JP7247923B2 - Vehicle control failure diagnosis device - Google Patents

Description

The present disclosure relates to a fault diagnosis device for diagnosing faults in vehicle control.

The vehicle control device described in Patent Literature 1 includes a diagnosis unit that diagnoses an abnormality in a relay that turns on or off power supply from a power source that supplies power to the vehicle control device.

Japanese Patent Application Laid-Open No. 2017-105308

By the way, as vehicle control, it is determined whether or not the accelerator pedal has been erroneously depressed based on the detection signal of the accelerator pedal sensor. Control is conceivable in which a pseudo signal indicating a small accelerator opening is output to the driving force control device. Such switching between the detection signal and the pseudo signal can also be realized using a relay.

When using a relay to switch between the detection signal and the pseudo signal, it is necessary to diagnose failures not only in the relay that switches the power supply on and off, but also in the signal switching relay. However, when diagnosing the signal switching relay when the vehicle is started, there is a possibility that there will be a gap in the learning when the accelerator is fully closed, affecting drivability and affecting diagnostic detection on the vehicle side. .

The present disclosure provides a fault diagnosis device for vehicle control capable of diagnosing whether a relay is abnormal or normal without affecting drivability and diagnostic detection on the vehicle side.

The present disclosure is a vehicle control failure diagnosis device comprising a relay switch (70), a pseudo signal generator (63), and a controller (50). The relay switch is installed between an accelerator pedal sensor (11) that detects the opening of the accelerator pedal of the vehicle and a driving force control section (200) that controls the driving force of the vehicle. The pseudo signal generator generates a pseudo signal indicating a first voltage value greater than zero. The control unit executes failure diagnosis of the relay switch. The relay switch has a first contact (71), a second contact (72), an output side contact (73), a coil (75) and a movable piece (74). The first contact transmits a detection signal detected by the accelerator pedal sensor and indicating a voltage value equal to or higher than a first voltage value and equal to or lower than a second voltage value that is larger than the first voltage value. connected to the first signal line (42). The second contact is connected to a second signal line (44) that transmits the pseudo signal output from the pseudo signal generator. The output side contact is connected to an output signal line connected to the driving force control section. The movable piece connects the output side contact to either the first contact or the second contact depending on whether the coil is energized or not energized. When the accelerator pedal is depressed and the movable piece is connected to the first contact, the control unit switches the energized state of the coil and determines whether or not the dummy signal is output from the output side contact. Execute.

According to the present disclosure, when the accelerator pedal is depressed and the movable piece is connected to the first contact, the energized state of the coil is switched, and the output determination of the pseudo signal is executed. Since the first voltage value is input to the first contact when the accelerator pedal is not depressed when the engine is started, the dummy signal is set to a value smaller than the first voltage value when executing the output determination of the dummy signal. There is a need to. However, when the engine is started, learning when the accelerator is fully closed is executed. Therefore, if the output of the pseudo signal is determined by setting the pseudo signal to a value smaller than the first voltage value when the engine is started, a deviation may occur in learning when the accelerator is fully closed, which may affect drivability. . Also, since 0V is generally used as a diagnostic signal for disconnection or the like, if the pseudo signal is set to a value smaller than the first voltage value, the pseudo signal may be erroneously detected as a diagnostic signal. On the other hand, when the accelerator pedal is stepped on and the movable piece is connected to the first contact, by executing the output determination whether or not the dummy signal is output, the drivability and the vehicle side diagnostics are improved. It can diagnose whether the relay is abnormal or normal without affecting the detection.

It is a figure which shows the structure of the acceleration suppression system 100 which concerns on 1st Embodiment. FIG. 4 is a diagram showing a correspondence between a voltage value of a detection signal detected by an accelerator pedal sensor and an accelerator opening; 4 is a time chart of a first ignition, a second ignition, a sensor power source, and a relay output when starting a vehicle according to a reference example; 4 is a time chart of first ignition, second ignition, sensor power supply, and relay output when the vehicle is started according to the first embodiment; 6 is a flow chart showing pseudo signal output determination processing according to the first embodiment. 9 is a flowchart showing regular processing according to the second embodiment; 9 is a flowchart showing interrupt processing according to the second embodiment;

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing this disclosure is demonstrated, referring drawings.
(First embodiment)
<1-1. System configuration>
First, the configuration of an acceleration suppression system 100 according to this embodiment will be described with reference to FIG.

