JPH1182133A - Failure diagnostic device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically form a specific operation pattern for failure diagnosis and execute failure diagnosis rapidly and accurately. SOLUTION: When a mode switch 11 is off, an ECU 20 performs normal engine control for controlling throttle opening according to an operating state. Upon detecting the 'on' state of the mode switch 11, the ECU 20 controls throttle opening 3 by driving a throttle actuator 4 so as to obtain a specific operation pattern suitable for on-board failure diagnosis and executes self- diagnosis to detect abnormality of a system. Failure diagnosis can therefore be executed rapidly and accurately without the diagnosis being suspended due to getting out of the specific operation pattern by the change of the throttle opening 3 caused by the accelerator operating error of a driver at the time of checking a vehicle. Vehicle checking efficiency can therefore be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for diagnosing a failure in a specific driving pattern.

[0002]

2. Description of the Related Art The control system of a vehicle such as an automobile is electronically controlled in a complicated manner, and when an abnormality occurs in the system, a high level of knowledge and judgment is required to investigate the cause. For this reason, recently, the electronic control system itself is equipped with a self-diagnosis function for failure diagnosis, and if an abnormality occurs, a warning is issued to the driver, and measures such as avoiding system malfunction due to abnormal data beforehand are taken. I'm trying to take it.

For example, Japanese Unexamined Patent Publication No. Hei 7-158492 discloses that an accelerator pedal sensor detects the amount of depression of an accelerator pedal, and an electronic throttle control device that drives a throttle valve with an electric motor detects an abnormality based on a drive control signal. A technique for monitoring the presence or absence is disclosed.

[0004]

In general, at the time of line end or vehicle maintenance, specific driving (running) is performed.
Activate the self-diagnosis function of the electronic control system with a pattern,
A vehicle check is performed based on the diagnosis result. Conventionally, a specific driving pattern for failure diagnosis has been artificially created by a driver's accelerator operation.

[0005] For this reason, the throttle opening changes due to a slight mistake of the accelerator operation by the driver, and the specific driving pattern cannot be maintained for a sufficient time to complete the diagnosis. In addition, there is a problem that it takes time to establish the diagnostic conditions, and not only is the worker checking the vehicle paying attention, but if the vehicle checking efficiency is to be improved, the influence of the driver's slight accelerator operation is In such a case, it is necessary to take measures such as easing the diagnostic conditions so as to disregard the information, and there is a problem that the accuracy of the diagnosis is impaired.

The present invention has been made in view of the above circumstances, and a vehicle capable of automatically generating a specific driving pattern for failure diagnosis and performing a failure diagnosis quickly and accurately to improve work efficiency. The purpose of the present invention is to provide a failure diagnosis device.

[0007]

According to the first aspect of the present invention,
A failure diagnosis device for a vehicle equipped with an electronic control device that controls an opening of a throttle by driving an actuator connected to a throttle valve of an engine. And a means for self-diagnosing a system abnormality while controlling the throttle opening to achieve the specific operation pattern.

According to a second aspect of the present invention, in the first aspect of the present invention, the accelerator is opened by a diagnosis start request operation input to the electronic control unit or a diagnosis start request input from an external device connected to the electronic control unit. Switching from the control target value of the throttle opening based on the degree to the control target value of the throttle opening which becomes the specific operation pattern.

According to a third aspect of the present invention, in the first aspect of the present invention, the control target value of the throttle opening which becomes the specific operation pattern is set based on data previously stored in the electronic control unit. It is characterized by the following.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the control target value of the throttle opening which is the specific operation pattern is received from an external device connected to the electronic control unit. Is set.

According to a fifth aspect of the present invention, in the first aspect of the invention, the self-diagnosis is performed on an input signal system to the electronic control unit and an output signal system from the electronic control unit. The diagnosis of the output signal system is performed after the diagnosis of the input signal system.

That is, in the vehicle failure diagnosis apparatus according to the present invention, a control target value of the throttle opening is set so that a specific operation pattern is obtained irrespective of the accelerator opening, and the control target value is set to the throttle valve of the engine. While controlling the throttle opening by driving the continuously provided actuator, a self-diagnosis of a system abnormality is performed.

