JPH06206569A - Abnormality detecting device for yaw rate sensor - Google Patents

Abstract

PURPOSE:To detect every abnormality of a yaw rate sensor by performing nonagreement detection in combination with an output value of the yaw rate sensor, output value of applying this output value through a primary delay filter and an estimated yaw rate calculated from right/left wheel speeds, so as to eliminate necessity for providing two yaw rate sensors. CONSTITUTION:In an estimated yaw rate detecting means 42, right/left driven wheel speeds are respectively detected, to calculate an estimated yaw rate of a vehicle from a difference of predetermined time mean wheel speed between the right/left driven wheel speeds and from a distance between both driven wheels. An output value of a yaw rate sensor 28 is input to a primary delay filter 44, to delay a phase of an actual yaw rate and also removing a high frequency component of the actual yaw rate. In an abnormality decision means 46, when an output value of the primary filter 44 and the estimated yaw rate are in no agreement or when the filter output yaw rate and the actual yaw rate are different by a predetermined value or more, abnormality is decided to be generated in the yaw rate sensor 28 and output to a target value determining means 34.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a yaw rate sensor abnormality detecting device for detecting abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle.

[0002]

2. Description of the Related Art Conventionally, a steering device for a vehicle configured to steer the rear wheels in accordance with the turning of the front wheels has conventionally been designed to steer the rear wheels in accordance with the front wheel steering angle or in accordance with the vehicle speed. It is known that a steering wheel is used.
As disclosed in Japanese Patent No. 108079, the rear wheel is steered in consideration of the front wheel steering angle change rate and the yaw rate as the traveling state amount of the other vehicles, so that the turning performance and the directional stability during traveling of the vehicle are improved. It is also known to harmonize and improve sex.

In the above steering device, the target value for rear wheel steering control is determined by adding and subtracting the signal calculation values obtained from the detection signals of the vehicle speed, the front wheel steering angle, the front wheel steering angle change rate, and the yaw rate, respectively. It is configured to steer the rear wheels according to the value.

In such a vehicle steering system, a yaw rate sensor for detecting the yaw rate of the vehicle is used, but if an abnormality occurs in this yaw rate sensor, the desired rear wheel steering control cannot be performed. Therefore, it is necessary to constantly detect the occurrence of an abnormality in the yaw rate sensor and not use the signal calculation value obtained from the yaw rate signal when the abnormality is detected.

The yaw rate sensor is used not only for the steering device of the vehicle but also for ABS (braking force control device), TRC (driving force control device) and the like, and these control devices can also detect the abnormality of the yaw rate sensor. Will be needed.

As an apparatus for detecting the abnormality of the yaw rate sensor, there is considered an apparatus which is provided with two yaw rate sensors and determines that an abnormality has occurred in the yaw rate sensor when the output values of the respective yaw rate sensors do not match each other. .

[0007]

In order to adopt the above-mentioned abnormality detecting device, it is necessary to provide two yaw rate sensors, but since the yaw rate sensor is expensive, it is necessary to detect this abnormality. It is wasteful in terms of cost to provide one extra just for that.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide an abnormality detection device for a yaw rate sensor that can detect an abnormality in the yaw rate sensor without providing two yaw rate sensors. It is intended.

[0009]

An abnormality detection device for a yaw rate sensor according to the present invention includes an output value of a yaw rate sensor, an output value obtained by applying a first-order lag filter to the output value, and an estimated yaw rate calculated from left and right wheel speeds. The above-mentioned object is achieved by appropriately combining and performing mismatch detection or difference detection.

That is, the invention according to claim 1 is a device for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, wherein left and right wheel speeds are detected respectively, and a left wheel has a predetermined time average wheel speed and a right wheel speed. Estimated yaw rate detection means for calculating an estimated yaw rate of the vehicle from the difference between the wheel speed and the average wheel speed for a predetermined time, a first-order lag filter provided so that the output value of the yaw rate sensor is input, and this first-order lag filter. And an abnormality determination means for determining that the yaw rate sensor has an abnormality when the output value of the estimated yaw rate detection means and the output value of the estimated yaw rate detection means do not match.