The acceleration suppression system 100 includes an acceleration suppression device 20, a driving force control unit 200, a display device 90, an accelerator pedal sensor 11, two front monitoring sensors 13a and 13b, and two rear monitoring sensors 14a and 14b. and a vehicle speed sensor 15 .

The accelerator pedal sensor 11 measures a first accelerator opening corresponding to the depression amount of the accelerator pedal, and outputs a detection signal indicating the measured first accelerator opening. The accelerator pedal sensor 11 is connected to the acceleration suppressing device 20 via a wire harness, and a detection signal output from the accelerator pedal sensor 11 is output to the driving force control section 200 via the acceleration suppressing device 20 .

As shown in FIG. 2, the detection signal represents an accelerator opening degree of 0% to 100% in a range between the first voltage VA1 and the second voltage VA2. The first voltage VA1 has a value greater than 0, and the second voltage VA2 has a value greater than the first voltage VA1. The unit of accelerator opening is %. The detection signal indicates a larger voltage value as the accelerator opening increases. When the driver does not depress the accelerator pedal at all (that is, when the depression amount is 0), the accelerator opening is 0%. The accelerator opening is 100% when the driver depresses the accelerator pedal to the upper limit (that is, when the depression amount is maximum).

The driving force control unit 200 controls the driving force of the vehicle according to the accelerator opening indicated by the output signal output from the acceleration suppressing device 20 . The driving force control unit 200 sets the throttle opening according to, for example, the accelerator opening indicated by the output signal. Examples of the driving force control unit 200 include a power management controller and the like.

The forward monitoring sensors 13a, 13b and the rearward monitoring sensors 14a, 14b are, for example, ultrasonic sensors, and are connected to the acceleration suppressing device 20 via wire harnesses. The forward monitoring sensor 13a is mounted on the front right side of the vehicle, and the forward monitoring sensor 13b is mounted on the front left side of the vehicle. The rear monitoring sensor 14a is mounted on the rear right side of the vehicle, and the rear monitoring sensor 14b is mounted on the rear left side of the vehicle. Forward monitoring sensors 13 a and 13 b and rear monitoring sensors 14 a and 14 b measure distances from the vehicle to obstacles around the vehicle and output measurement signals to acceleration suppression device 20 .

Vehicle speed sensor 15 measures the speed of the vehicle and outputs a measurement signal to acceleration suppression device 20 .
The acceleration suppressing device 20 is a retrofit device that is installed by the user after purchasing the vehicle. Therefore, it is not connected to an in-vehicle network (for example, a CAN network). Therefore, the acceleration suppressing device 20 acquires measurement signals from various sensors by being connected to various sensors via wire harnesses. Note that CAN is a registered trademark.

The acceleration suppressing device 20 includes a controller 50 , a pseudo signal generator 63 , a coil power supply 61 and a relay switch 70 . In this embodiment, the acceleration suppressing device 20 corresponds to a fault diagnosis device for vehicle control.

The control unit 50 includes a microcomputer having a CPU 51 and a semiconductor memory 52 including ROM and RAM (hereinafter referred to as memory 52). Each function of the control unit 50 is realized by the CPU 51 executing a program stored in a non-transitional substantive recording medium. In this embodiment, the memory 52 corresponds to a non-transitional substantive recording medium storing programs. Also, by executing this program, a method corresponding to the program is executed. Note that the control unit 50 may have one microcomputer, or may have a plurality of microcomputers.

The relay switch 70 includes a first contact 71 , a second contact 72 , an output side contact 73 , a movable piece 74 and a coil 75 .
The first contact 71 is connected via the first signal line 42 to an input terminal to which a detection signal is input, and transmits the detection signal. The second contact 72 is connected to the pseudo signal generator 63 via the second signal line 44 and transmits the pseudo signal. The output side contact 73 is connected to an output terminal that outputs an output signal to the driving force control section 200 via the output signal line 45 .

