending from the ground terminals G2 and G3 is determined based on the potential of the starter motor terminal STAR when the electric load 20 for driving the vehicle-mounted device is energized when the energization command of the relay coil 10a is not issued through this wraparound path. Thus, an abnormality (disconnection or contact failure) of the ground line is detected. As a result, the abnormality detection system of the energization system of the relay coil 10a can be used to detect an abnormality in the ground line (disconnection or contact failure) and to prevent malfunction of the starter motor SM. In this embodiment, the portion for determining the quality of the ground line corresponds to the second abnormality detecting means.

  When the potential of the input terminal STA is “0 V” in step S200, it is determined that the power supply system ground line of the in-vehicle device driving electrical load 20 is normal. Then, the CPU 1 stores (stores) normal data for notifying the normality of the power supply system ground line of the in-vehicle device driving electrical load 20 in the normal data storage area 51 of the EEPROM 50. Specifically, for example, the number of times determined to be normal is stored (stored) (step S300).

  Next, the CPU 1 determines whether or not abnormal data stored at the time of abnormality detection is stored (stored) in the abnormal data storage area 52 of the EEPROM 50 (step S310).

  If abnormal data is stored (stored) in step S310, the CPU 1 erases the abnormal data stored (stored) in the abnormal data storage area 52 (step S311). Next, the abnormal data history is stored (stored) in the abnormal history storage area 53 of the EEPROM 50. Specifically, for example, the number of times determined to be abnormal in the past is stored (stored) (step S312).

On the other hand, if abnormal data is not stored (stored) in step S310, the processes in steps S311 and S312 are not performed.
Next, in step S320, for example, when the driver performs an ON operation (key operation) of the starter switch, an ON signal (an energization command for the relay coil 10a) is input to the input terminal STSW. As a result, the CPU 1 outputs an ON signal to the transistor 11 through the output wiring 1b. When the transistor 11 is turned on in response to the ON signal, a current is supplied from the power supply terminal B1 to the relay coil 10a through the starter motor terminal STAR. As a result, the relay switch 10b is closed and power is supplied from the power supply terminal B2 to the starter motor SM, so that the engine can be started. In addition, the potential of the starter motor terminal STAR is taken into the first drive control circuit 2 through the input terminal STA. The first drive control circuit 2 determines pass / fail of the energization system of the relay coil 10a based on the potential of the starter motor terminal STAR. Thereby, abnormality of the energization system of relay coil 10a is detected. In this embodiment, the portion for determining the quality of the energization system of the relay coil 10a corresponds to the first abnormality detection means.

  Thus, when the engine is started, the relay switch 10b is closed by energizing the relay coil 10a of the electromagnetic relay 10 connected to the starter motor terminal STAR, and the current flows to the starter motor SM for starting the engine. Is done. At this time, the circulating current passing through the flywheel diode 12 flows to the relay coil 10a. Thus, initial rotation is applied to the engine by the starter motor SM to start the engine, and normal control of the vehicle is performed. Further, the electric load 20 for driving the in-vehicle device is supplied with a current necessary for driving the OCV, for example.

  Next, in step S330, it is determined whether or not the ignition switch has been turned off. If it is determined by this determination that the ignition switch is ON, the process returns to step S200. Note that the processing after step S200 is repeatedly executed, for example, every predetermined time even during engine operation.

  On the other hand, if the potential of the input terminal STA is not “0 V” in step S200, it is determined that there is an abnormality in the power supply system ground line of the in-vehicle device driving electric load 20. Next, for example, it is determined whether or not the vehicle is traveling by using a vehicle speed sensor or the like (step S400).

  If it is determined in step S400 that the vehicle is not running, all control of the vehicle is immediately stopped including engine start control (step S410). On the other hand, if it is determined in step S400 that the vehicle is traveling, retreat traveling control such as reduced-cylinder control is performed as fail-safe processing before the control of the vehicle is stopped. As a result, even if the tightening bolt loosens while the vehicle is running and an abnormality in the grounding line is detected, the abnormality is detected at an early stage, and the evacuation traveling control is performed to gradually reduce the vehicle speed. By doing so, it is possible to safely stop the vehicle while avoiding the danger associated with a rapid speed change.

