JP5333157B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system including a detection unit that detects a predetermined physical quantity and an electronic control unit that takes in the output of the detection unit and controls the operation of the vehicle based on the detection unit.

  As this type of control system, for example, as shown in Patent Document 1 below, a hydraulic sensor that detects the hydraulic pressure in the oil passage on the outlet side of the master cylinder in the hydraulic brake system and an electronic control device that captures the output thereof are provided. Has also been proposed. Here, it is described that a self-diagnosis function is mounted on the hydraulic sensor itself, and that the self-diagnosis process of the hydraulic sensor itself is performed when power supply to the hydraulic sensor is started by the electronic control unit.

Japanese Patent No. 4028727

  By the way, in the case of the above-described hydraulic sensor, if the self-diagnosis function itself is out of order, it cannot be diagnosed whether there is an abnormality in the hydraulic sensor, so the reliability of the hydraulic pressure detected by the sensor is not necessarily high. Absent. Particularly in recent years, safety has been regarded as important as computer control systems become more complex. Along with this, not only does it incorporate safety functions that prevent the entire control system from becoming a dangerous situation due to a single failure of the components of the control system, but also a complex failure does not cause a dangerous situation. It is desirable to construct a control system.

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to provide detection means for detecting a predetermined physical quantity, and an electronic control device that takes in the output of the detection means and controls driving of the vehicle based on the detection means. And providing a vehicle control system that can further improve the reliability of the detection result of the physical quantity by the detection means.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  The invention according to claim 1 is a vehicle control system comprising a detecting means for detecting a predetermined physical quantity, and an electronic control device for taking in the output of the detecting means and controlling the operation of the vehicle based on the detecting means. A plurality of sensing units for sensing the physical quantity, and comparing the values of the outputs of the plurality of sensing parts to diagnose the presence or absence of an abnormality in the sensing function of the physical quantity, and the output of the sensing part And an input unit that inputs a signal that is assumed to be different from the output of the sensing unit to the self-diagnosis unit as a comparison target, and the electronic control unit converts the assumed signal by the input unit to the self-diagnosis unit. It is characterized by comprising means for diagnosing whether or not the self-diagnosis means is abnormal by causing the diagnosis means to input.

  When the assumed signal is input to the self-diagnosis unit by the input unit, if the self-diagnosis unit is normal, a diagnosis that the sensing function is abnormal is made by the self-diagnosis unit. On the other hand, if the self-diagnosis means is abnormal, it is considered that the diagnosis that the sensing function is abnormal is not made by the self-diagnosis means. In the above invention, by paying attention to this point, the electronic control device can diagnose the presence or absence of abnormality of the self-diagnosis means of the detection means.

  According to a second aspect of the present invention, in the first aspect of the invention, the vehicle includes a brake booster that assists a brake operation, and the detection unit detects a pressure stored in the brake booster. It is characterized by being.

  The invention according to claim 3 is the invention according to claim 2, wherein the vehicle is mounted with an internal combustion engine as a main engine, and the electronic control unit performs automatic stop processing and restart processing of the internal combustion engine. It has a function, and when the restart request | requirement of the said internal combustion engine arises, the said signal is input to the said self-diagnosis means by the said input means, It is characterized by the above-mentioned.

  When diagnosing the presence / absence of abnormality in the self-diagnosis means, it may be difficult for the electronic control device to obtain the detection result of the predetermined physical quantity by the detection means. In this respect, in the above-described invention, even if such a situation occurs, the self-diagnostic means is diagnosed at the timing when a restart request that is considered to have a low request for acquiring pressure information stored in the brake booster is generated. The inconvenience due to can be suppressed. Further, for example, the diagnosis frequency can be increased as compared with the case where the self-diagnosis is performed only when the internal combustion engine is stopped by the operation of the start switch (ignition switch) by the user.

  According to a fourth aspect of the invention, in the third aspect of the invention, the vehicle includes an initial rotation imparting unit that imparts an initial rotation to a crankshaft of the internal combustion engine, and the electronic control unit includes the initial rotation imparting unit. Thus, the assumed signal is input to the self-diagnosis means by the input means during a period in which initial rotation is applied to the crankshaft of the internal combustion engine.

  In the above-described invention, the self-diagnosis means is diagnosed by paying attention to the fact that the request period for obtaining pressure information stored in the brake booster is particularly low during the initial rotation application period.