One end of the movable piece 74 is connected to the output side contact 73 . The opposite end of the movable piece 74 connects to one of the first contact 71 and the second contact 72 . That is, the movable piece 74 can move to a position (hereinafter referred to as a first position) connecting the first contact 71 and the output contact 73, or to a position connecting the second contact 72 and the output contact 73. (hereinafter referred to as the second position).

Coil power supply 61 is connected between one end of coil 75 and controller 50 . The coil power supply 61 supplies power to the coil 75 when turned on by the control unit 50 , and does not supply power to the coil 75 when turned off by the control unit 50 .

The energization state of the coil 75 changes depending on whether the coil power source 61 is on or off. When the coil power source 61 is on, the coil 75 is energized, current flows, and magnetic force is generated. When the coil power source 61 is off, the coil 75 is de-energized and does not generate magnetic force.

The movable piece 74 moves from the first position to the second position or from the second position to the first position by the magnetic force generated by the coil 75 . That is, the position of the movable piece 74 can be switched by changing the energized state of the coil 75 . In the present embodiment, the movable piece 74 is positioned at the first position when the coil 75 is not energized (that is, the coil power supply 61 is off), and when the coil 75 is energized (that is, the coil power supply 61 is on). , the movable piece 74 is located at the second position.

The pseudo signal generator 63 generates a pseudo signal indicating the second accelerator opening. The second accelerator opening is 0%. The pseudo signal generator 63 generates and outputs a signal indicating the first voltage VA1 as a pseudo signal when the pseudo signal generator 63 is turned on. Also, the pseudo signal generator 63 outputs a pseudo signal indicating 0 V when the pseudo signal generator 63 is turned off.

Therefore, when the movable piece 74 is positioned at the first position, the output signal output from the acceleration suppression device 20 to the driving force control unit 200 becomes a detection signal, and the movable piece 74 is positioned at the second position. , the output signal becomes a pseudo signal.

When a predetermined condition is satisfied, the control unit 50 detects that the driver has stepped on the accelerator pedal by mistake, and turns on the coil power source 61 and the pseudo signal generation unit 63 . As a result, a pseudo signal indicating the second accelerator opening is output from the acceleration suppression device 20 to the driving force control unit 200 instead of the detection signal indicating the first accelerator opening according to the amount of depression of the accelerator pedal by the driver. be. As a result, acceleration of the vehicle is suppressed.

The predetermined conditions are, for example, that the vehicle speed is equal to or less than a preset reference speed, that an obstacle is detected in the traveling direction of the vehicle, that the first accelerator opening is equal to or greater than the reference opening, and the like. A combination of one or more conditions. Note that the reference speed is a low speed value that can be regarded as traveling in a parking lot or the like.

That is, for example, when the driver accidentally depresses the accelerator pedal instead of the brake when the vehicle is stopped in a parking lot, the control unit 50 outputs a pseudo signal instead of the detection signal indicating the actual accelerator opening. Acceleration of the vehicle is suppressed by outputting to the driving force control unit 200 .

The control unit 50 also diagnoses the failure of the relay switch 70 . That is, the control unit 50 diagnoses whether or not the movable piece 74 is fixed. Specifically, the control unit 50 turns off the coil power supply 61, acquires the voltage value of the first contact 71 and the voltage value of the output side contact 73 (that is, the output signal), and outputs the detection signal and the output signal. match or not. Then, when the detection signal and the output signal are different, the control unit 50 diagnoses that the movable piece 74 is fixed.

Furthermore, the control unit 50 turns on the coil power supply 61, acquires the voltage value of the second contact 72 and the voltage value of the output side contact 73, and determines whether or not the pseudo signal and the output signal match. Then, when the pseudo signal and the output signal are different, the control unit 50 diagnoses that the movable piece 74 is fixed.