  Next, the CPU 1 sends an ON signal to the check engine lamp 60 through the output terminal ARM, and turns on the check engine lamp 60 in order to notify the driver, for example, of an abnormality (step S420). Next, for example, a diagnosis code used for self-diagnosis or the like is set (stored) in the SRAM 40 (step S430). Further, the CPU 1 stores (stores) abnormal data for notifying the abnormality of the power supply system ground line of the in-vehicle device driving electric load 20 in the abnormal data storage area 52 of the EEPROM 50 (step S440).

  In this way, by notifying the driver, for example, of the wiring abnormality by the warning by the check engine lamp 60 and the diagnosis code, re-checking of the wiring, etc. is promoted, and the power source for the electric load 20 for driving the on-vehicle equipment is promptly The system ground line abnormality is detected. As a result, damage to the vehicle can be prevented or suppressed in advance.

  As described above, in this embodiment, the quality determination of the ground line extending from the ground terminals G2 and G3 is performed at predetermined intervals during engine operation, and an abnormality is detected in the ground line extending from the ground terminals G2 and G3. If there is, all control of the vehicle is stopped including engine operation control. Thus, even when an abnormality such as a contact failure occurs in the ground line extending from the ground terminals G2 and G3 during engine operation, the abnormality is detected at an early stage. In addition, when an abnormality occurs, at least the engine operation is stopped, so that damage to the vehicle can be prevented or suppressed in advance.

Next, the series of processes described above will be described in detail with reference to the timing chart shown in FIG. 3A to 3E correspond to the previous FIGS. 6A to 6E.
First, at the time of engine start, as shown in FIG. 3A, at the timing T1, for example, the input terminal IGSW is operated according to the turning operation of the starter (key switch) for starting the engine by the driver. In addition, an ON signal is sent to and the above-described steps S100 to S120 are executed. That is, for example, a current of “100 mA” is supplied to the electric load 20 for driving the in-vehicle device as shown in FIG.

  Next, the process of step S200 is performed. At this time, when no disconnection occurs (normal time), the potential of the input terminal STA does not change as shown by the solid line in FIG. 3E, and the potential of the input terminal STA is “0 V” in step S200. Is determined, and the process of step S320 (normal control process) is performed. That is, as indicated by solid lines in FIGS. 3B to 3D, at timing T2, an ON signal is input to the input terminal STSW by, for example, the driver's operation of the starter. Then, initial rotation is applied to the engine by the starter motor SM, the engine is started, and normal control of the vehicle is performed. Further, as shown by a solid line in FIG. 3F, for example, a current necessary for driving the OCV is supplied to the in-vehicle device driving electric load 20.

  On the other hand, as shown by the broken line in FIG. 3G, when the disconnection occurs before the timing T1 (at the time of abnormality), as shown by the broken line in FIG. Since the potential corresponding to the process (forced energization) is applied to the input terminal STA, it is determined in step S200 that the potential of the input terminal STA is not “0V”. As a result, the process of step S410 (control stop process) is performed as indicated by a broken line in FIG.

  On the other hand, as shown by a broken line in FIG. 3G, if a disconnection (abnormality) occurs at the timing T3, for example, during operation of the engine, the potential of the input terminal STA is changed as shown by the broken line in FIG. Becomes bigger. Therefore, in step S200, it is determined that the potential of the input terminal STA is not “0V”. As a result, as indicated by a broken line in FIG. 3H, the process of step S401 (retreat travel control process) and step S410 (control stop process) is performed.

In this manner, the electronic control device 100 detects an abnormality in the power supply system ground line of the electric load 20 for driving the in-vehicle device.
Further, by checking the data stored (stored) in each data storage area of the EEPROM 50 every time the engine is started, an abnormality in the power system ground line of the electric load 20 for driving the vehicle-mounted device can be detected at an early stage. Damage to the vehicle can be prevented or suppressed in advance. Furthermore, for example, the driver or the like can be notified of the deterioration status of the wiring or the like.

  In general, when the battery is connected for the first time after the vehicle is assembled, the ground line related to the control is checked. However, when the battery is replaced due to deterioration or the like, the ground line check can be omitted or the check can be simplified by checking the data stored (stored) in each data storage area of the EEPROM 50. can do.