According to a second aspect of the present invention, there is provided a device for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, the first-order lag filter provided so that an output value of the yaw rate sensor is input. And an abnormality determination unit that determines that an abnormality has occurred in the yaw rate sensor when the output value of the first-order lag filter and the output value of the yaw rate sensor differ by a predetermined value or more. It is a thing.

Further, the invention according to claim 3 is an apparatus for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, wherein left and right wheel speeds are respectively detected, and a left wheel has an average wheel speed for a predetermined time and a right wheel speed. Estimated yaw rate detecting means for calculating an estimated yaw rate of the vehicle from the difference between the wheel average wheel speed for a predetermined time, and the yaw rate sensor when the output value of the estimated yaw rate detecting means and the output value of the yaw rate sensor differ by a predetermined value or more. And an abnormality determining means for determining that an abnormality has occurred.

According to a fourth aspect of the present invention, there is provided an apparatus for detecting an abnormality in a yaw rate sensor for detecting a yaw rate of a vehicle, which detects left and right wheel speeds respectively, and a left wheel has a predetermined time average wheel speed and a right wheel speed. Estimated yaw rate detection means for calculating an estimated yaw rate of the vehicle from the difference between the wheel speed and the average wheel speed for a predetermined time, a first-order lag filter provided so that the output value of the yaw rate sensor is input, and this first-order lag filter. Output value of the estimated yaw rate detection means does not match, or the output value of the first-order lag filter or the output value of the estimated yaw rate detection means and the output value of the yaw rate sensor have a predetermined value. When the above differences are made, the yaw rate sensor is provided with an abnormality determining means for determining that an abnormality has occurred.

[0014]

According to the present invention, the discrepancy between the output value obtained by applying the first-order lag filter to the output value of the yaw rate sensor and the estimated yaw rate calculated from the left and right wheel speeds is detected. Therefore, the following operational effects can be obtained.

That is, the output value of the yaw rate sensor is
While the actual yaw rate is the value detected in real time (actual yaw rate), the estimated yaw rate is calculated from the difference between the predetermined time average wheel speed of the left wheel and the predetermined time average wheel speed of the right wheel. Therefore, a phase shift with respect to the actual yaw rate inevitably occurs, and minute yaw rate fluctuations cannot be detected.

However, since the output value of the yaw rate sensor is not the output value itself but the output value obtained by applying the first-order lag filter to the estimated yaw rate is compared, the phase shift can be corrected, and By applying the second delay filter, the high frequency component contained in the output value of the yaw rate sensor can be removed. Therefore, if there is no abnormality in the yaw rate sensor, two very similar waveforms will be obtained,
The yaw rate sensor abnormality can be easily detected by detecting the mismatch between the two.

Therefore, according to the first aspect of the invention, it is possible to detect the abnormality of the yaw rate sensor without providing two yaw rate sensors.

According to the first aspect of the invention, the output value of the yaw rate sensor is applied to the first-order lag filter to detect the mismatch with the estimated yaw rate, and the output value of the yaw rate sensor is detected. Since the contained high-frequency component is removed, it is possible to detect an abnormality such as damage or disconnection of the yaw rate sensor, but it is difficult to detect an abnormality such as abnormal oscillation of the yaw rate sensor.

On the other hand, in the invention of claim 2 or 3, the output value of the yaw rate sensor and this
Since the difference between the output value applied to the next delay filter or the estimated yaw rate calculated from the left and right wheel speeds is detected, it is difficult to detect damage such as damage to the yaw rate sensor or disconnection. An abnormality such as abnormal oscillation of the sensor can be detected.

In order to detect any abnormality in the yaw rate sensor, when the output value of the first-order lag filter and the output value of the estimated yaw rate detecting means do not match, as in the invention described in claim 4, or When the output value of the first-order lag filter or the output value of the estimated yaw rate detecting means and the output value of the yaw rate sensor differ by a predetermined value or more, it may be determined that an abnormality has occurred in the yaw rate sensor.

[0021]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram showing a vehicle steering system in which an embodiment of an abnormality detection device for a yaw rate sensor according to the present invention is incorporated.