As shown in FIG. 3, the timing for executing the diagnosis of the relay switch 70 may be the time of the initial check when the vehicle is started. In this case, the diagnosis of the relay switch 70 is executed when the accelerator pedal is not depressed. Therefore, when the movable piece 74 is at the first position, the output contact 73 outputs a detection signal indicating the first voltage VA1. Further, when the movable piece 74 is at the second position, turning on the dummy signal generator 63 outputs a dummy signal indicating the first voltage VA1 from the output side contact 73 . Therefore, the output signal has the same value when the movable piece 74 is at the first position and when it is at the second position. Therefore, even if the movable piece 74 is stuck to the first contact 71 or the second contact 72, it is determined that the detection signal or the pseudo signal matches the output signal, so the sticking of the movable piece 74 cannot be diagnosed.

Therefore, when diagnosing the relay switch 70 when the accelerator pedal is not depressed, the dummy signal generator 63 must be turned off. By turning off the pseudo signal generator 63 , a pseudo signal indicating 0 V is output from the output side contact 73 when the movable piece 74 is at the second position.

FIG. 3 shows a time chart when diagnosing the relay switch 70 with the dummy signal generator 63 turned off during the initial check. As shown in FIG. 3, when the push starter or mechanical key is operated, the first ignition is turned on at time t11, and the article ECU is activated. Subsequently, at time t12, the second ignition is turned on, the power train system ECU is activated, and learning when the accelerator pedal is fully closed is started. Subsequently, power is supplied to the accelerator pedal sensor 11 at time t13, and an initial check is started at time t14. Then, at time t15, the pseudo signal generator 63 is switched off and the coil power supply 61 is switched on, and a pseudo signal output determination is performed to determine whether the pseudo signal is to be output as an output signal.

Here, if the dummy signal generator 63 is turned off and the coil power source 61 is turned on during learning when the accelerator pedal is fully closed, and the output signal becomes 0 V, the learning when the accelerator pedal is fully closed is deviated. That is, instead of learning the first voltage VA1 as the voltage value when the accelerator pedal is fully closed, the voltage 0V is learned as the voltage value when the accelerator pedal is fully closed. As a result, when the output signal is the voltage VB when the accelerator pedal is depressed, the acceleration request is originally VB-VA1, but the acceleration request is VB-0, resulting in an excessive acceleration request.

In the case of the push starter, since the rise time difference between the start of the first ignition and the start of the second ignition is fixed, by adjusting the start time difference, the learning timing when the accelerator pedal is fully closed and the diagnosis of the relay switch 70 can be realized. It is possible to avoid overlap with the timing. However, in the case of a mechanical key, the rise time difference changes depending on the speed at which the key is turned. Therefore, the rise time difference cannot be fixed so that the learning timing when the accelerator pedal is fully closed and the diagnosis timing of the relay switch 70 do not overlap.

In some vehicles, the second ignition is not provided, and the equipment ECU and the powertrain system ECU are activated only by the first ignition. Even in such a case, as described above, the output signal becomes 0V at the learning timing of the fully closed accelerator pedal and the diagnosis of the relay switch depending on the startup time of the accessory ECU and the startup time of the powertrain system ECU. Timing may overlap.

Also, normally, an output signal of 0 V is output when the signal line is disconnected. Therefore, if the output signal is dropped to 0 V for diagnosing the relay switch 70, there is a possibility that disconnection of the signal line is erroneously detected.

Therefore, in the present embodiment, as shown in FIG. 4, the control unit 50 does not execute pseudo signal output determination during the initial check. That is, during the initial check, the pseudo signal generator 63 is turned off so that the output signal is not dropped to 0V. At the time of the initial check, the control unit 50 turns off the coil power supply 61 and determines whether or not the detection signal is output as an output signal.

In this embodiment, when the accelerator pedal is stepped on and the coil power source 61 is off, the control unit 50 temporarily turns on the coil power source 61 and executes a pseudo signal output determination. That is, when an output signal having a voltage higher than the first voltage VA1 is being output, the control unit 50 temporarily turns on the coil power supply 61 so that the voltage value of the output signal is lowered, thereby generating a pseudo signal. Execute output judgment.

The display device 90 is installed in a position where the driver can easily see it, for example, near the rearview mirror. The display device 90 includes a display section 92 including a liquid crystal display or an organic EL display, a function off switch 91, and a buzzer (not shown).

