WO2005064350A1 - 車体加速度センサの故障診断装置、アンチロック・ブレーキ・システム - Google Patents
車体加速度センサの故障診断装置、アンチロック・ブレーキ・システム Download PDFInfo
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- WO2005064350A1 WO2005064350A1 PCT/JP2004/019544 JP2004019544W WO2005064350A1 WO 2005064350 A1 WO2005064350 A1 WO 2005064350A1 JP 2004019544 W JP2004019544 W JP 2004019544W WO 2005064350 A1 WO2005064350 A1 WO 2005064350A1
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- vehicle
- acceleration sensor
- vehicle body
- output
- body acceleration
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
Definitions
- the present invention relates to a sensor mounted on a vehicle and changing according to the traveling state of the vehicle during traveling of the vehicle, particularly a failure of a vehicle body acceleration sensor for performing failure diagnosis of a vehicle acceleration sensor for detecting a vehicle acceleration of the vehicle.
- the present invention relates to a diagnostic device and an antilock / brake system including a failure diagnostic device for the vehicle body acceleration sensor.
- ABS antilock 'brake' system
- This vehicle acceleration sensor measures the vehicle acceleration in the traveling direction of the vehicle, and if the deceleration during braking is smaller than a certain value, it is determined that the road surface has a low frictional resistance value (hereinafter referred to as a low road surface).
- Slip control logic for roads with high frictional resistance (hereinafter referred to as high roads) is switched to slip control logic for low ⁇ roads to increase control accuracy, thereby preventing wheel locking. . Therefore, this vehicle body acceleration sensor is indispensable especially in ABS of a four-wheel drive vehicle. If the vehicle body acceleration sensor fails, slip control becomes impossible and the wheels may be locked. Therefore, it can be said that detecting the failure of the vehicle acceleration sensor is indispensable.
- the failure mode of the vehicle acceleration sensor is a force that can assume several failure modes.One of them is an output that keeps the vehicle acceleration output signal unchanged following the vehicle acceleration while outputting a constant vehicle acceleration signal. There is a stick failure.
- a vehicle body acceleration that also calculates a wheel speed sensor force and a vehicle body acceleration detected by a vehicle body acceleration sensor when antilock / brake control is not controlled. It is known that when the difference is equal to or more than a predetermined value, it is determined that the vehicle body acceleration sensor has an output fixation failure (for example, see Patent Document 1).
- the threshold value is set to a vehicle body acceleration acting on the vehicle body due to gravity assumed when going up or down a slope having a sufficiently large inclination angle, and the vehicle speed acceleration calculated also based on the wheel speed sensor force. If the vehicle acceleration detected by the vehicle acceleration sensor is larger than the threshold value and the vehicle acceleration is smaller than the threshold value, it is known that the vehicle acceleration sensor determines that the output is stuck and has a failure. See Reference 2). Furthermore, the relative acceleration difference between the logical vehicle acceleration calculated from the wheel speeds and the physical vehicle acceleration detected by the vehicle acceleration sensor is calculated, and the duration of the state where the acceleration difference exceeds a predetermined value is calculated.
- Patent Document 1 Japanese Patent Laid-Open No. 1195168
- Patent Document 2 JP-A-8-184610
- Patent Document 3 JP-A-2003-63375
- a typical automotive ABS includes a vehicle control device called an ECU (electronic control unit).
- the ECU calculates the wheel speed by inputting the AC signal transmitted from the wheel speed sensor, and calculates the slip rate and wheel acceleration / deceleration based on the signal.
- the ECU also has a system monitor function that enables normal brake operation, and the ECU also detects a failure in fixing the output of the vehicle body acceleration sensor.
- the ECU While the vehicle is running, the ECU must constantly execute various arithmetic processes based on various vehicle state information and various control processes such as anti-lock brake control based on the arithmetic processes.
- various control processes such as anti-lock brake control based on the arithmetic processes.