  According to a fifth aspect of the present invention, in the third or fourth aspect of the present invention, the electronic control device is configured such that the signal assumed by the input means is the self-diagnosis in response to a restart request of the internal combustion engine 1. It is characterized in that whether or not there is an abnormality in the self-diagnosis means is diagnosed by detecting the output of the self-diagnosis means a plurality of times during the period inputted to the means.

  In the above invention, diagnosis accuracy can be improved by diagnosing the presence or absence of abnormality of the self-diagnosis means based on a plurality of detections.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the input means includes means for generating the assumed voltage, and power supply to the detection means is started. The assumed signal is input to the self-diagnostic means using as a trigger.

  In the above invention, the detection means and the electronic control device are connected for diagnosis of the self-diagnosis means in order to input the assumed signal to the self-diagnosis means using the electric path for supplying power to the detection means. There is no need to provide a separate electrical path.

The system block diagram concerning one Embodiment. Sectional drawing which shows the cross-sectional structure of the brake negative pressure sensor concerning the embodiment. The block diagram regarding the process of the brake negative pressure sensor and ECU concerning the embodiment. The time chart which shows the output voltage of the brake negative pressure sensor concerning the embodiment. The flowchart which shows the procedure of the diagnostic process of the self-diagnosis function of the brake negative pressure sensor concerning the embodiment.

  Hereinafter, an embodiment in which a vehicle control system according to the present invention is applied to a vehicle equipped with an idle stop function will be described with reference to the drawings.

  FIG. 1 shows a system configuration according to the present embodiment.

  An intake throttle valve (throttle valve 13) for adjusting the flow passage area is provided upstream of the intake passage 12 of the internal combustion engine 10 shown in the figure. Further, a fuel injection valve 14 is provided downstream of the intake passage 12, and the air-fuel mixture of the fuel injected by the fuel injection valve 14 and the air sucked into the intake passage 12 opens the intake valve 16. Along with this, it is sucked into the combustion chamber 18. A spark plug 20 protrudes from the combustion chamber 18, and the air-fuel mixture sucked into the combustion chamber 18 is ignited by the discharge spark of the spark plug 20 and is used for combustion. The combustion energy generated thereby is converted into rotational energy of the crankshaft 24 through the piston 22. The rotational energy of the crankshaft 24 is transmitted to the drive wheels via the transmission 26. The crankshaft 24 can be given initial rotation by a starter 25.

  A negative pressure chamber 34 a of the master back 34 is connected to the intake passage 12 downstream of the throttle valve 13 via a negative pressure supply passage 30. The master back 34 has a diaphragm 34b that divides the inside of the master back 34 into the negative pressure chamber 34a and the atmospheric pressure chamber 34c, and a return spring 34d provided on the negative pressure chamber 34a side to push the diaphragm 34b toward the atmospheric pressure chamber 34c. And an output rod 34e extending from the center of the diaphragm 34b toward the negative pressure chamber 34a and the atmospheric pressure chamber 34c. One end of the output rod 34e is connected to the brake pedal 36, and the other end is connected to a piston (not shown) in the master cylinder 34. The negative pressure supply passage 30 is provided with a check valve 32 that regulates the flow of fluid from the intake passage 12 side to the negative pressure chamber 34a side.

  The master back 34 has a structure in which the negative pressure chamber 34a and the atmospheric pressure chamber 34c communicate with each other when the brake pedal 36 is not depressed. For this reason, the negative pressure downstream of the throttle valve 13 is introduced into the negative pressure chamber 34a and the atmospheric pressure chamber 34c through the negative pressure supply passage 30. On the other hand, in the master back 34, when the brake pedal 36 is depressed, the atmospheric pressure chamber 46b is cut off from the negative pressure chamber 34a and the atmospheric pressure is introduced. Therefore, a differential pressure is generated between the negative pressure chamber 34a and the atmospheric pressure chamber 34c, and the central portion of the diaphragm 34b is displaced toward the negative pressure chamber 34a against the force of the return spring 34d. 34e is also displaced. As a result, the depression force (braking force) of the brake pedal 36 is assisted at a predetermined magnification. The assisted brake pedal force is converted to the hydraulic pressure (brake hydraulic pressure) of the brake hydraulic system via the output rod 34e. As a result, a braking force is applied to the drive wheels.