The control target value of the throttle opening, which is a specific operation pattern, is determined by the throttle opening based on the accelerator opening in response to a diagnosis start request operation input to the electronic control unit or a diagnosis start request input from an external device such as a diagnosis tester. Can be set based on data stored in the electronic control unit in advance or by receiving data from an external device. that time,
It is desirable to perform a self-diagnosis on an input signal system to the electronic control device and an output signal system from the electronic control device, and to diagnose the output signal system after diagnosing the input signal system.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 5 show a first embodiment of the present invention.
1 is a block diagram showing an electronic control system of the engine, FIG. 2 is a flowchart of a throttle control routine,
3 and 4 are flowcharts of a failure diagnosis routine, and FIG. 5 is a characteristic diagram showing a relationship between an accelerator opening and a throttle opening.

In FIG. 1, reference numeral 1 denotes an engine,
A throttle actuator 4 for driving the throttle valve 3 is connected to a throttle valve 3 provided in the middle of a suction pipe 2 of the engine 1, and the throttle opening is electronically controlled to change the intake air amount. Electronic throttle control type engine.

The engine 1 is an electronic control unit (ECU) 2 mainly composed of a microcomputer.
0 electronically controlled. The ECU 20 includes:
Various sensors / switches and various actuators for detecting the operation state are connected to the ECU 20.
The sensors connected to are, for example, an accelerator sensor 5 for detecting an amount of depression of an accelerator pedal, a crank angle sensor 6 for detecting a crank angle of the engine 1 and calculating an engine speed, and for measuring an intake air amount. , An intake pipe pressure sensor 8 for detecting the pressure in the intake pipe 2, a vehicle speed sensor 9 for detecting the vehicle speed, a throttle sensor 10 for detecting the opening of the throttle valve 3, and the like. Yes, and the ECU 2
The actuators connected to 0 include the throttle actuator 4 and other fuel injection valves (not shown).

The ECU 20 determines a target throttle opening corresponding to a required load based on a driver's accelerator operation based on the driving state detected by various sensors, and controls a control amount such as a fuel injection amount and an ignition timing. , And
A drive signal is output to the throttle actuator 4 to control the throttle opening to the target opening, the fuel injection amount and ignition timing are calculated, and a drive signal is output to a fuel injection valve (not shown) to inject fuel. Let me
An ignition signal for sparking a spark plug (not shown) is output to the igniter.

The ECU 20 is provided with a self-diagnosis function for self-diagnosis of a system abnormality. When a mode switch 11 connected to the ECU 20 is turned on, a state such as a line end or vehicle maintenance is provided. To execute on-board failure diagnosis. Further, an external device such as a diagnostic tester 30 can be connected to the ECU 20 via a serial line or the like. The diagnostic tester 30 transmits an execution command of a specific failure diagnosis to the ECU 20, Can be read.

As the diagnostic tester 30, there is, for example, a portable failure diagnostic device which emphasizes versatility disclosed in Japanese Patent Publication No. 7-76737 by the present applicant. By making the memory cartridge containing the storage medium storing the diagnostic program corresponding to the formula etc. replaceable with respect to the failure diagnostic device main body, and reading data in the electronic control device by data communication with the electronic control device of the vehicle, Maintenance personnel can easily check the control system of the vehicle.

When the mode switch 11 is OFF, the ECU 20 performs normal engine control for controlling the throttle opening in accordance with the operating state, and performs an on-board failure diagnosis in response to a diagnosis start request operation input by turning on the mode switch 11. Then, the throttle actuator 4 is driven to control the throttle opening so as to have a specific operation pattern suitable for the operation mode, and a self-diagnosis mode for detecting a system abnormality is set.

Hereinafter, processing related to on-board failure diagnosis by the ECU 20 will be described with reference to the flowcharts of FIGS.

FIG. 2 shows a throttle control routine that is executed, for example, at predetermined time intervals. In step S101, an accelerator opening by a driver's operation is calculated based on a signal from the accelerator sensor 5, and in step S102, An actual throttle opening of the throttle valve 3 is calculated based on a signal from the throttle sensor 10.

Next, the process proceeds to step S103, where it is determined whether or not the mode switch 11 is ON.
In the case of FF, the process proceeds to step S104 and later to execute normal throttle control, and when the mode switch 11 is ON, the process proceeds to step S107 and later in order to control the throttle opening to a specific throttle opening for executing the failure diagnosis.