- the control processing load of the ECU increases, and depending on the running state of the vehicle, a delay may occur in the arithmetic processing and control processing, and the desired anti-loading may occur. Lock and brake control performance may not be sufficiently obtained.
- the present invention has been made in view of such a situation, and an object of the present invention is to provide a sensor which is mounted on a vehicle and whose output changes according to the traveling state of the vehicle during traveling of the vehicle, particularly the vehicle.
- An object of the present invention is to reduce the control processing load of an antilock brake system for a vehicle based on a failure diagnosis of a vehicle acceleration sensor that detects a vehicle acceleration.
- a first aspect of the present invention provides a vehicle acceleration sensor mounted on a vehicle, vehicle speed detection means for detecting a speed of the vehicle, and an output variation width of the vehicle acceleration sensor. And a vehicle body acceleration sensor output variation width calculating means for calculating the vehicle body acceleration sensor, wherein the vehicle speed detected by the vehicle speed detecting means is equal to or higher than a predetermined speed. And operating until the output fluctuation width of the vehicle body acceleration sensor calculated by the vehicle body acceleration sensor output fluctuation width calculating means becomes a predetermined value or more.
- the failure diagnosis of the vehicle body acceleration sensor output stuck failure or the like is based on the output signal stuck failure of the vehicle body acceleration sensor when the output signal of the vehicle body acceleration sensor hardly changes. Since it is assumed that the state of the object hardly changes, the other state information of the vehicle and the like are estimated. Therefore, when the vehicle is traveling at a vehicle speed higher than a predetermined speed, the fluctuation width of the vehicle body acceleration sensor is predetermined. If it fluctuates by more than the value, it means that at least a fixed output failure of the vehicle body acceleration sensor has not occurred, and it can be said that there is no need to perform failure diagnosis such as a fixed output failure of the vehicle acceleration sensor.
- failure diagnosis such as a stuck output failure of the vehicle body acceleration sensor while the vehicle is traveling
- failure diagnosis such as the stuck output failure of the vehicle body acceleration sensor is performed only.
- failure diagnosis such as a stuck-in output of the vehicle body acceleration sensor is no longer performed while the vehicle is running, greatly reducing the control processing load of the vehicle's anti-locking, braking, and system while the vehicle is running. If it can be done, a caring effect can be obtained.
- the predetermined speed is more preferably set to the lowest possible speed. In the case where a failure in fixing the output of the vehicle body acceleration sensor or the like has occurred, the predetermined speed is set immediately after the vehicle starts running. Output stuck failure or the like can be detected. Further, it is more preferable that the predetermined value of the output fluctuation width of the vehicle body acceleration sensor is set to a fluctuation width sufficiently larger than the fluctuation of the output value due to the voltage fluctuation of the power supply voltage of the vehicle body acceleration sensor and to a fluctuation width as small as possible. Accordingly, there is no danger of overlooking the failure of the output of the vehicle body acceleration sensor or the like, and the time for performing the failure diagnosis of the failure of the output of the vehicle body acceleration sensor or the like during traveling is minimized. it can.
- the second aspect of the present invention further comprises timer means, so that when the vehicle speed is equal to or higher than a predetermined speed for a long time, the output of the vehicle body acceleration sensor is periodically fixed at predetermined time intervals. Failure diagnosis such as failure detection can be performed.
- a third aspect of the present invention includes a memory updating means, and a fourth aspect of the present invention is characterized in that the resetting is performed so that the vehicle speed acceleration sensor is reset from a point in time when the vehicle speed again becomes equal to or higher than a predetermined speed. From the time when the fluctuation range of the output value is newly measured and until the fluctuation range of the output of the vehicle body acceleration sensor becomes equal to or larger than the predetermined value, the failure diagnosis such as the output fixing failure of the vehicle body acceleration sensor is performed. You can make sure that a disconnection is made.
- a fifth aspect of the present invention includes a vehicle acceleration calculation means and a comparison measurement means, and if the vehicle acceleration sensor has an output stuck failure, the vehicle acceleration output from the vehicle acceleration sensor should not fluctuate.