  The electronic control unit (ECU 40) controls the internal combustion engine 10. The ECU 40 outputs outputs from a crank angle sensor 42 that detects the rotation angle of the crankshaft 24, a brake sensor 44 that detects the operation amount of the brake pedal 36, a brake negative pressure sensor 46 that detects the pressure in the negative pressure chamber 34a, and the like. take in. Based on this, the control amount of the internal combustion engine 10 is controlled. In particular, the ECU 40 performs so-called idle stop control, which is a process of automatically stopping the internal combustion engine 10 when a predetermined stop condition is satisfied, and a process of restarting the internal combustion engine 10 when a predetermined restart condition is satisfied. . Here, as the predetermined restart condition, for example, the brake pedal 36 may be released.

  By the way, since the brake booster device that includes the master back 34 and the like and assists the brake operation of the user uses the intake negative pressure of the internal combustion engine 10, an automatic stop process is performed, so that the interior of the negative pressure chamber 34a is obtained. There is a concern that the assist function may not be sufficiently exerted when the negative pressure of the air pressure decreases (increases to atmospheric pressure). For this reason, the execution condition of the automatic stop process includes a condition that the negative pressure in the negative pressure chamber 34a is sufficient.

  However, if there is an abnormality in the brake negative pressure detection function by the brake negative pressure sensor 46, it is not possible to appropriately determine whether or not the automatic stop process may be executed. Therefore, the brake negative pressure sensor 46 according to the present embodiment is provided with various features for maintaining its reliability. This will be described below.

  FIG. 2 shows a cross-sectional configuration of the brake negative pressure sensor 46. As illustrated, the brake negative pressure sensor 46 is provided with a sensor chip 54 and a circuit chip 56 in a space defined by a housing 50 and a cap 52. Here, the sensor chip 54 is formed in a portion of the housing 50 that extends in a cylindrical shape, and can sense the pressure in the cavity inside the cylindrical portion. A rubber grommet 58 is provided on the outer periphery of the cylindrical portion, thereby enhancing the sealing performance between the outer wall of the master back 34 and the cylindrical portion when the cylindrical portion is inserted into the negative pressure chamber 34a.

  FIG. 3 shows a configuration in the ECU 40 that communicates with the sensor chip 54, the circuit chip 56, and the circuit chip 56.

  As shown in the figure, the sensor chip 54 includes separate sensor chips 54a and 54b each having a pair of sensing units 60a and 60b for sensing pressure. The sensing units 60a and 60b are members having the same output signal (output voltage) for the same pressure. Output signals from the sensing units 60 a and 60 b are taken into the circuit chip 56. That is, the output signal of the sensing unit 60a is taken into the amplification unit 62a of the circuit chip 56, where amplification processing is performed. Further, the output signal of the sensing unit 60b is taken into the amplification unit 62b of the circuit chip 56, where amplification processing is performed. The diagnosis unit 68 compares the output signal of the sensing unit 60a amplified by the amplifying unit 62a with the output signal of the sensing unit 60b amplified by the amplifying unit 62b, thereby detecting abnormalities in the sensing units 60a and 60b. The presence or absence is diagnosed. When there is an abnormality, the output is output to the ECU 40 via the output unit 70, while when there is no abnormality, the output signal of the amplification unit 62a is output via the output unit 70. That is, the sensing unit 60a is for acquiring pressure information used by the ECU 40, and the sensing unit 60b is for diagnosing whether the sensing unit 60a is abnormal. The diagnosis unit 68 constitutes self-diagnosis means for diagnosing the pressure detection function.

  The output signal of the amplification unit 62b is output to the diagnosis unit 68 via the switching unit 64. Here, the switching unit 64 switches the signal output to the diagnosis unit 68 between the output signal of the amplification unit 62b and the output signal of the voltage generation unit 66. Specifically, the output signal of the voltage generation unit 66 is output to the diagnosis unit 68 only for a predetermined period with the start of power supply to the brake negative pressure sensor 46 as a trigger. Here, the voltage generation unit 66 is set to a value that deviates from the output signals that can be taken by the amplification units 62a and 62b when the pressures in the vicinity of the sensing units 60a and 60b are within a possible range. Thus, when the output signal of the voltage generation unit 66 is selected by the switching unit 64, the diagnosis result by the diagnosis unit 68 should be “abnormal”. For this reason, when it is “normal”, it is considered that the self-diagnosis function including the diagnosis unit 68 is abnormal. Therefore, by inputting the output signal of the voltage generation unit 66 to the diagnosis unit 68, the diagnosis process of the self-diagnosis function can be performed.

