JP5112837B2 - Output signal processing method and vehicle operation control device for atmospheric temperature sensor - Google Patents

Output signal processing method and vehicle operation control device for atmospheric temperature sensor Download PDF

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JP5112837B2
JP5112837B2 JP2007319931A JP2007319931A JP5112837B2 JP 5112837 B2 JP5112837 B2 JP 5112837B2 JP 2007319931 A JP2007319931 A JP 2007319931A JP 2007319931 A JP2007319931 A JP 2007319931A JP 5112837 B2 JP5112837 B2 JP 5112837B2
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temperature sensor
atmospheric temperature
output value
value
operation control
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JP2009145077A (en
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俊雄 安藤
亨 浅川
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ボッシュ株式会社
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Description

  The present invention relates to a method for processing an output value of an atmospheric temperature sensor used for vehicle operation control and a vehicle operation control device, and more particularly to an apparatus for optimizing vehicle operation and the like.

In electronic control of motor vehicles, the fuel injection amount is controlled to an appropriate value based on various data such as the atmospheric temperature, the temperature of engine cooling water, the depression of the accelerator, etc. The atmospheric temperature sensor that performs is an important component together with other sensors.
Therefore, how to determine when such an atmospheric temperature sensor has failed due to some cause and how to handle the value of the atmospheric temperature used for vehicle operation control depends on the stable operation of the vehicle. It is important from the viewpoint of securing.

  For this reason, various methods for determining abnormality of the temperature sensor have been proposed in the past. For example, in Patent Document 1, when the output value of the temperature sensor becomes a constant value and does not change, it is compulsory. A method is disclosed in which the temperature sensor is finally determined to be abnormal when a self-heat is generated and no change is detected.

  By the way, as a temperature sensor in a vehicle, for example, a sensor that can detect a resistance change due to the temperature of a resistor as a temperature change is used. In the case of a sensor using a resistance change, a predetermined voltage is applied. In general, a resistance change accompanying a temperature change is extracted as a voltage change and used for various operation control of the vehicle.

  When such a temperature sensor is used for controlling the operation of a vehicle, a failure state or an abnormal state of the temperature sensor may include a short circuit of the battery, one end of the temperature sensor to which a predetermined voltage is applied, and the ground. A predetermined voltage is not applied to the temperature sensor due to a short circuit with the temperature sensor, and a failure state in which the output becomes a specific value, for example, zero (v), and the temperature sensor does not show a change in resistance due to some cause. It can be broadly divided into failure states that are constant at a certain value.

In a vehicle, since it is necessary to notify the occupant of various sensor failures or abnormal states, the failure or abnormal state is determined according to each sensor. The former failure state is often determined mainly from the viewpoint that a supply line abnormality is also associated.
On the other hand, in various operation control of the vehicle using the atmospheric temperature detected by the temperature sensor, a predetermined value (default value) determined in advance is used in any case when the above-described failure state occurs. It is generally done.

Japanese Patent Laid-Open No. 10-159539 (page 2-5, FIGS. 1 to 6)

  However, by always using the same default value, the difference from the actual temperature may become extremely large. In such a case, the vehicle operation is never desirable, and the driving feeling is uncomfortable. There was a problem of being invited.

  The present invention has been made in view of the above circumstances, and provides an output signal processing method of an atmospheric temperature sensor and a vehicle operation control device capable of realizing a more appropriate traveling state according to a failure state of the atmospheric temperature sensor. Is.

In order to achieve the above object of the present invention, an output processing method of an atmospheric temperature sensor according to the present invention includes:
A method for processing an output signal of an atmospheric temperature sensor mounted on a vehicle,
When the output value of the atmospheric temperature sensor falls within a predetermined error range, while using a predetermined fixed value as the output value of the atmospheric temperature sensor,
When the output value of the atmospheric temperature sensor is in an invariable state , the output value immediately before being determined to be in an invariable state is used as the output value of the atmospheric temperature sensor.
In order to achieve the above object of the present invention, a vehicle operation control device according to the present invention includes:
Vehicle operation having an electronic control unit for executing a program for vehicle operation control, an atmospheric temperature sensor, and an output signal of the atmospheric temperature sensor being used for operation control of the vehicle In the control device,
The electronic control unit is
It is determined whether or not the output value of the atmospheric temperature sensor is within a predetermined error range. When it is determined that the output value is within the predetermined error range, the operation of the vehicle is performed using the predetermined fixed value as the output value of the atmospheric temperature sensor. While serving for control
It is determined whether or not the output value of the atmospheric temperature sensor is in an invariable state, and when it is determined that the output value is in an invariable state , the output value immediately before being determined to be in the invariable state is used as the output value of the atmospheric temperature sensor. It is comprised so that it may use for operation | movement control of a vehicle.