- the vehicle body acceleration sensor goes up or down a slope having a large inclination angle in a normal state
- the vehicle body acceleration output from the vehicle body acceleration sensor can be determined by a large fluctuation.
- the vehicle acceleration sensor is normal. However, it is possible to accurately detect the output fixing failure of the vehicle body acceleration sensor.
- a sixth aspect of the present invention is directed to the vehicle acceleration sensor failure diagnostic device according to any one of the first to fifth aspects described above, which is included in a control device that performs antilock brake control.
- the control device the control device, a hydraulic pressure control unit that controls a braking force based on a brake signal output from the control device, and a brake device that receives an output from the hydraulic pressure control unit and operates.
- An antilock brake system for a vehicle comprising: an antilock brake system for a vehicle, wherein the operation and effect of the invention according to any one of the first to fifth aspects described above is obtained. Can be.
- FIG. 1 is a schematic block diagram showing a system configuration of a vehicle ABS according to the present invention including a vehicle body acceleration sensor.
- the basic configuration of the vehicle ABS includes a wheel speed sensor 4 as “vehicle speed detecting means”, an ECU 2 as “fault diagnosis device for vehicle body acceleration sensor” according to the present invention, and a hydraulic unit 3.
- the wheel speed sensor 4 generates an AC signal having a frequency proportional to the rotation speed of the wheel 41 by detecting the teeth of the gear 42 rotating together with the wheel 41.
- the ECU 2 is provided with a calculation block 21 as a “vehicle body acceleration sensor output fluctuation width calculation means” and a “vehicle acceleration fluctuation width calculation means”.
- the calculation block 21 calculates the wheel speed by inputting an AC signal transmitted from the wheel speed sensor 4 and, based on the calculation, calculates the necessary functions for anti-lock brake control such as slip ratio and wheel acceleration / deceleration. Having. In addition, the calculation professional The block 21 calculates a vehicle acceleration (a logical vehicle acceleration described later) based on an output signal of the wheel speed sensor 4 (vehicle speed detecting means) (vehicle acceleration calculating means).
- the ECU 2 receives the slip ratio and the wheel acceleration / deceleration calculated by the calculation block 21 and generates a control command for the brake pressure by logically combining the slip ratio and the wheel acceleration / deceleration.
- a control block 22 having The ECU 2 checks and monitors the function of each component and the entire system, and if any of them is defective, issues an alarm to the driver using an alarm lamp 5 or an alarm buzzer (not shown).
- a monitor block 23 having a system monitor function for stopping the anti-lock brake control function and enabling normal brake operation is provided.
- the hydraulic pressure unit 3 is disposed between the master cylinder 6 and the wheel cylinder 44, and receives a control command from the ECU 2 separately from the increase and decrease of the brake pressure on the brake disk 43 due to the depression force of the brake pedal 7.
- the brake pressure is directly or indirectly increased or decreased by driving the solenoid valve 31, a pump, a motor, or the like (not shown).
- the vehicle body acceleration sensor 1 is a sensor that detects acceleration in the traveling direction. Then, the vehicle acceleration output from the vehicle acceleration sensor 1 is input to the calculation block 21 of the ECU 2, and if the deceleration detected by the vehicle acceleration sensor 1 is smaller than a predetermined value, it is determined that the vehicle is on a low road surface.
- the vehicle acceleration sensor 1 is monitored by the monitor block 23 (failure diagnosis).
- the vehicle body acceleration sensor 1 is an analog G sensor.
- the analog type G sensor is composed of an electronic circuit using a Hall element, and can detect and output acceleration in the front-rear direction acting on the vehicle body in small steps. It should be noted that the present invention is also applicable to the vehicle acceleration sensor 1 which is not limited to the analog type G sensor, but may be another type of vehicle acceleration sensor 1.
- FIG. 2 defines the timing at which output stuck-at fault detection of the vehicle body acceleration sensor 1 is executed.