As described above, according to the vehicle electronic control device of this embodiment, the following excellent effects can be obtained.
(1) The quality of the energization system of the relay coil 10a is determined based on the potential of the starter motor terminal STAR when the energization command for the relay coil 10a is issued to drive the starter motor SM. In addition, when the energization command for the relay coil 10a is not issued, one end of the starter motor terminal STAR when energizing the electric load 20 for driving the in-vehicle device connected to the same grounding terminals G2 and G3 as the flywheel diode 12 is provided. The quality of the ground line extending from the ground terminals G2 and G3 is determined based on the potential. Thereby, it is possible to detect an abnormality (disconnection or contact failure) of the ground line using the abnormality detection system of the energization system of the relay coil 10a, and to prevent malfunction of the starter motor SM.

(2) Since this is realized by software (program), the above-described ground line pass / fail determination can be performed without adding or changing hardware components.
(3) The vehicle-mounted device driving electrical load 20 is forcibly energized in accordance with an operation for starting the engine, and extends from the grounding terminals G2 and G3 based on the potential of the starter motor terminal STAR at the time of energization. If the ground line is judged good or bad, at least the engine start is prohibited. Thereby, abnormality (disconnection or poor contact) of the grounding line can be detected at an early stage to prevent or suppress damage to the vehicle.

  (4) The current value at the time of energization of the forcible vehicle-mounted device driving electrical load 20 is set to be smaller than the current value for driving the relay switch 10b to close in the relay coil 10a. As a result, malfunction of the starter motor SM can be prevented, and consequently deterioration of the durability of the starter motor SM is suppressed.

  (5) An oil control valve was used as an in-vehicle device driven by the electric load 20 for driving the in-vehicle device. As a result, it is possible to determine whether or not the ground line is good while suppressing adverse effects on the behavior of the vehicle even at the timing of starting the engine.

  (6) The quality determination of the ground line extending from the ground terminals G2 and G3 is executed every predetermined time during engine operation. If there is an abnormality in the ground line extending from the ground terminals G2 and G3, at least the engine operation is performed. Stop. As a result, even when an abnormality such as a contact failure occurs in the grounding line extending from the grounding terminals G2 and G3 during engine operation, the abnormality can be detected at an early stage, thereby preventing or suppressing damage to the vehicle. Will be able to.

  (7) The ground line extending from the grounding terminals G2 and G3 is judged to be good or bad at predetermined time intervals while the engine is running. Run control is performed. As a result, even when an abnormality in the ground line is detected while the vehicle is running, the abnormality can be detected at an early stage, and the vehicle can be safely stopped.

  (8) The CPU 1 and the first drive control circuit 2 store the determination result of the ground line extending from the ground terminals G2 and G3 in the EEPROM 50 which is a nonvolatile memory. Thereby, even when the power source of the vehicle electronic control device is turned off, the quality determination result of the ground line stored in the nonvolatile memory is retained. Further, by using the determination result held in the nonvolatile memory for self-diagnosis or the like, it is possible to detect an abnormality of the ground line at an early stage and prevent or suppress damage to the vehicle.

(Second Embodiment)
FIG. 4 shows a second embodiment of the vehicle electronic control apparatus according to the present invention. FIG. 4 mainly shows a difference between the control circuit of the starter motor including the vehicle electronic control device according to this embodiment and the circuit shown in FIG. In FIG. 4, the same elements as those shown in FIG. 1 are denoted by the same reference numerals, and redundant description of these elements is omitted.

Hereinafter, the vehicle electronic control device according to this embodiment will be described with reference to FIG. 4 with a focus on differences from the first embodiment.
The starter motor control circuit including the vehicle electronic control device is also a circuit having the configuration shown in FIG. 1 as in the first embodiment. However, as shown in FIG. 4, this circuit includes a normally closed electromagnetic relay (normally closed electromagnetic relay) 70 having a relay switch 70 b arranged in series with the relay switch 10 b on the upstream side of the electromagnetic relay 10. Is further provided. In this circuit, the CPU 1 outputs an ON signal to the transistor 71 through the output wiring 1e when the abnormality is detected by the second abnormality detecting means. As a result, a current is supplied from the power supply terminal B1 through the transistor 71 and the relay terminal NR, and the relay coil 70a of the normally closed electromagnetic relay 70 is energized. Then, the relay switch 70b connected in series with the relay switch 10b for driving the starter motor SM is opened. As a result, energization of the relay switch 10b for driving the starter motor SM is prohibited when an abnormality is detected by the second abnormality detection means, and the life of the starter motor SM and the deterioration of the electronic control unit 100 itself are prevented. Or it is suppressed.