  According to the present invention, although the output value of the atmospheric temperature sensor changes, the output that is used for operation control when the value is highly likely to be abnormal and when the output value of the atmospheric temperature sensor is in an unchanged state. Because the value is different, when the atmospheric temperature sensor is not normal, unlike the conventional case, the influence on the vehicle operation, especially the engine operation is minimized, and the discomfort in the more appropriate operation state, that is, the running state is minimized. There is an effect that can be reduced.

Embodiments of the present invention will be described below with reference to FIGS. 1 to 5.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, a schematic configuration example of a vehicle operation control device according to an embodiment of the present invention will be described with reference to FIG.

The vehicle operation control device includes an electronic control unit 101, and controls the fuel injection amount and injection timing in the fuel injection device 102 by executing a predetermined program so that the engine 103 can be in a desired driving state. It has become.
In FIG. 1, only the main part related to the operation control of the engine 103 is shown in order to simplify the illustration and facilitate understanding, and the other components of the vehicle operation control device are not shown. It is supposed to be.

The electronic control unit 101 includes a microcomputer (not shown) and a storage element (not shown) such as RAM and ROM, an interface circuit and the like (not shown). The electronic control unit 101 receives detection signals from the atmospheric temperature sensor 1, the vehicle speed sensor 2, and the water temperature sensor 3 that detects the temperature of engine cooling water, which are necessary for the above-described vehicle operation control. It is like that.
In addition, a signal corresponding to whether the ignition switch 11 is turned on or off is input and used for determination of the start of control processing, which will be described later.

Next, the outline of control related to the output signal of the atmospheric temperature sensor 1 in the embodiment of the present invention will be described with reference to FIG.
The electronic control unit 101 according to the embodiment of the present invention is calculated by each output signal of the atmospheric temperature sensor 1, the vehicle speed sensor 2, and the water temperature sensor 3 input from the outside, and fuel consumption calculation executed in the electronic control unit 1. It is assumed that the electronic control unit 101 makes an abnormal temperature sensor abnormality (failure) determination based on the fuel consumption.

  In the embodiment of the present invention, as in the prior art, as a failure state or an abnormal state of the atmospheric temperature sensor 1, a short circuit of the battery, or one end of the atmospheric temperature sensor 1 to which a predetermined voltage is applied and the ground. Due to a short circuit or the like, a predetermined voltage is not applied to the atmospheric temperature sensor 1 and the output becomes a specific voltage value or a predetermined voltage range (error range), for example, zero (v) (hereinafter, referred to as a failure state) For convenience, such a failure state or an abnormal state is referred to as a “signal error” of the atmospheric temperature sensor 1), and the atmospheric temperature sensor 1 itself does not show a change in resistance due to some cause, and the output is constant at a certain value. It is premised on distinguishing and recognizing a state (hereinafter, for convenience, such a failure state or an abnormal state is referred to as “fixed” of the atmospheric temperature sensor 1). The atmospheric temperature sensor abnormality determination in FIG. 3 is a general meaning of the process for determining the “signal error” and the process for determining “sticking”.

Based on the atmospheric temperature sensor abnormality determination process as described above, an appropriate value as the detected value of the atmospheric temperature is obtained according to the operating state of the atmospheric temperature sensor 1 by executing the output signal process of the atmospheric temperature sensor described later. It is used for various controls that require atmospheric temperature.
That is, when the atmospheric temperature sensor 1 is normal, the output signal is directly used as the detected value of the atmospheric temperature, and when the atmospheric temperature sensor 1 is determined as a signal error, a predetermined fixed value is further added. When it is determined that the atmospheric temperature sensor 1 is fixed, the previous value (the latest detected value) is used for various controls that require the atmospheric temperature.