- 5 is a flowchart illustrating a first example of a procedure. Note that this procedure is a procedure that is repeatedly executed at regular intervals while the power of the vehicle is turned on.
- the output stuck failure detection stop flag is a flag for selecting whether or not to execute a procedure for detecting a stuck output failure of the vehicle body acceleration sensor 1 described later.
- the output stuck failure detection stop flag is turned off. Only during this time, the output stuck-at fault of the vehicle body acceleration sensor 1 is detected, and while this flag is ON, the output stuck-at fault of the vehicle body acceleration sensor 1 is not detected. If the output sticking failure detection stop flag is OFF (No in step S1), it is determined whether the vehicle speed is equal to or higher than a predetermined speed ⁇ as a “predetermined speed” (step S2).
- the predetermined speed ⁇ is set to about 4 mZs in the present embodiment, and it is more preferable to set the speed as low as possible, so that the output fixing failure of the vehicle body acceleration sensor 1 occurs. In this case, the output fixing failure can be detected immediately after the vehicle starts running. If the vehicle speed is lower than the predetermined speed ((No in step S2), it is determined that the vehicle is in a stopped state, and the procedure is terminated as it is.
- step S3 If the vehicle speed is equal to or higher than the predetermined speed ⁇ (Yes in step S2), it is determined that the vehicle is running, and subsequently, the fluctuation width of the output value of the vehicle acceleration sensor 1 (G sensor) S “ It is determined whether or not the predetermined fluctuation width ⁇ as the “predetermined value of the output fluctuation width of the vehicle body acceleration sensor” is greater than or equal to (step S3).
- the predetermined fluctuation range ⁇ is set to about 0.59 m / s 2 in this embodiment, and is a fluctuation range that is sufficiently larger than the fluctuation of the output value due to the voltage fluctuation of the power supply voltage of the vehicle body acceleration sensor 1 and is possible.
- the fluctuation range of the output value of the vehicle acceleration sensor 1 is less than the predetermined fluctuation width ⁇ (No in step S3), that is, confirm that the output value of the vehicle acceleration sensor 1 has clearly changed If not, the output fixation failure of the vehicle body acceleration sensor 1 may occur, and the procedure is terminated without turning on the output fixation failure detection stop flag described above.
- the fluctuation range of the output value of the vehicle acceleration sensor 1 (G sensor) is If the variation width is equal to or greater than ⁇ (Yes in step S3), if it is confirmed that the output value of the vehicle body acceleration sensor 1 has clearly changed, a failure to fix the output of the vehicle body acceleration sensor 1 occurs.
- step S4 it is determined that it is not necessary to detect the output stuck-in fault because of the state, and the above-described output stuck-in fault detection stop flag is turned ON, and the procedure is terminated (step S4). If the output stuck failure detection stop flag is ON (No in step S1), it is determined whether the vehicle speed is equal to or higher than the predetermined speed ⁇ (step S5). If the vehicle speed is equal to or higher than the predetermined speed ⁇ (Yes in step S5), it is determined that the vehicle is running, the output fixation failure detection stop flag is kept ON, and the procedure is terminated. If the speed drops below the default speed ⁇ (No in step S5), the vehicle is determined to be in a stopped and stopped state, the output stuck failure detection stop flag is turned off, and the procedure is repeated. End (step S6).
- FIGS. 3 and 4 show a first example of a timing chart showing the timing of detecting the output stuck-in failure of the vehicle body acceleration sensor 1.
- FIG. 3 shows a first example of a timing chart showing the timing of detecting the output stuck-in failure of the vehicle body acceleration sensor 1.
- the storage and update of the maximum value Gmax and the minimum value Gmin of the output value of the vehicle body acceleration sensor 1 are started. It is determined whether the difference between the maximum value Gmax and the minimum value Gmin, that is, whether or not the fluctuation width of the output value of the vehicle body acceleration sensor 1 has become equal to or larger than the predetermined fluctuation width ⁇ .