As shown in the figure, a vehicle steering system 10 according to this embodiment includes a front wheel steering mechanism 14 for steering front wheels 12.
The front wheel steering mechanism 14 is mechanically connected to the front wheel steering mechanism 14 via a transmission shaft 16. The front wheel steering angle is input to the rear wheels 18 from the front wheel steering mechanism 14 in conjunction with the front wheel steering by the front wheel steering mechanism 14. A rear-wheel steering mechanism 20 that steers to a predetermined target rear-wheel steering angle TGθ _R (which will be described later) according to θ _F , and a front-wheel steering angle θ provided in the rear-wheel steering mechanism 20. _A steering ratio variable mechanism 22 for setting and changing a steering ratio θ _S represented as a ratio of a rear wheel steering angle θ _{R to F} and a control unit 24 for controlling the steering ratio variable mechanism 22 are provided. And the control unit 24
The pair of vehicle speed sensors 26 provided on the left and right driven wheels, the driven wheel speeds V ₁ and V ₂ , the yaw rate sensor 28, the yaw rate ψ ′, the steering ratio sensor 30, the steering ratio θ _S , and the front wheel steering angle sensor 32 ( Each signal of the front wheel steering angle θ _F is input from the steering shaft. The yaw rate sensor 28 is adapted to detect the yaw rate ψ ′ of the vehicle by utilizing the Coriolis force generated by the vibrating tuning fork. The configuration of the rear wheel steering mechanism 20 is described in the above publication (JP-A-4-1080).
No. 79), the detailed description thereof will be omitted.

The control unit 24 controls the vehicle speed V obtained by averaging the driven wheel speeds V ₁ and V ₂ , the yaw rate ψ ′ and the front wheel steering angle θ _F , and the front wheel steering obtained by differentiating the front wheel steering angle θ _F. The steering ratio variable mechanism 22 adds and subtracts the signal calculation value obtained from each detection signal of the angle change rate θ ′ _F2.
Target steering ratio TGθ _{S for} (rear wheel steering control target value)
When the target turning ratio TGθ _S exceeds a predetermined allowable range set according to the vehicle speed, the target turning ratio TGθ _S is corrected to a value within the allowable range. There is. Then, using the corrected target turning ratio TGθ _S1 , the target rear wheel steering angle TGθ _R is calculated by the following equation: TGθ _R = θ _F · TGθ _S1 .

The target turning ratio TGθ _S is expressed by the following equation: TGθ _S = -G ₁ · f ₁ (V) · θ _{S · ST} + G ₂ · K
₂ (θ _F2 ) ・ J ₂ (｜ θ ′ _F2 ｜) ・ f ₂ (V) ・ θ
_{S · YAW -G 3 · K 3} (θ F2) · f 3 (V) · θ S · STD + G
It is set at ₄ · f ₄ (V).

In the above equation, the first term on the right side is the steering angle correction term,
The second term is a yaw rate correction term, the third term is a steering angle change rate correction term, and the fourth term is a vehicle speed response term which is a base when performing rear wheel steering control according to the vehicle speed. By setting the target steering ratio TGθ _S in this manner, when the front wheels are steered from the straight traveling state based on the vehicle speed-sensitive rear wheel steering control, the rear wheels face the front wheels in the initial stage of the steering. The steering is controlled to the opposite phase side to improve the turning ability, and then the yaw rate is generated and the rear wheels are steered to the same phase side where the direction is the same as that of the front wheels to achieve directional stability. Inversion control) can be performed.

In the above equation, G ₁ , G ₂ , G ₃ , and G ₄ are constants, and the other variables are the vehicle speed V, the yaw rate ψ ', and the front wheel steering angle θ _F, as shown in FIG. Based on this, it is calculated as follows.

First, variables f ₁ (V) and f of each term on the right side
₂ (V), f ₃ (V), and f ₄ (V) are vehicle speed sensitive gains, and map m10, m5, m13,
Each is calculated by m1. Of the above maps, maps m10 and m13 are variables f
_{The characteristics are such that 1} (V) and f ₃ (V) are 0 in the low vehicle speed and high vehicle speed regions, and have positive constant values in the medium vehicle speed region. Further, the map m5 of the above maps has a characteristic that the variable f ₂ (V) is set to 0 in the low vehicle speed region and to a constant positive value in the medium vehicle speed and high vehicle speed regions, respectively.
Furthermore, the remaining map m1 changes the variable f ₄ (V) from a negative large value in the low vehicle speed region, to a positive value in the medium vehicle speed region as the vehicle speed increases, and in the high vehicle speed region a large positive value. It is a characteristic to be a value.