  As described above, according to the vehicle electronic control apparatus according to the second embodiment, the same or similar effects as the effects (1) to (8) according to the first embodiment. In addition, the following effects can be newly obtained.

  (9) When an abnormality is detected, the relay coil 70a of the normally closed electromagnetic relay 70 is energized to open the relay switch 70b connected in series with the relay switch 10b for driving the starter motor SM. As a result, the life of the starter motor SM and the deterioration of the electronic control device 100 are prevented or suppressed in advance.

(Other embodiments)
In addition, the said embodiment can also be implemented with the following forms.
In each of the above embodiments, the current value at the time of energization of the on-vehicle device driving electrical load 20 is set to be smaller than the current value for closing the relay switch 10b in the relay coil 10a. However, the energization time for energizing the forcible vehicle-mounted device driving electrical load 20 may be set shorter than the energization time for closing the relay switch 10b in the relay coil 10a. Since the relay coil 10a includes an inductance component, a dielectric electromotive force is generated when a current is supplied to the relay coil 10a. For this reason, the induced electromotive force hinders an increase in current value in the relay coil 10a, and the operation of the relay switch 10b is delayed. By using the operation delay of the relay switch 10b, the energization time at the time of energizing the forcible vehicle-mounted device driving electric load 20 is set to a time when the contact of the relay switch 10b is not closed, so that the starter The quality determination of the ground line is executed without supplying power to the motor SM. Therefore, a decrease in the life of the starter motor SM is suppressed. In addition, the present invention can be applied even if the current value and energization time when the forced electric load 20 for driving on-vehicle equipment is energized are set so that the relay switch 10b is driven to close.

  In each of the above embodiments, when determining the quality of the ground line, it is determined whether or not the potential level of the starter motor terminal STAR is “0 V”. It is not limited to. For example, it may be determined whether or not the potential level of the starter motor terminal STAR is higher than a predetermined potential level other than “0 V”. Further, the abnormality may be detected based on a change in the potential waveform of the starter motor terminal STAR at the time of detecting an abnormality, in particular, a change in rising characteristics at the edge portion of the same potential waveform, instead of the potential level.

  In each of the above embodiments, when the abnormality is detected, all control of the vehicle is stopped. However, it is sufficient to at least prohibit the start of the engine or stop the operation of the engine.

  In each of the above embodiments, the EEPROM 50 is used as the nonvolatile memory, but any nonvolatile memory can be adopted. Also, the present invention can be applied to a configuration in which this nonvolatile memory is omitted.

  In each of the above embodiments, the electric load for driving the oil control valve is used as the electric load 20 for driving the in-vehicle device. However, any electrical load that drives the in-vehicle device is sufficient, and any electrical load can be employed.

  In each of the above embodiments, the reduced cylinder control is performed as the evacuation travel control, but the evacuation travel control is not limited to the reduced cylinder control, for example, by reducing the fuel injection amount, the intake air amount, etc. You may make it reduce the output of the engine mounted in the said vehicle. Moreover, if safety is ensured, this evacuation travel control can be omitted.

  In each of the above embodiments, the quality determination of the ground line is performed at predetermined time intervals during engine operation. However, the present invention is not limited to this. For example, a configuration in which the above determination is performed based on a manual operation by a driver or the like. Can also be adopted as appropriate.