FIG. 2 shows a subroutine flowchart showing the procedure of the output signal processing of the atmospheric temperature sensor executed by the electronic control unit 101. The processing procedure will be described below with reference to FIG.
This output signal processing of the atmospheric temperature sensor is executed as one of the vehicle operation control processing such as fuel injection control and engine control that are executed in the electronic control unit 101, and is therefore executed as a subroutine. It has become a thing.
When the process is started, the output signal (detection value of the atmospheric temperature) of the atmospheric temperature sensor 1 is read, and the detection value of the atmospheric temperature is stored in an appropriate storage area (not shown) of the electronic control unit 101. (See step S100 in FIG. 2).

Next, it is determined whether or not the atmospheric temperature sensor 1 is in a signal error state (see step S102 in FIG. 2).
As described above, in the embodiment of the present invention, the electronic control unit 101 performs signal error and sticking determination as abnormality determination (failure determination) of the atmospheric temperature sensor 1. In step S102, the determination result of the signal error determination process may be used, and it is not necessary to independently determine whether the atmospheric temperature sensor 1 is a signal error.
Thus, if it is determined in step S102 that the atmospheric temperature sensor 1 has a signal error (in the case of YES), the process proceeds to step S104, and a predetermined fixed value is detected by the atmospheric temperature sensor 1 as a signal. The output value of the atmospheric temperature sensor 1 when determined to be an error is set, and the process proceeds to step S110 described later.

  Here, the fixed value is not necessarily limited to a specific value, but in the embodiment of the present invention, for example, −30 ° C. is set. This is because, in the error state of the atmospheric temperature sensor 1, a main cause is considered to be a short circuit of a battery (not shown) or a short circuit between the signal line and the ground. Considering that there is a possibility that the operating condition of the component is not normal, etc., it is determined from the viewpoint of minimizing the influence on the behavior of the engine 103 in such a situation.

On the other hand, when it is determined in step S102 that the atmospheric temperature sensor 1 is not a signal error (in the case of NO), it is determined whether or not the atmospheric temperature sensor 1 is in a fixed state (step in FIG. 2). (See S106).
Here, as in the case of signal error determination (see step S102 in FIG. 2), whether or not it is in a fixed state is not described in detail, but is determined in the determination process of the atmospheric temperature sensor 1 performed in the electronic control unit 101. Use the results.

  When it is determined in step S106 that the atmospheric temperature sensor 1 is in the fixed state (in the case of YES), the process proceeds to step S108, and the output value of the atmospheric temperature sensor 1 read immediately before the fixing is (FIG. 2). In step S100, the atmospheric temperature detected by the atmospheric temperature sensor 1 is used, and then the process proceeds to step 110 described later.

Thus, in the case of the fixed state, unlike the case of the previous signal error, there is a high possibility that the atmospheric temperature sensor 1 itself is out of order, so the fixed value used when the signal error occurs (step S104 in FIG. 2). In the same way, it is likely that a new operation state that is different from the actual vehicle operation situation will be generated, and that there is a high possibility that the occupant will feel a sense of discomfort. In order to suppress the sense of discomfort, the latest detected value of the atmospheric temperature is used.
In the embodiment of the present invention, the output signal (detected value) of the atmospheric temperature sensor 1 is stored in a suitable storage area of the electronic control unit 101 periodically, that is, every time step S100 is executed. It is assumed that the stored value of the atmospheric temperature detected in the most recent step is updated.

  In step S110, it is determined whether or not the ignition switch 11 has been turned off. If it is determined that the ignition switch 11 has been turned off (in the case of YES), the series of processing is terminated, while the ignition switch 11 is terminated. When it is determined that is not off (in the case of NO), the process returns to the previous step S100, and the above-described series of processing is repeated.

Next, with reference to FIG. 4 and FIG. 5, processing of an output signal according to the operating state of the atmospheric temperature sensor 1 in the embodiment of the present invention will be generally described.
4 is a waveform diagram for explaining processing of an output signal when the atmospheric temperature sensor 1 is in a signal error state, and FIG. 5 is an output when the atmospheric temperature sensor 1 is in a fixed state. It is a wave form diagram for demonstrating the process of a signal.
4 and 5, the horizontal axis represents the passage of time. 4A and 5A are waveform diagrams showing the on / off of the ignition switch 11, and FIGS. 4B and 5B are output signals of the atmospheric temperature sensor 1. FIG. FIG. 4 (C) and FIG. 5 (C) are waveform diagrams showing changes in atmospheric temperature used for various controls, and FIG. 4 (D) and FIG. 5 (D) are conventional devices. It is a wave form diagram which shows the change of the atmospheric temperature with which various control is provided in FIG.