  The output of the output unit 70 is taken into an analog-digital converter (A / D converter 72) provided in the ECU 40. The output of the A / D converter 72 is input to each of the physical value conversion unit 74, the line diagnosis unit 76, the adhesion diagnosis unit 78, and the self diagnosis function diagnosis unit 80. Here, the physical value conversion unit 74 converts the value output from the A / D converter 72 (digital data representing the pressure in the negative pressure chamber 34a) into a physical value (a value obtained by quantifying the pressure according to a predetermined unit). It is converted and used for various processes such as processes performed by the idle stop control unit 86. Incidentally, the idle stop control unit 86 performs a process of prohibiting the automatic stop process when the pressure detected by the brake negative pressure sensor 34 is not a sufficient negative pressure.

  On the other hand, the line diagnosis unit 76 diagnoses the presence / absence of an abnormality in the electrical path for propagating the detection result from the brake negative pressure sensor 46 to the ECU 40 based on the output of the A / D converter 72. This can be performed based on whether or not the output of the A / D converter 72 is a value within a range that is assumed when there is no abnormality in the electrical path. On the other hand, the sticking diagnosis unit 78 diagnoses whether there is an abnormality in which the output signal of the brake negative pressure sensor 46 sticks to a specific value. This process may be a process of determining an abnormality when the actual output signal does not change in a situation where the output signal of the brake negative pressure sensor 34 is assumed to change, for example, when a brake operation is performed. Further, the self-diagnosis function diagnosis unit 80 performs processing for diagnosing the self-diagnosis function of the brake negative pressure sensor 46. That is, the self-diagnostic function diagnosis unit 80 performs a series of sequence processes of starting power supply, stopping power supply, and starting power supply to the brake negative pressure sensor 46 at the diagnosis timing of the self-diagnosis function. Diagnose. Here, the ECU 40 includes a regulator 82 as a power source for the brake negative pressure sensor 46, and the self-diagnosis function diagnosis unit 80 switches between the regulator 82 and the brake negative pressure sensor 46 (switching element). The self-diagnostic function is diagnosed by performing the process of opening and closing 84). The regulator 82 also serves as a power supply unit for the A / D converter 72.

  FIG. 4 shows the transition of the output voltage accompanying the start of power supply to the brake negative pressure sensor 46. The output signal of the voltage generation unit 66 is input to the diagnosis unit 68 of the brake negative pressure sensor 46 for a predetermined period T from the start of power supply to the brake negative pressure sensor 46. For this reason, if the self-diagnosis function is normal, as shown in the figure, an output signal (abnormality corresponding output: here) different from the range (normal range) when the pressure detection result by the sensing unit 60a is output. , For example, a lower pressure than the normal range) is output. On the other hand, if there is an abnormality in the self-diagnosis function, the output signal of the brake negative pressure sensor 46 can be within the normal range even during the predetermined period T. Incidentally, it is desirable that the output signal of the brake negative pressure sensor 46 when the diagnosis unit 68 diagnoses that there is an abnormality is set to a voltage different from the voltage that the line diagnosis unit 76 determines to be abnormal.

  FIG. 5 shows a processing procedure performed by the self-diagnosis function diagnosis unit 80. This process is repeatedly executed at a predetermined cycle, for example.

  In this series of processes, first, in step S10, it is determined whether the ECU 40 is being initialized or whether the starter is operating by a restart process. This process determines whether or not a diagnosis execution condition for the self-diagnosis function is satisfied. Here, the reason that the starter operation is set as the diagnosis execution condition is that it is considered that there is no request for assisting the brake operation by the user. Incidentally, since an inrush current flows when the starter is activated, the voltage of the battery that supplies power to the ECU 40 tends to decrease. Even in this case, it is considered that the output voltage of the regulator 82 is stable as long as the voltage of the battery does not become lower than the output voltage of the regulator 82 shown in FIG. When the execution condition is satisfied, a delay is provided for avoiding the inrush current with respect to the starter activation timing.