In the normal throttle control mode after step S104, in step S104, the first target throttle opening corresponding to the load required by the driver is determined based on the accelerator opening-throttle opening characteristics shown in FIG. Calculate and step
In S105, the control amount of the throttle actuator 4 corresponding to the first target throttle opening is calculated.

When the timer Ta, which will be described later, is cleared in step S106, the process proceeds to step S110, in which a drive signal is output to the throttle actuator 4 to control the actual throttle opening to match the first target throttle opening. Exit the routine.

On the other hand, when the mode switch 11 is turned on and the operation proceeds to the diagnosis mode after step S107, a second target throttle opening for failure diagnosis is calculated in step S107. The control amount of the throttle actuator 4 corresponding to the target throttle opening is calculated.

Then, in step S109, the timer Ta is incremented, and in step S110, a drive signal is output to the throttle actuator 4 to control the actual throttle opening to match the second target throttle opening. Exit.

That is, when the mode switch 11 is turned on, the throttle opening is maintained at the set opening and fixed to a specific driving pattern regardless of the accelerator operation by the driver. The degree of change is prevented, and the reliability and reliability of diagnosis are improved.

Next, when the mode switch 11 is turned on, the failure diagnosis routine shown in FIGS. In this failure diagnosis routine, in step S201, the timer Ta is used to determine that the actual throttle opening is consistent with the second target throttle opening in the diagnosis mode and the engine is in a steady state operation.
It is checked whether or not the time measurement of the time exceeds the set time A.

As a result, if the time measured by the timer Ta has not yet exceeded the set time A, the routine exits from the step S201, and if the time measured by the timer Ta has exceeded the set time A, the routine operation in a specific operation pattern It is determined that the state has been reached, and the process proceeds from step S201 to step S202 and thereafter to execute on-board failure diagnosis.

In this on-board failure diagnosis, the engine speed Ne calculated from the output of the crank angle sensor 6, the suction pipe pressure P calculated from the output of the suction pipe pressure sensor 8,
Intake air amount Q calculated from the output of airflow sensor 7
However, by examining whether or not the throttle opening is within a set range to be accommodated by the operation pattern in which the throttle opening is maintained at the second target throttle opening, the abnormality of the corresponding sensor or the associated actuator is diagnosed.

For this reason, first, in step S202, it is checked whether or not the engine speed Ne is in a range between the set value N1 and the set value N2 (N1 <NE <N2). Proceeding to S203, the suction pipe pressure P becomes the set value P1.
Is in the range between the value and the set value P2 (P1 <P <P2)
Check whether or not. When the suction pipe pressure P is within the set range, it is checked in step S204 whether the intake air amount Q is in the range between the set value Q1 and the set value Q2 (Q1 <Q <Q2), and the setting is performed. If it is within the range, it is determined that the crank angle sensor 6, the suction pipe pressure sensor 8, and the air flow sensor 7 are normal, and in step S206, each of the sensors for measuring the elapsed time when each sensor is out of the set range is measured. Timers Tb, Tc,
Clear Td and Te and exit the routine.

When the suction pipe pressure P is out of the set range in the step S203, the steps from the step S203 are repeated.
Proceeding to S207, similar to step S204, the intake air amount Q
It is checked whether or not is within the setting range. If the value is outside the setting range, the timers Tb, Tc, Td, Te are cleared in step S206, and the routine exits. If the value is within the setting range, the process proceeds to step S208. Then, the timer Tc is incremented, and the process proceeds to step S209.

In step S209, it is checked whether or not the time measured by the timer Tc has exceeded the set time C. When the time has not exceeded the set time C, in step S211 each of the timers Tb, Td,
When Te is cleared and the routine is exited and the set time C is exceeded, that is, when the engine speed Ne and the intake air amount Q
However, when each state is within the set range and only the suction pipe pressure P is out of the set range for the set time, the process proceeds to step S210, where it is determined that the suction pipe pressure sensor 8 is abnormal. The timers Tb, Td, Te are cleared and the routine exits.

When an abnormality has occurred as a result of the diagnosis, a display notifying the occurrence of the abnormality is displayed and the EC is displayed.
The data is stored inside the U20, and data such as the part where the abnormality has occurred and the content of the abnormality can be read out by the diagnostic tester 30.