Next, the variable θ _{S · ST} of the first term on the right side is a steering angle correction value, and after offsetting the front wheel steering angle θ _F to θ _F1 by the map m8, this is changed by the map m11. A hysteresis is added to θ _F1 to obtain θ _F2 , and the absolute value thereof is calculated from | θ _F2 | to be calculated by a map m9. Adding the offset in the map m8 is
This is to prevent unnecessary control from being performed by providing a dead zone in the minute rudder angle region.
The reason for adding the hysteresis at 1 is to prevent hunting from occurring in the control. In the map m9, when the variable θ _{S · ST} is 0 in the small steering angle region, a value proportional to the steering angle in the medium steering angle region, a positive constant value in the large steering angle region, and a larger steering angle region. Has a characteristic of being 0 when an abnormality occurs.

Next, the variable θ _{S · YAW} of the second term on the right side is a yaw rate correction value, and after the yaw rate ψ ′ is offset by the map m2 to ψ ′ ₁ , the map m3 is obtained.
The ψ from 'hysteresis was ψ added to _{1' 2,} and calculates the map m4 by. The reason for adding the offset and hysteresis is the same as in the case of the variable θ _{S · ST} . The map m4 has the characteristic that the variable θ _{S · YAW} is set to a value proportional to ψ ′ ₂ in the small yaw rate region, a positive constant value in the medium yaw rate region, and 0 in the large yaw rate region when an abnormality occurs. .

The variable K ₂ (θ _F2 ) of the second term on the right side is
It is the steering angle sensitive gain, and θ _F2 obtained in the map m11
From the map m6. The map m6 has a characteristic that the variable K ₂ (θ _F2 ) is a value substantially proportional to θ _F2 in the small front wheel steering angle region, and a value that the increase rate decreases as the front wheel steering angle increases.

Further, the variable J ₂ (│θ ') of the second term on the right side
_F2 |) is the steering angle change rate sensitive gain, and is the map m1.
The absolute value was obtained by differentiating θ _F2 obtained in 1 | θ ′ _F2 |
Is calculated from the map m7. In the map m7, the variable J ₂ (| θ ′ _F2 |) is changed to | θ ′ _F2 |
Is small, that is, a small value in the small front wheel steering angle change rate area, a large value in the middle front wheel steering angle change rate area, and a value that is even smaller in the large front wheel steering angle change rate area than in the small front wheel steering angle change rate area. Has become.

Next, the variable θ _{S · STD} of the third term on the right side is the steering angle change rate correction value, and is calculated by the map m12 from the value θ ′ _F2 obtained by differentiating the θ _F2 obtained by the map m11. It has become. In the map m12, the variable θ _{S · STD} is
The value in the small front wheel steering angle change rate region in proportion to the theta _'F2, positive constant value in the middle front wheel steering angle change rate region, a large front wheel steering angle change rate region has the characteristic to 0 as an abnormality has occurred .

The variable K ₃ (θ _F2 ) of the third term on the right side is
It is the steering angle sensitive gain, and θ _F2 obtained in the map m11
Is calculated from the map m14. The map m14 has a characteristic in which the variable K ₃ (θ _F2 ) is a value that is substantially proportional to θ _F2 in the small front wheel steering angle region, and a value that the increase rate decreases as the front wheel steering angle increases.

The target turning ratio TGθ _S is determined by adding / subtracting the signal operation value obtained by multiplying the constant and the variable for each term on the right side of the above equation, and this addition / subtraction value is an abnormal value. Then, since the target turning ratio TGθ _S also becomes an abnormal value, the target turning ratio TGθ _S becomes
When the allowable range set in accordance with the vehicle speed V (the shaded area in the map m15) is exceeded, the target turning ratio TGθ _S is either the upper limit value or the lower limit value within the allowable range (the curve indicated by the broken line in the map m15). ) To be corrected. The curve indicated by the solid line in the map m15 is the variable f ₄ (v) shown in the map m1.