- the output fixation failure detection stop flag of the vehicle body acceleration sensor 1 is turned ON, and the output fixation failure of the vehicle body acceleration sensor 1 is failed.
- FIG. 5 is a timing chart showing the timing of detection of an output stuck failure of the vehicle body acceleration sensor 1.
- the curve indicated by the symbol A is a logical vehicle acceleration curve indicating the vehicle acceleration (logical vehicle acceleration) calculated from the wheel speed.
- the curve indicated by the reference symbol B is a physical vehicle acceleration curve indicating the vehicle acceleration (physical vehicle acceleration) detected by the vehicle acceleration sensor 1.
- the dashed curve indicated by Amax is a vehicle acceleration curve obtained by adding the default value ⁇ to the logical vehicle acceleration curve as shown, and the dashed curve indicated by Amin is the logical vehicle acceleration curve as illustrated. This is a vehicle acceleration curve obtained by subtracting a predetermined value ⁇ from the curve.
- the default value ⁇ is the maximum value of the relative acceleration difference between the logical body acceleration curve and the physical body acceleration curve which may occur continuously as long as the body acceleration sensor 1 is functioning normally.
- the predetermined value ⁇ is as small as possible without the possibility of erroneous detection of the output stuck-in fault, the detection of the output stuck-in fault can be performed with more preferable sensitivity. Therefore, while the physical vehicle body caloric velocity curve is moving in the region between the vehicle body acceleration curve of Amax and the vehicle body acceleration curve of Amin, the output fixing failure detection of the vehicle body acceleration sensor 1 is not performed.
- the default value ⁇ in the form of the implementation is set to about 1. 47mZS 2.
- the curve of the vehicle body acceleration is a curve with the vertical axis representing the vehicle body acceleration and the horizontal axis representing the time axis.
- the fail counter counts the duration during which the physical vehicle acceleration curve continuously changes outside the region between the vehicle acceleration curve of Amax and the vehicle acceleration curve of Amin.
- the duration is measured while the difference exceeds the predetermined value ⁇ .
- the provisional failure detection flag is set while the failure counter is counting the duration during which the relative acceleration difference exceeds the predetermined value a. This provisional failure detection flag indicates that the relative acceleration difference exceeds the predetermined value ⁇ , and the relative acceleration difference that may have caused the output fixation failure in the vehicle body acceleration sensor 1. This indicates that a problem has occurred. Therefore, at the time when the provisional failure detection flag is established, it is not yet determined that the vehicle body acceleration sensor 1 has an output stuck failure.
- the provisional failure detection flag is reset.
- the predetermined time is such that the relative acceleration difference between the logical vehicle body acceleration curve and the physical vehicle body acceleration curve continuously exceeds the predetermined value ⁇ as long as the vehicle body acceleration sensor 1 is functioning normally. It is set to a longer time than possible and is a value obtained through experiments.
- the symbol F1 when the relative acceleration difference is longer than the predetermined time ⁇ , which is the predetermined time of 1 second or less, for example, due to a step on the road surface, the instantaneous strong It is determined that the vehicle body acceleration acts on the vehicle body, and the provisional failure detection flag is reset to continue the output stick failure detection processing.
- the default value) 8 is set to the maximum value of the acceleration fluctuation range that can be output by the vehicle body acceleration sensor 1 in a state where the output of the vehicle body acceleration sensor 1 has failed due to the output fixation failure. Value.
- the symbol F2 when the relative acceleration difference exceeds the predetermined value ⁇ and the duration time exceeds the predetermined time of 1 second, the relative acceleration difference exceeds the predetermined value a.
- Differential force Determines whether the output is due to a stuck output failure of the vehicle acceleration sensor 1.
- the default value j8 in the subject embodiment is set to about 0. 98mZS 2.
- the fixed time is preferably as short as possible within a range in which there is no possibility of erroneous detection of the output stuck failure, and the output stuck failure can be detected in a shorter time than is preferable.