First, processing of an output signal when the atmospheric temperature sensor 1 enters a signal error state will be described with reference to FIG.
When the ignition switch 11 is turned on at time t0 (see FIG. 4A) and various operation control of the vehicle by the electronic control unit 101 is started, the output signal of the atmospheric temperature sensor 1 is read into the electronic control unit 101. Thus, the presence or absence of a signal error is determined.
For example, it is assumed that the output of the atmospheric temperature sensor 1 is in a state in which the atmospheric temperature is −40 degrees or less immediately after the ignition switch 11 is turned on (see FIGS. 4A and 4B).

  It is determined whether or not the output of the atmospheric temperature sensor 1 is a normal value during a predetermined error detection time from the start of the operation of the electronic control unit 101. In the embodiment of the present invention, the atmospheric temperature is When the output of the sensor 1 is within a predetermined error range, that is, −40 degrees or less or 130 degrees or more during the error detection time, it is determined that there is a signal error. In the case of the example, the signal error is determined at time t1 after the error detection time has elapsed.

On the other hand, as for the atmospheric temperature used for various vehicle operation controls in the electronic control unit 101, the output value of the atmospheric temperature sensor 1 is used for operation control as it is until the signal error is determined after the ignition switch 11 is turned on. (See FIGS. 4B and 4C). The same applies to the conventional apparatus (see FIG. 4D).
After the signal error is determined at time t1, various operation controls are performed as a predetermined fixed value, that is, in the embodiment of the present invention, −30 ° C. is the atmospheric temperature detected by the atmospheric temperature sensor 1. (See step S104 in FIG. 4C and FIG. 2).

If the output signal of the atmospheric temperature sensor 11 has risen beyond −40 degrees after time t2, the state is continued for a predetermined time for normal detection (normal detection time). Then, in the electronic control unit 101, it is assumed that the electronic control unit 101 has returned to normal at time t3 after the lapse of time (error return confirmed) (see FIG. 4C). The error recovery confirmation is the same for the conventional apparatus (see FIG. 4D).
Accompanying this error recovery determination, the output signal of the atmospheric temperature sensor 1 is used for various operation controls after the time t3, in the embodiment of the present invention and in the conventional device, instead of the above fixed value. (See FIGS. 4C and 4D).

Next, the processing of the detection value when the atmospheric temperature sensor 1 is in a fixed state will be described with reference to FIG.
When the ignition switch 11 is turned on at time t0 (see FIG. 5A) and various operation control of the vehicle by the electronic control unit 101 is started, the output signal of the atmospheric temperature sensor 1 is read into the electronic control unit 101. Thus, the presence or absence of sticking is determined.
For example, it is assumed that the output of the atmospheric temperature sensor 1 is in an invariable state in which the atmospheric temperature is 10 ° C. immediately after the ignition switch 11 is turned on and there is no change (see FIGS. 5A and 4B).

It is determined whether or not the output of the atmospheric temperature sensor 1 is in a fixed state during a predetermined sticking detection time from the start of the operation of the electronic control unit 101. During this time, the output of the atmospheric temperature sensor 1 is 10 ° C. In the invariant state, the fixation is determined at time t1 after the sticking detection time has elapsed (see FIG. 5C).
On the other hand, the atmospheric temperature used for various vehicle operation control in the electronic control unit 101 is the operation control of the output value of the atmospheric temperature sensor 1 as it is until the fixation is confirmed after the ignition switch 11 is turned on. (See FIGS. 5B and 5C).

After the fixing is confirmed, the temperature detected by the atmospheric temperature sensor 1 immediately before the fixing is confirmed, that is, in this example, 10 ° C. is used for the operation control (FIG. 5 ( B), FIG. 5C, and step S108 of FIG. 2). That is, as a result, the atmospheric temperature used for the operation control before the determination of fixation and after the determination of fixation is the same.
On the other hand, in the conventional apparatus, the output signal of the atmospheric temperature sensor 1 is used for operation control until it is determined to be stuck, but if it is determined to be stuck, it is the same as in the case of a signal error. A predetermined fixed value, for example, −30 ° C. was used for operation control (see FIG. 5D).