  If it is determined in step S10 that the diagnosis execution condition is satisfied, in step S12, power supply to the brake negative pressure sensor 46 is temporarily stopped and then power supply is started. This is a process of turning on / off the switching element 84 shown in FIG. And with the start of electric power feeding, the output voltage Vout of the brake negative pressure sensor 34 is measured in multiple times (step S14). Then, when the time series data of the output voltage Vout as a result of a plurality of measurements does not continuously take a value that deviates from a predetermined range in the lower voltage region than the normal range shown in FIG. (Step S16: YES), it is diagnosed that the brake negative pressure sensor 46 is normal in Step S18. Here, the predetermined range is a region having a width including an abnormal equivalent output. This is a setting in consideration of the fact that the actual value when the output voltage Vout of the abnormal equivalent output is detected by the ECU 40 may vary due to machine difference or the like. Therefore, it is determined whether or not the difference between the abnormality-corresponding output recognized by the ECU 40 and the detected output is out of a region (predetermined range) where the difference is equal to or less than a predetermined value. On the other hand, if the time series data of the output voltage Vout as a result of a plurality of measurements takes a value that is out of the predetermined range two or more times in succession, it is diagnosed as abnormal in step S20.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) When the ECU 40 starts feeding the brake negative pressure sensor 34, the brake negative pressure sensor 34 inputs the output signal of the voltage generation unit 66 to the diagnosis unit 68. Thereby, the diagnosis process of the self-diagnosis function can be performed by the cooperation of the brake negative pressure sensor 46 and the ECU 40.

  (2) The execution condition of the process for diagnosing the self-diagnosis function is that the timing when the inrush current has elapsed since the starter 25 is started. As a result, the self-diagnosis function can be diagnosed when the degree of use requirement of the detection result of the brake negative pressure sensor 46 is small. In particular, by avoiding the inrush current, it is possible to reliably avoid the fluctuation of the voltage applied to the brake negative pressure sensor 46 during the diagnosis period of the self-diagnosis function.

  (3) With the starter operation of 1, the output signal of the voltage generation unit 66 is intermittently input to the diagnosis unit 68 a plurality of times. Thereby, diagnostic accuracy can be raised.

  (4) The output signal of the voltage generation unit 66 is input to the diagnosis unit 68 using the start of power supply to the brake negative pressure sensor 46 as a trigger. Thereby, it is not necessary to separately receive an electrical path connecting the brake negative pressure sensor 46 and the ECU 40 for diagnosis of the self-diagnosis function.

(Other embodiments)
The above embodiment may be modified as follows.

<Diagnosis timing of self-diagnosis function>
In the above-described embodiment, the self-diagnosis is performed while avoiding the inrush current particularly at the starter operation associated with the restart request. However, even if the inrush current is not avoided, the above (1) and (3) of the above-described embodiment. The effect of (4) can be obtained.

  The diagnosis of the self-diagnosis function when a restart request occurs is not limited to when the starter is operating. For example, the restart request itself may be a trigger. In addition, for example, the diagnosis timing of the self-diagnosis function may be set to the timing when the travel permission switch of the vehicle for which an intention is displayed by the user is turned off. Even at such timing, since it is considered that there is no request for use of the negative pressure detection value by the brake negative pressure sensor 46, it is possible to avoid interference with a request for acquiring brake negative pressure information during diagnosis.

  In addition, the timing at which the request for using the detection value as the diagnosis timing of the self-diagnosis function is low is not limited to the timing at which there is no request for using the detection value. That is, it is considered that the diagnosis can be prioritized when the usage request level is low.

<Detection means to be diagnosed>
In the above embodiment, the brake negative pressure sensor 46 includes a pair of sensing units 60a and 60b, but the brake negative pressure sensor 46 is not limited thereto, and may include, for example, three or more sensing units. In addition, the voltage generator 66 for diagnosis of the self-diagnosis function is not limited to the one provided in the brake negative pressure sensor 46, and a voltage for diagnosis of the self-diagnosis function may be applied by the ECU 40. In this case, the brake negative pressure sensor may be provided with means for enabling the voltage from the ECU 40 to be input to the diagnosis unit 68. In such a case, it is triggered by the diagnosis voltage of the self-diagnosis function being applied by the ECU without inputting the diagnosis voltage of the self-diagnosis function to the self-diagnosis unit 68 using the start of power supply as a trigger. The self-diagnosis function is diagnosed.

  Moreover, the member (diagnosis part 68) which has a self-diagnosis function is not restricted to be interposed between the sensing part and the ECU 40. For example, the diagnosis unit 68 and the sensing unit 60a may be connected to the ECU 40 through different electrical paths. In this case, it is possible for the ECU 40 to capture the detection result by the sensing unit 60a even during the diagnosis period of the self-diagnosis function.