When a control signal indicating that acceleration suppression is being executed is input from the control unit 50, the display unit 92 displays a warning prompting the user to release the accelerator pedal. At this time, a buzzer sounds at the same time.

The function off switch 91 is a switch operated by the driver. When the driver turns on the function off switch 91 , an on signal is output to the control section 50 . When receiving the ON signal, the control unit 50 prohibits execution of acceleration suppression. That is, the control unit 50 does not switch the output signal from the acceleration suppressing device 20 to the driving force control unit 200 from the detection signal to the pseudo signal. As a result, no pseudo signal is output from the acceleration suppressing device 20 to the driving force control section 200 .

<1-2. Pseudo Signal Output Judgment Processing>
Next, pseudo signal output determination processing executed by the control unit 50 will be described with reference to the flowchart of FIG. The control unit 50 periodically executes this process at a predetermined calculation cycle.

First, in S10, it is determined whether or not the pseudo signal output determination has been completed. In order to minimize the number of times that an acceleration request different from the driver's request is output to the driving force control unit 200, the control unit 50 determines whether to output a pseudo signal by switching the coil power supply 61 from off to on. Execute only a predetermined number of times. In this embodiment, the predetermined number of times is one. If there is a record that the output determination of the dummy signal has been performed during one trip, the control unit 50 determines that the output determination of the dummy signal has been performed, and if there is no record, the output determination of the dummy signal is performed. is not executed.

In S10, if it is determined that the pseudo signal output determination has been performed, this process is terminated, and if it is determined that the pseudo signal output determination has not been performed, the process proceeds to S20.
In S20, it is determined whether or not the relay switch 70 is on, that is, whether or not the coil power supply 61 is on. If it is determined in S20 that the relay switch 70 is off, the process proceeds to S30.

In S30, it is determined whether or not the voltage value of the detection signal is equal to or higher than a predetermined value. If it is determined in S30 that the voltage value of the detection signal is equal to or greater than the predetermined value, the processing proceeds to S40, and if it is determined that the voltage value of the detection signal is less than the predetermined value, this processing ends. That is, if the voltage value of the output signal is lowered when the acceleration request of the driver is relatively small, the drivability is greatly affected. do not.

In S40, it is determined whether or not the accelerator pedal is rapidly depressed, that is, whether or not the depression speed of the accelerator pedal exceeds a threshold value. Specifically, if the rate of increase in the voltage value of the output signal is greater than a preset increase threshold, it is determined that the accelerator pedal is rapidly depressed, and the rate of increase in the voltage value of the output signal exceeds the increase threshold. In the following cases, it is determined that the accelerator pedal is not suddenly depressed.

Then, if it is determined in S40 that the accelerator pedal has been rapidly depressed, the process ends. If the accelerator pedal is rapidly depressed, it is conceivable that the driver is requesting rapid acceleration, such as when merging onto a highway. Under such circumstances, if the coil power supply 61 is turned on to forcibly suppress the acceleration, drivability may be significantly affected. Therefore, when it is determined that the accelerator pedal is suddenly depressed, the coil power supply 61 is not turned on.

On the other hand, when it is determined in S40 that the accelerator pedal is not suddenly depressed, the process proceeds to S50. In S50, the coil power source 61 is turned on, the relay switch 70 is switched from off to on, and the process ends.

If it is determined in S20 that the relay switch 70 is on, the process proceeds to S60. In S60, it is determined whether or not the voltage value of the second contact 72, which is the entrance of the relay switch 70, matches the voltage value of the output side contact 73, which is the exit. That is, it is determined whether or not the voltage value of the dummy signal and the output voltage value match.

If it is determined in S60 that the voltage values match, the process proceeds to S70 and it is determined that the relay switch 70 is normal. After that, the process proceeds to S90. On the other hand, if it is determined in S60 that the voltage values are different, the process proceeds to S80 and it is determined that the relay switch 70 is abnormal (that is, stuck). After that, the process proceeds to S90.

In S90, it is stored in the memory 52 that the dummy signal output determination has been completed.
Subsequently, in S100, the coil power source 61 is turned off, and the relay switch 70 is switched from on to off. In the present embodiment, the coil power supply 61 is turned on in the previous calculation period, and is turned off in the current calculation period. Acceleration is forcibly suppressed. This completes the processing.