Further, in step S204, the intake air amount Q
Is outside the set range, the process proceeds from step S204 to step S212, and the timer Tb is incremented. At step S213, it is checked whether or not the time counted by the timer Tb exceeds the set time B. If the time of the timer Tb has not exceeded the set time B, the timers Tc, Td, Te are cleared in step S215, and the routine exits. If the time of the timer Tb has exceeded the set time B,
When the engine speed Ne and the suction pipe pressure P are within the set ranges, respectively, and only the intake air amount Q is out of the set range for the set time, the process proceeds to step S214 and determines that the air flow sensor 7 is abnormal. Judge, step S215
To clear the timers Tc, Td, Te and exit the routine.

On the other hand, when the engine speed Ne is out of the set range in step S202, the process proceeds from step S202 to step S216, and similarly, whether the suction pipe pressure P is in the set range (P1 <P <P2) If the suction pipe pressure P is out of the set range, it is checked in step S217 whether the intake air amount Q is within the set range (Q1 <Q <Q2), and if the suction pipe pressure P is within the set range. If so, it is checked in step S222 whether the intake air amount Q is within the set range (Q1 <Q <Q2).

First, in step S217, when the intake air amount Q is within the set range, each of the timers Tb, Tc,
The routine exits through step S206 for clearing Td and Te, and when the intake air amount Q is out of the set range, that is, when the engine speed Ne, the suction pipe pressure P, and the intake air amount Q are all outside the set range, step Proceed to S218 and timer T
e is incremented.

Next, the process proceeds from step S218 to step S219 to check whether or not the time measured by the timer Te has exceeded the set time E. If the time has not exceeded the set time E, the process proceeds to step S2.
When the timers Tb, Tc, Td are cleared at 21 and the routine is exited, and the timer Te exceeds the set time E,
Proceeding to step S220, it is determined that the throttle control system such as the throttle actuator 4 or the throttle sensor 10 is abnormal.

That is, the engine speed Ne, the suction pipe pressure P, and the suction air amount Q are all out of the set ranges despite the fact that the second target throttle opening is controlled to achieve a specific operation pattern. Is determined to have continued for the set time, it is determined that the throttle control system is abnormal and does not have a specific operation pattern. Then, the process proceeds to step S221 to clear the timers Tb, Tc, Td, and exits the routine.

On the other hand, in step S222, when the intake air amount Q is out of the set range, each of the timers Tb, Tc, T
The routine exits through step S206 for clearing d and Te, and when the intake air amount Q is within the set range, step S2
Proceeds to 23, increments the timer Td, and proceeds to step S2
At 24, it is checked whether or not the count of the timer Td has exceeded the set time D.

If the timer Td does not exceed the set time D in step S224, the timers Tb, Tc and Te are cleared in step S226 and the routine exits, and the timer Td measures the set time D. In other words, when the intake pipe pressure P and the intake air amount Q are within the set ranges and only the engine speed Ne is outside the set range for a set time,
Proceeding to S225, it is determined that the crank angle sensor 6 is abnormal, and the timers Tb, Tc, Te are cleared in step S226, and the routine exits.

Accordingly, the failure diagnosis can be performed quickly and accurately without a deviation from a specific driving pattern due to a slight change in the accelerator operation by the driver and the diagnosis being stopped. In addition, a specific operating pattern for diagnosis is automatically created by eliminating artificial factors, so that it is possible to respond to strict diagnostic conditions, and the accuracy of diagnosis is impaired by relaxing diagnostic conditions. Therefore, it is possible to prevent a secondary problem caused by incorrect diagnosis.

FIGS. 6 to 9 relate to the second embodiment of the present invention, FIGS. 6 and 7 are flowcharts of a throttle control routine, FIG. 8 is a flowchart of a failure diagnosis routine,
FIG. 9 is an explanatory diagram showing an operation pattern at the time of diagnosis.

This embodiment is different from the first embodiment in that when the on-board failure diagnosis is carried out, the ECU 20 receives signals from sensors and the like.
After diagnosing the input signal system input to the
This is for diagnosing an output signal system output from the controller to actuators and the like.

In this embodiment, the mode switch 11 is turned off.
In the case of the first embodiment, as in the first embodiment, the ECU 20 performs normal engine control for controlling the throttle opening in accordance with the operation state. However, when the mode switch 11 is detected to be ON, the ECU 20 issues an on-board diagnosis start request from the diagnosis tester 30. , E
The throttle opening is controlled via the throttle actuator 4 so that an optimal operation pattern for executing the on-board failure diagnosis in the CU 20 is obtained.