The control unit 24 is further provided with a structure as an abnormality detecting device for detecting an abnormality of the yaw rate sensor 28. As shown in FIG. 3, this abnormality detection device 40 includes an estimated yaw rate detection means 42 and 1
It is composed of a next-delay filter 44 and an abnormality determining means 46.

The estimated yaw rate detecting means 42 detects the left and right driven wheel speeds V ₁ and V ₂ , respectively, and the left driven wheel speed V ₁
Consists of the difference between the predetermined time average wheel speed and the right of a predetermined time average wheel speed of the driven wheel speed V _2, the distance between the driven wheel so as to calculate the estimated yaw rate [psi _'V of the vehicle.

The first-order lag filter 44 is provided so that the output value (actual yaw rate ψ ') of the yaw rate sensor 28 is input, and delays the phase of the actual yaw rate ψ'and removes its high frequency components. Has become.
The actual yaw rate [psi 'phase delay of the estimated yaw rate [psi from the left and right driven wheel speeds V _1, V ₂ detected' is set to match the time required for _V calculation, this setting is specifically Is performed by appropriately adjusting the time constant of the first-order lag filter 44.

The abnormality determining means 46 determines whether the output value (filter output yaw rate ψ ′ _F ) of the first-order lag filter 44 and the estimated yaw rate ψ ′ _V do not match, or the filter output yaw rate ψ ′ _F and the actual yaw rate. When ψ ′ differs by a predetermined value or more, it is determined that an abnormality has occurred in the yaw rate sensor 28, and a signal based on this determination result is output to the target value determining means 34. . That is, the constants G ₁ , G ₂ and G ₃ in the equation for calculating the target turning ratio TGθ _S are changed to zero so that only the vehicle speed sensitive rear wheel turning control is performed.
Filter output yaw rate ψ ′ _F and estimated yaw rate ψ ′ _V
Mismatch determination that _{is, | ψ 'F -ψ' V} | time becomes ≧ A, also difference determining the filter output yaw rate [psi _'F and the actual yaw rate [psi' _{A, | ψ 'F -ψ' |} ≧ B It will be performed when, but A <B is set here. This is because the filter output yaw rate ψ ′ _F and the estimated yaw rate ψ ′ _V should originally match, while the filter output yaw rate ψ ′ _D and the actual yaw rate ψ ′ originally have an output difference due to a phase shift. Is.

Next, the operation of this embodiment will be described.

As shown in FIG. 4 (a), when the yaw rate sensor 28 is operating normally, because the phase delay occurs in the _F 'filter output yaw rate [psi against' the actual yaw rate [psi, both correspondingly Although there is a difference in the output values of the above, the difference is not so large and | ψ ′ _F −ψ ′ | <B. On the other hand, no ho Dondo difference between 'and _F estimated yaw rate [psi' filter output yaw rate [psi and _V, | [psi _'F -
ψ ′ _V | <A.

[0042] However, if an abnormality in the yaw rate sensor 28 is generated, the actual yaw rate [psi 'and filter output yaw rate [psi' _F is contrast becomes different from the waveform shown in FIG. 4 (a), the estimated yaw rate [psi ' _V is Figure 4
Since the waveform remains as shown in (a), | ψ ′ _F −ψ ′ |
≧ B or | φ ′ _F −φ ′ _V | ≧ A, and a mismatch determination or a difference determination is made. In this case, A <
Since it is B, | ψ ′ _F −ψ ′ _V | ≧ A is often established first. However, if the abnormality that has occurred in the yaw rate sensor 28 is due to abnormal oscillation of the yaw rate sensor 28 or the like, FIG. As shown in b), while the actual yaw rate ψ ′ has a jagged waveform, the filter output yaw rate ψ ′ _D has a smooth waveform with high frequencies removed,
First, | ψ ′ _F −ψ ′ | ≧ A is often established.