The circuit diagram which shows the circuit structure of the control apparatus of the starter motor comprised by the said electronic controller for vehicles about 1st Embodiment of the electronic controller for vehicles concerning this invention. The flowchart which shows the process sequence of the quality determination of the grounding line by the vehicle electronic control apparatus concerning the embodiment. (A)-(h) is a timing chart which shows the operation example of the said electronic control apparatus for vehicles. The circuit diagram which shows a different point from 1st Embodiment about 2nd Embodiment of the electronic controller for vehicles concerning this invention. The circuit diagram which shows the example about the circuit structure of the control apparatus of the starter motor comprised by the conventional electronic control apparatus for vehicles. (A)-(e) is a timing chart which shows the operation example of the conventional electronic controller for vehicles.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... CPU, 2 ... 1st drive control circuit, 3 ... 2nd drive control circuit, 10 ... Electromagnetic relay, 10a, 70a ... Relay coil, 10b, 70b ... Relay switch, 12 ... Flywheel diode, 20 ... Electric load for driving on-vehicle equipment, 30 ... electronic throttle motor, 40 ... SRAM, 50 ... EEPROM (nonvolatile memory), 51 ... normal data storage area, 52 ... abnormal data storage area, 53 ... abnormal history storage area, 60 ... check Engine lamp, 70 ... Normally closed electromagnetic relay, 100 ... Electronic control unit, SM ... Starter motor, STA, IGSW, STSW ... Input terminal, ACCR, ARM ... Output terminal, L1, L2, M1, M2 ... External device connection terminal , STAR ... starter motor terminal, NR ... relay terminal, B1, B2 ... power supply terminal, G1-G3 ... grounding terminal.

Claims (9)

The relay coil (10a) of the electromagnetic relay (10) is connected. By energizing the relay coil (10a), the relay switch (10b) is closed to supply power to the starter motor (SM) for starting the engine. A starter motor terminal (STAR) to be performed;
Grounding terminals (G2, G3) to be ground potential;
A flywheel diode (12) having a cathode terminal connected to the starter motor terminal (STAR) and an anode terminal connected to the ground terminals (G2, G3);
The quality of the energization system of the relay coil (10a) is determined based on the potential of the starter motor terminal (STAR) when the energization command for the relay coil (10a) is issued to drive the starter motor (SM). First abnormality detection means (1, 2);
Energization of the electric load (20) for driving the vehicle-mounted device having one end connected to the same grounding terminal (G2, G3) as the flywheel diode (12) when the energization command for the relay coil (10a) is not issued Second abnormality detection means (1, 2) for determining the quality of the ground line extending from the ground terminals (G2, G3) based on the potential of the starter motor terminal (STAR) at the time;
An electronic control device for a vehicle, comprising: The second abnormality detection means (1, 2) forcibly energizes the in-vehicle device driving electric load (20) according to an operation for starting the engine, and the starter motor terminal at the time of energization. 2. The vehicle electronic control device according to claim 1, wherein when the ground line extending from the ground terminal (G 2, G 3) is judged based on the potential of (STAR) and there is an abnormality, at least engine start is prohibited. The current value when the forced electric load (20) for driving the vehicle-mounted device is energized is set to be smaller than a current value for driving the relay switch (10b) to close in the relay coil (10a). 3. The vehicle electronic control device according to 2. The energization time when energizing the forced electric load for driving an on-vehicle device (20) is set shorter than the energization time for closing the relay switch (10b) in the relay coil (10a). The vehicle electronic control device according to 2 or 3. The vehicle electronic control device according to any one of claims 2 to 4, wherein the vehicle-mounted device driven by the electric load (20) for driving the vehicle-mounted device is an oil control valve. The second abnormality detection means (1, 2) performs a pass / fail judgment on the ground line extending from the ground terminals (G2, G3) at predetermined intervals during engine operation, and the ground terminals (G2, G3). 2. The vehicle electronic control device according to claim 1, wherein at least an operation of the engine is stopped when there is an abnormality in a ground line extending from). The second abnormality detection means (1, 2) performs a pass / fail judgment on the ground line extending from the ground terminals (G2, G3) at predetermined intervals during engine operation, and the ground terminal during vehicle running. The vehicular electronic control device according to claim 1, wherein when the abnormality of the ground line extending from (G2, G3) is detected, the save travel control is performed. The said 2nd abnormality detection means (1, 2) memorize | stores the quality determination result of the ground line extended from the said ground terminal (G2, G3) in a non-volatile memory (50). The vehicle electronic control device according to Item. A relay switch (10b) for driving the starter motor (SM) is energized by energizing the relay coil (70a) of the normally closed electromagnetic relay (70) when an abnormality is detected by the second abnormality detecting means (1, 2). The vehicle electronic control device according to any one of claims 1 to 8, wherein the relay switch (70b) connected in series with the circuit is opened.

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