  Furthermore, it is not limited to the brake negative pressure sensor, and may be an air flow meter that detects the intake air amount, for example. Furthermore, the present invention is not limited to detecting the fluid state quantity, but may be, for example, a throttle sensor that detects the opening degree of the throttle valve, an accelerator sensor that detects the accelerator operation amount, or the like. Here, it is desirable that the detection means mounted on the vehicle control system is one that may cause a dangerous situation in the control system when an abnormality occurs. Here, whether or not there is a possibility of falling into a dangerous situation may be specified based on whether or not the control amount of the internal combustion engine 10 such as the exhaust temperature and the rotational speed is out of the allowable range.

<Diagnosis method for abnormality of self-diagnosis function>
In the above embodiment, based on the fact that the output voltage Vout of the brake negative pressure sensor 46 is detected a plurality of times at one opportunity when the diagnosis execution condition is satisfied, and deviates from the predetermined range including the abnormality-corresponding output continuously twice or more. Although diagnosed that the self-diagnosis function is abnormal, the present invention is not limited to this. For example, when it is out of the predetermined range three or more times in succession, it is only necessary to diagnose that the self-diagnosis function is abnormal based on the continuation of the state out of the predetermined range for a predetermined period.

  In addition, the power supply stop for the brake negative pressure sensor 46 is intermittently performed several times at one opportunity when the diagnosis execution condition is satisfied, and the self-diagnosis function is diagnosed at each of the plurality of occasions when the power supply stop is switched to the power supply start. You may do it. In this case, for example, when the diagnosis of the self-diagnosis function is intermittently performed twice and an abnormality is detected both times, an abnormality is diagnosed, or the self-diagnosis function is diagnosed once. It may be diagnosed that there is an abnormality when an error is detected, or may be diagnosed that there is an abnormality when an abnormality is detected in all three or more intermittently. In addition, for example, the diagnosis of the self-diagnosis function may be intermittently performed a plurality of times at one opportunity when the diagnosis execution condition is satisfied, and an abnormality may be diagnosed when an abnormality is detected in a majority of them.

<Others>
-It is not restricted to what has the function to perform the automatic stop process and restart process of an internal combustion engine.

  The internal combustion engine is not limited to the intake port type, but may be, for example, a cylinder injection type. Further, the internal combustion engine is not limited to the spark ignition type. Here, when a diesel engine is employed as the internal combustion engine, the intake negative pressure is not sufficient, and therefore the brake booster includes the internal combustion engine as a drive source and a negative pressure generating pump. It is desirable to use

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 34 ... Master back, 40 ... ECU.

Claims (6)

In a vehicle control system comprising: a detection unit that detects a predetermined physical quantity; and an electronic control unit that takes in an output of the detection unit and controls driving of the vehicle based on the detection unit.
The detection means includes a plurality of sensing parts for sensing the physical quantity, and compares the values of the outputs of the plurality of sensing parts to diagnose the presence or absence of an abnormality in the physical quantity sensing function; and An input unit that inputs a signal that is assumed to be different from the output of the sensing unit as a comparison target with the output of the sensing unit to the self-diagnosis unit;
The electronic control device includes a vehicle control unit that includes a unit that diagnoses whether the self-diagnosis unit is abnormal by causing the input unit to input the assumed signal to the self-diagnosis unit. system. The vehicle includes a brake booster that assists a brake operation,
2. The vehicle control system according to claim 1, wherein the detecting means is means for detecting a pressure stored in the brake booster. The vehicle is equipped with an internal combustion engine as a main engine,
The electronic control unit has a function of performing an automatic stop process and a restart process of the internal combustion engine, and outputs the assumed signal by the input means when a request for restart of the internal combustion engine occurs. The vehicle control system according to claim 2, wherein the self-diagnosis unit inputs the information. The vehicle includes an initial rotation applying means for applying an initial rotation to a crankshaft of the internal combustion engine,
The electronic control device causes the input means to input the assumed signal to the self-diagnosis means during a period when the initial rotation is applied to the crankshaft of the internal combustion engine by the initial rotation applying means. The vehicle control system according to claim 3.   The electronic control unit outputs the output of the self-diagnosis unit a plurality of times during a period in which the assumed signal is input to the self-diagnosis unit in response to a restart request of the internal combustion engine. 5. The vehicle control system according to claim 3, wherein whether or not there is an abnormality in the self-diagnosis means is diagnosed by detection.   2. The input means includes means for generating the assumed voltage, and inputs the assumed signal to the self-diagnosis means with the start of power supply to the detection means as a trigger. The control system for vehicles of any one of -5.

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