As described in detail above, in the present embodiment, the mismatch detection between the filter output yaw rate ψ ′ _F and the estimated yaw rate ψ ′ _V that are out of phase with the actual yaw rate ψ ′ and the high frequency components are removed is detected. Therefore, if no abnormality occurs in the yaw rate sensor 28, both output values have two waveforms that are extremely close to each other, and therefore the yaw rate sensor abnormality can be easily detected by detecting the mismatch.

[0044] Since the high frequency component filter output yaw rate [psi _'F is the actual yaw rate [psi' contained within has been removed, it is difficult to detect the abnormality of the abnormal oscillation or the like of the yaw rate sensor 28 by the abnormality detection In the present embodiment, the difference between the actual yaw rate ψ ′ and the filter output yaw rate ψ ′ _F which is equal to or more than a predetermined value is also detected, so that the yaw rate sensor 28 may not be abnormally oscillated. Can be detected.

Therefore, according to this embodiment, it is not necessary to provide two yaw rate sensors, and the yaw rate sensor 28
Can detect all abnormalities.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a vehicle steering system incorporating an embodiment of an abnormality detection device for a yaw rate sensor according to the present invention.

FIG. 2 is a control block diagram showing the operation of the steering device.

FIG. 3 is a block diagram showing the configuration of the above embodiment.

FIG. 4 is a waveform chart showing the operation of the above embodiment.

[Explanation of symbols]

10 Steering Device 14 Front Wheel Steering Mechanism 20 Rear Wheel Steering Mechanism 22 Steering Ratio Variable Mechanism 24 Control Unit (Target Value Determining Means, Abnormality Detection Device) 26 Vehicle Speed Sensor 28 Yaw Rate Sensor 30 Steering Ratio Sensor 32 Front Wheel Steering Angle Sensor 34 Target Value determining means 40 Abnormality detecting device 42 Estimated yaw rate detecting means 44 First-order lag filter 46 Abnormality determining means

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Claims (4)

[Claims] 1. A device for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, wherein left and right wheel speeds are respectively detected, and a left wheel has a predetermined time average wheel speed and a right wheel has a predetermined time average wheel speed. Estimated yaw rate detection means for calculating an estimated yaw rate of the vehicle from the difference between the two, a first-order lag filter provided to receive the output value of the yaw rate sensor, an output value of the first-order lag filter and the estimated yaw rate detection. An abnormality detection device for the yaw rate sensor, comprising: abnormality determination means for determining that an abnormality has occurred in the yaw rate sensor when the output values of the means do not match. 2. A device for performing abnormality detection of a yaw rate sensor for detecting a yaw rate of a vehicle, the first-order lag filter provided so that an output value of the yaw rate sensor is input, and the first-order lag filter. An abnormality detection device for a yaw rate sensor, comprising: abnormality determination means for determining that an abnormality has occurred in the yaw rate sensor when the output value and the output value of the yaw rate sensor differ by a predetermined value or more. . 3. A device for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, wherein left and right wheel speeds are respectively detected, and a left wheel has a predetermined time average wheel speed and a right wheel has a predetermined time average wheel speed. The estimated yaw rate detecting means for calculating the estimated yaw rate of the vehicle from the difference between the yaw rate sensor and the output value of the yaw rate sensor and the output value of the yaw rate sensor differ from each other by a predetermined value or more, and it is determined that the yaw rate sensor has an abnormality. An abnormality detection device for a yaw rate sensor, comprising: abnormality determination means. 4. A device for detecting an abnormality of a yaw rate sensor for detecting a yaw rate of a vehicle, wherein left and right wheel speeds are respectively detected, and a left wheel has a predetermined time average wheel speed and a right wheel has a predetermined time average wheel speed. Estimated yaw rate detection means for calculating an estimated yaw rate of the vehicle from the difference between the two, a first-order lag filter provided to receive the output value of the yaw rate sensor, an output value of the first-order lag filter and the estimated yaw rate detection. When the output value of the yaw rate sensor does not match, or when the output value of the first-order lag filter or the output value of the estimated yaw rate detecting means differs from the output value of the yaw rate sensor by a predetermined value or more, the yaw rate sensor An abnormality detection device for a yaw rate sensor, comprising: abnormality determination means for determining that an abnormality has occurred in the.