The operation pattern of the present embodiment is shown in FIG. That is, after the mode switch 11 is turned on, the on-board diagnosis start request is received from the diagnosis tester 30. Until the time T1, the normal throttle control mode is set. Time T
From 1 to time T2, the actual throttle opening is controlled to be the second target throttle opening similar to the first embodiment. Further, after receiving the on-board diagnosis start request, the actual throttle opening is set to the third position from time T2 to time T3.
It is controlled to reach the target throttle opening. The operation pattern after the time T1 is set by data stored in the ECU 20 or data transmitted from the diagnostic tester 30.

In the steady operation state at the second target throttle opening, the sensor-related diagnosis as described in the first embodiment is performed, and in the steady operation state at the third target throttle opening, the actuator is operated. Perform a diagnosis of the relationship.
That is, since many actuators and the like that control by giving an output signal from the ECU 20 use the input value of the sensor, diagnosis of the input signal system is performed first, and then diagnosis of the output signal system is performed.

FIGS. 6 and 7 show a throttle control routine according to the present embodiment. In this routine, when the accelerator opening degree by the driver's operation is calculated based on the signal from the accelerator sensor 5 in step S301, the routine proceeds to step S302. The actual throttle opening is calculated based on the signal from the throttle sensor 10, and the mode switch 11 is turned on in step S103.
Check if it is N.

When the mode switch 11 is off,
Proceeding from step S303 to step S304, the timer Tm
Is cleared, and a first target throttle opening corresponding to the driver's required load is calculated in step S305, as in the first embodiment. Then, in step S306, the throttle actuator 4 corresponding to the first target throttle opening is calculated. Is calculated. Then, in step S307, a drive signal is output to the throttle actuator 4 to control the actual throttle opening to match the first target throttle opening, and the routine exits.

On the other hand, when the mode switch 11 is ON in step S303, the process branches from step S303 to step S308 to check whether or not the diagnostic tester 30 has issued an on-board diagnostic start request. When there is no request (when not received), the process jumps to step S304 described above, and when there is a diagnosis start request (when received),
Proceeding to step S309, the timer Tm is incremented.

Next, the routine proceeds to step S310, where the timer Tm
It is determined whether or not the time measurement has exceeded the set time T1, and if the time has not exceeded the set time T1, the above-described step S305 is performed.
And the control of the actual throttle opening to the first target throttle opening is continued. When the set time T1 is exceeded, in step S311, the timer Tm further counts the set time T2.
Check if it exceeds.

If the time has not exceeded the set time T2, the process proceeds from step S311 to step S312, where the second
The target throttle opening is calculated, and in step S313, the control amount of the throttle actuator 4 corresponding to the second target throttle opening is calculated. In step S314, a drive signal is output to the throttle actuator 4 to calculate the actual throttle opening. Control to match the second target throttle opening,
Exit the routine.

When the elapsed time after the mode switch 11 is turned on and the diagnosis start request is received exceeds the set time T2, the process proceeds from step S311 to step S315.
It is determined whether or not the time measured by the timer Tm has exceeded the set time T3. If the time has not exceeded the set time T3, the process proceeds to step S316.
Is calculated in step S317.
Calculates the control amount of the throttle actuator 4 corresponding to the third target throttle opening, and in step S318, outputs a drive signal to the throttle actuator 4 to control the actual throttle opening to match the third target throttle opening. And exit the routine.

Thereafter, the timer Tm measures the set time T3.
If it exceeds the threshold value, the process proceeds from step S315 to step S319, and in the control state of the second target throttle opening, the diagnosis result of the input signal system performed by the failure diagnosis routine of FIG. 8 and the third target throttle opening. 8 in the control state of FIG.
The diagnosis result of the output signal system executed by the failure diagnosis routine of (1) is transmitted to the diagnosis tester 30, and the process jumps to step S304 to return to the normal throttle control according to the accelerator opening.

Next, in the failure diagnosis routine of FIG. 8, in step S401, it is checked whether or not the time measured by the timer Tm has exceeded the set time T1a (where T1 <T1a <T2). The set time T1a is an elapsed time after the start of the control to the second target throttle opening, in which the actual throttle opening surely matches the second target throttle opening and it can be considered that the engine is in a steady operation. In step S401, the timer Tm
If the measured time does not exceed the set time T1a, the routine exits. If the measured time exceeds the set time T1a, the process proceeds from step S401 to step S402.