If the output signal of the atmospheric temperature sensor 11 starts changing after time t2, the electronic control unit 101 uses the output value of the atmospheric temperature sensor 1 at that time for operation control (FIG. 5). (See (B) and FIG. 5C).
On the other hand, in the conventional apparatus, until the apparatus operation is reset, the previous fixed value is continuously used for operation control (see FIG. 5D).
As described above, in the embodiment of the present invention, in order to set the output value of the atmospheric temperature used for operation control as an appropriate substitute value according to the failure (abnormality) state of the atmospheric temperature sensor 1, the engine operation is performed. Thus, it is possible to obtain a more appropriate driving feeling while minimizing the influence on the vehicle.

It is a block diagram which shows one structural example of the vehicle operation control apparatus to which the output signal process of the atmospheric temperature sensor in embodiment of this invention is applied. It is a subroutine flowchart which shows the procedure of the output signal process of the atmospheric temperature sensor in embodiment of this invention. It is explanatory drawing explaining the outline | summary of the control relevant to the output signal of the atmospheric temperature sensor in embodiment of this invention. FIG. 4A is a waveform diagram for explaining processing of an output signal when the atmospheric temperature sensor is in an error state, FIG. 4A is a waveform diagram showing on / off of an ignition switch, and FIG. 4C is a waveform diagram showing changes in the output signal of the atmospheric temperature sensor, FIG. 4C is a waveform diagram showing changes in atmospheric temperature used for various controls, and FIG. 4D is a diagram showing various controls in the conventional apparatus. It is a wave form diagram which shows the change of the provided atmospheric temperature. FIG. 5A is a waveform diagram for explaining processing of an output signal when the atmospheric temperature sensor is in a fixed state, FIG. 5A is a waveform diagram showing on / off of an ignition switch, and FIG. 5C is a waveform diagram showing changes in the output signal of the atmospheric temperature sensor, FIG. 5C is a waveform diagram showing changes in the atmospheric temperature used for various controls, and FIG. 5D is a diagram showing various controls in the conventional apparatus. It is a wave form diagram which shows the change of the provided atmospheric temperature.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Atmospheric temperature sensor 2 ... Vehicle speed sensor 3 ... Water temperature sensor 11 ... Ignition switch 101 ... Electronic control unit 102 ... Fuel injection apparatus 103 ... Engine

Claims (2)

  1. A method for processing an output signal of an atmospheric temperature sensor mounted on a vehicle,
    When the output value of the atmospheric temperature sensor falls within a predetermined error range, while using a predetermined fixed value as the output value of the atmospheric temperature sensor,
    When the output value of the atmospheric temperature sensor is in an invariable state , the output value immediately before being determined to be in an invariable state is used as the output value of the atmospheric temperature sensor. .
  2. Vehicle operation having an electronic control unit for executing a program for vehicle operation control, an atmospheric temperature sensor, and an output signal of the atmospheric temperature sensor being used for operation control of the vehicle In the control device,
    The electronic control unit is
    It is determined whether or not the output value of the atmospheric temperature sensor is within a predetermined error range. When it is determined that the output value is within the predetermined error range, the operation of the vehicle is performed using the predetermined fixed value as the output value of the atmospheric temperature sensor. While serving for control
    It is determined whether or not the output value of the atmospheric temperature sensor is in an invariable state, and when it is determined that the output value is in an invariable state , the output value immediately before being determined to be in the invariable state is used as the output value of the atmospheric temperature sensor. A vehicle operation control device configured to be used for vehicle operation control.
JP2007319931A 2007-12-11 2007-12-11 Output signal processing method and vehicle operation control device for atmospheric temperature sensor Expired - Fee Related JP5112837B2 (en)

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US10465688B2 (en) 2014-07-02 2019-11-05 Molten Metal Equipment Innovations, Llc Coupling and rotor shaft for molten metal devices
US10267314B2 (en) 2016-01-13 2019-04-23 Molten Metal Equipment Innovations, Llc Tensioned support shaft and other molten metal devices

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