In addition to the above-described pseudo signal output determination processing shown in FIG. 5, the control unit 50 performs S60 , S70 and S80 may be executed. In other words, the output determination of the pseudo signal that accompanies switching of the energized state of the coil 75 is performed only once during one trip, and the output determination of the pseudo signal that does not involve switching of the energized state of the coil 75 is performed. good too.

<1-3. Effect>
According to the first embodiment described above, the following effects are obtained.
(1) When the accelerator pedal is stepped on and the movable piece 74 is connected to the first contact 71, the dummy signal output determination is executed. , it is possible to diagnose whether the relay switch 70 is abnormal or normal.

(2) By executing the dummy signal output determination even during acceleration suppression in which the movable piece 74 is connected to the second contact 72, the chances of executing the dummy signal output determination can be increased.
(3) When the accelerator pedal is stepped on and the movable piece 74 is connected to the first contact 71, switching the energized state of the coil 75 is performed less than a predetermined number of times during one trip (specifically, this embodiment form is limited to 1 time). Thereby, the influence on drivability can be suppressed.

(4) Switching of the energized state of the coil 75 is suppressed when the depression speed of the accelerator pedal exceeds the threshold value. As a result, it is possible to prevent the acceleration from being suppressed during rapid acceleration such as when a highway merges. As a result, the influence on drivability can be suppressed.

(Second embodiment)
<2-1. Difference from First Embodiment>
Since the basic configuration of the second embodiment is the same as that of the first embodiment, description of common configurations will be omitted, and differences will be mainly described. Note that the same reference numerals as in the first embodiment indicate the same configurations, and refer to the preceding description.

In the first embodiment described above, the pseudo signal output determination is executed in the periodic processing. On the other hand, in the second embodiment, it is determined whether or not to turn on the relay switch 70 in the regular processing, and when the relay switch 70 is turned on, the output determination of the pseudo signal is executed in the interrupt processing. , differ from the first embodiment.

<2-2. Pseudo Signal Output Judgment Processing>
The regular processing executed by the control unit 50 according to the second embodiment is shown in the flowchart of FIG. Also, the interrupt processing executed by the control unit 50 is shown in the flowchart of FIG.

The control unit 50 periodically executes the processes of S200 to S240 shown in FIG. 6 at a predetermined calculation cycle. The processing of S200-S240 is the same as the processing of S10-S50 shown in FIG.

Then, in S240, when the change time has elapsed since the coil power source 61 was switched from off to on, the processing of S300 to S340 shown in FIG. 7 is executed. The processing of S300-S340 is the same as the processing of S60-S100 shown in FIG.

The change time is a time shorter than the calculation cycle and a time during which the voltage drop of the output signal due to turning on the coil power supply 61 from off appears (that is, can be detected). Therefore, in the present embodiment, the period during which the coil power supply 61 is turned on to forcibly suppress acceleration is limited to a period shorter than the calculation cycle.

<2-3. Effect>
According to the second embodiment described above, in addition to the effects (1) to (4) of the first embodiment, the following effects are obtained.

(5) The energized state of the coil 75 is switched during the change time, which is shorter than the calculation cycle and is the time during which the voltage value of the output side contact 73 sufficiently appears, and the pseudo signal output determination is executed. . That is, the period during which the energized state of the coil 75 is switched is minimized. As a result, the influence on drivability can be minimized.

(Other embodiments)
Although the embodiments for implementing the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be implemented with various modifications.

(a) In the above embodiment, the conditions for switching the coil power supply 61 from off to on are that the voltage of the detection signal is equal to or higher than a predetermined value and that the accelerator pedal is not suddenly depressed. Either one of the conditions may be acceptable. Further, the condition for switching the coil power supply 61 from off to on may be that the depression amount of the accelerator pedal is increasing or decreasing when the vehicle starts moving. Alternatively, a combination of a plurality of conditions among the above conditions may be used. By switching the energized state of the coil 75 when the depression amount of the accelerator pedal is increasing or decreasing, the output signal is switched when the vehicle speed is changing. Therefore, the influence on drivability can be suppressed more than when the output signal is switched when the vehicle speed is constant.