In step S402, similarly, after the control to the third target throttle opening is started, the set time during which the actual throttle opening surely coincides with the third target throttle opening and it can be considered that the engine is in a steady state operation. T2b (however, T2 <T2
b <T3) is checked, and if the time measured by the timer Tm does not exceed the set time T2b, step S402 is performed.
The process proceeds from step S403 to step S403, where, for example, a diagnosis of the input signal system similar to the diagnosis of the sensors described in the first embodiment is performed.

Thereafter, the time measured by the timer Tm is equal to the set time T2.
If b is exceeded, the process proceeds from step S402 to step S404, and the output signal system is diagnosed. The diagnosis of the output signal system is performed by, for example, determining whether the control amount corresponding to the operation range of each actuator in the operating state where the actual throttle opening is controlled to the third target throttle opening is within the set range. It is performed by a process such as checking whether or not it is.

In this embodiment, the throttle opening is automatically controlled based on a signal from the diagnostic tester 30 to create a specific driving pattern. Therefore, automatic driving is possible, and labor saving in vehicle checking can be achieved. it can.

[0060]

As described above, according to the present invention, the control target value of the throttle opening is set so as to have a specific operation pattern regardless of the accelerator opening, and the control target value is set to the throttle valve of the engine. While controlling the throttle opening by driving the actuator connected to the vehicle, the throttle opening changes due to the driver's accelerator operation error when checking the vehicle, and the specific operating pattern Therefore, the failure diagnosis can be performed quickly and accurately without the diagnosis being stopped and the efficiency of the vehicle check can be improved.

Further, since a specific operation pattern for diagnosis is automatically created by eliminating an artificial factor, it is possible to cope with strict diagnosis conditions. Excellent effects are obtained, such as being able to avoid a secondary problem due to inaccurate diagnosis without being damaged.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an electronic control system of an engine according to a first embodiment of the present invention.

FIG. 2 is a flowchart of a throttle control routine according to the first embodiment;

FIG. 3 is a flowchart of a failure diagnosis routine (part 1);

FIG. 4 is a flowchart of a failure diagnosis routine (part 2);

FIG. 5 is a characteristic diagram showing a relationship between an accelerator opening and a throttle opening;

FIG. 6 is a flowchart (part 1) of a throttle control routine according to the second embodiment of the present invention;

FIG. 7 is a flowchart of a throttle control routine (part 2);

FIG. 8 is a flowchart of a failure diagnosis routine according to the first embodiment;

FIG. 9 is an explanatory diagram showing an operation pattern at the time of diagnosis;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 3 ... Throttle valve 4 ... Throttle actuator 11 ... Mode switch 20 ... ECU30 ... Diagnostic tester

Claims (5)

[Claims] 1. A failure diagnosis device for a vehicle equipped with an electronic control device for controlling an throttle opening by driving an actuator connected to a throttle valve of an engine, wherein a specific operation pattern is provided regardless of an accelerator opening. Means for setting a control target value of the throttle opening so as to satisfy; and means for self-diagnosing a system abnormality while controlling the throttle opening so as to attain the specific operation pattern. Vehicle failure diagnosis device. 2. The method according to claim 1, further comprising the step of: inputting a diagnosis start request to the electronic control unit or inputting a diagnosis start request from an external device connected to the electronic control unit. 2. The fault diagnosis device for a vehicle according to claim 1, wherein the target is switched to a control target value of a throttle opening which becomes an operation pattern. 3. The fault diagnosis of a vehicle according to claim 1, wherein the control target value of the throttle opening which becomes the specific driving pattern is set based on data stored in the electronic control unit in advance. apparatus. 4. The vehicle according to claim 1, wherein the control target value of the throttle opening which becomes the specific operation pattern is set by receiving data from an external device connected to the electronic control unit. Fault diagnosis device. 5. The self-diagnosis is performed on an input signal system for the electronic control device and an output signal system from the electronic control device, and after the input signal system is diagnosed, the output signal system is diagnosed. The fault diagnosis device for a vehicle according to claim 1, wherein the fault diagnosis is performed.