(b) the acceleration suppressor 20 and techniques described in this disclosure were provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program; It may also be implemented by a dedicated computer. Alternatively, the acceleration suppressor 20 and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the acceleration suppressor 20 and techniques described in this disclosure may be implemented by combining a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured in combination. Computer programs may also be stored as computer-executable instructions on a computer-readable non-transitional tangible storage medium. The method of realizing the function of each part included in the acceleration suppressing device 20 does not necessarily include software, and all the functions may be realized using one or a plurality of pieces of hardware.

(c) A plurality of functions possessed by one component in the above embodiment may be realized by a plurality of components, or a function possessed by one component may be realized by a plurality of components. . Also, a plurality of functions possessed by a plurality of components may be realized by a single component, or a function realized by a plurality of components may be realized by a single component. Also, part of the configuration of the above embodiment may be omitted. Moreover, at least part of the configuration of the above embodiment may be added or replaced with respect to the configuration of the other above embodiment.

(d) In addition to the vehicle control failure diagnosis device described above, a system having the vehicle control failure diagnosis device as a component, a program for causing a computer to function as the vehicle control failure diagnosis device, and a semiconductor recording the program The present disclosure can also be implemented in various forms, such as a non-transitional substantive recording medium such as a memory, and a fault diagnosis method for vehicle control.

Reference Signs List 11 Accelerator pedal sensor 20 Acceleration suppressing device 42 First signal line 44 Second signal line 45 Output signal line 50 Control section 63 Dummy signal generation section 70 Relay switch 71 1st contact, 72 2nd contact, 73 output side contact, 74 movable piece, 75 coil.

Claims (7)

a relay switch (70) installed between an accelerator pedal sensor (11) for detecting the opening of an accelerator pedal of a vehicle and a driving force control section (200) for controlling the driving force of the vehicle;
a pseudo signal generator (63) that generates a pseudo signal indicating a first voltage value that is greater than 0;
A control unit (50) that performs failure diagnosis of the relay switch,
The relay switch is
a detection signal detected by the accelerator pedal sensor that indicates a voltage value equal to or greater than the first voltage value and equal to or less than a second voltage value that is greater than the first voltage value; a first contact (71) connected to the 1 signal line (42);
a second contact (72) connected to a second signal line (44) for transmitting the pseudo signal output from the pseudo signal generator;
an output side contact (73) connected to an output signal line (45) connected to the driving force control section;
a coil (75);
a movable piece (74) that connects the output side contact to either the first contact or the second contact depending on whether the energized state of the coil is energized or not,
When the accelerator pedal is stepped on and the movable piece is connected to the first contact, the control unit switches the energized state of the coil and outputs the pseudo signal from the output contact. Execute the output judgment whether or not
Vehicle control failure diagnosis device. The control unit further executes the output determination when the movable piece is connected to the second contact.
The vehicle control failure diagnosis device according to claim 1 . The control unit limits the number of times the energization state of the coil is switched to execute the output determination to a predetermined number of times or less,
3. The vehicle control failure diagnosis device according to claim 1 or 2. The control unit suppresses switching of the energized state of the coil when the depression speed of the accelerator pedal exceeds a threshold.
A vehicle control failure diagnosis device according to any one of claims 1 to 3. The control unit performs the output determination by switching the energization state of the coil when the depression amount of the accelerator pedal is increasing or decreasing when the vehicle starts moving.
The vehicle control failure diagnosis device according to any one of claims 1 to 4. The pseudo signal is set to a lower voltage value than the detection signal when the accelerator pedal is depressed;
The control unit executes the output determination after a change time has elapsed since switching the energized state of the coil, and restores the energized state of the coil,
The change time is a time shorter than the calculation cycle of the control unit, and is the time when the voltage drop at the output contact appears.
A fault diagnosis device for vehicle control according to any one of claims 1 to 5. The control unit has a predetermined calculation cycle, switches the energization state of the coil in a first calculation cycle, and outputs the output performing a determination to return the energized state of the coil;
A fault diagnosis device for vehicle control according to any one of claims 1 to 5.

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