- 8 is preferably as small as possible as long as there is no possibility of erroneous detection of the output stuck-at fault, and the output stuck-at fault can be detected with high accuracy.
- the fixed time is set to about 1 second.
- a failure code of the output fixation failure of the vehicle body acceleration sensor 1 is stored in a non-volatile storage medium (not shown).
- the vehicle when the difference between the maximum value and the minimum value of the physical vehicle acceleration exceeds the predetermined value j8, as indicated by the broken line indicated by the reference sign C, for example, the vehicle is driven up a slope having a large inclination angle.
- the failure detection flag is not established. Further, the provisional failure detection flag is reset, and the detection processing of the output fixed failure is stopped.
- FIG. 6 is a flowchart showing a procedure for detecting a stuck output failure of the vehicle body acceleration sensor 1. Note that this procedure is a procedure that is repeatedly executed at regular intervals while the power of the vehicle is turned on.
- step Sl l it is determined whether the output sticking failure detection stop flag force SON of the vehicle body acceleration sensor 1 is the force SON. If the output stuck failure detection stop flag of the vehicle body acceleration sensor 1 is ON (Yes in step S11), the procedure is terminated as it is, so that the output stuck failure of the vehicle body acceleration sensor 1 is detected. Absent. On the other hand, if the output sticking failure detection stop flag of the vehicle body acceleration sensor 1 is OFF (No in step S11), then the anti-lock brake control is executed for the brake system. It is determined whether or not the force is applied (step S12). If the anti-lock brake control is being performed (No in step S12), the output fixing failure detection of the vehicle body acceleration sensor 1 is not performed.
- step S13 it is determined whether the vehicle is running at or above a certain speed. If the vehicle is not running at a certain speed or higher, that is, while the vehicle is stopped (No in step S13), the output fixing failure detection of the vehicle body acceleration sensor 1 is not performed. On the other hand, if the vehicle is traveling at a certain speed or higher (Yes in step S13), the output fixing failure of the vehicle body acceleration sensor 1 is detected. Next, a relative difference between the logical vehicle acceleration calculated from the wheel speeds and the physical vehicle acceleration output by the vehicle acceleration sensor 1 is determined, and compared with the predetermined value a (step S14).
- step S14 When the absolute value of the difference between the logical vehicle acceleration and the physical vehicle acceleration is equal to or smaller than the default value ⁇ (No in step S14), the vehicle acceleration sensor 1 is regarded as normal, and when the absolute value exceeds the default value a, ( At step S14, the provisional failure detection flag described above is established at that time, and the fail counter starts counting up (step S15). Also, the minimum and maximum values of the physical vehicle acceleration of the force at the time when the fail counter starts counting up are stored while constantly updating.
- step S15 If the value of the fail counter is less than 1 second while the absolute value of the difference between the logical body acceleration and the physical body acceleration exceeds the predetermined value ⁇ (No in step S15), Thus, it is determined that the instantaneous strong vehicle body acceleration acts on the vehicle body, and the provisional failure detection flag is reset.
- step S15 when the value of the fail counter exceeds 1 second while the absolute value of the difference between the logical vehicle acceleration and the physical vehicle acceleration exceeds the predetermined value a (Yes in step S15) ), And then obtains the stored maximum and minimum values of the physical vehicle acceleration between them (step S16), calculates and calculates the difference between them, and compares the difference with the predetermined value
- step S17 When the difference between the maximum value and the minimum value is equal to or greater than the default value ⁇ (No in step S17), as described above, for example, when climbing or descending a slope having a large inclination angle, gravity It is determined that this is due to a change in the vehicle body acceleration acting on the vehicle body, and the output sticking failure detection flag of the vehicle body acceleration sensor 1 is not established. Further, the provisional failure detection flag is reset and the output stuck failure detection processing is stopped (step S18). When the difference between the maximum value and the minimum value is less than the default value j8 (Yes in step S17), it is determined that the output of the vehicle body acceleration sensor 1 is fixed without fluctuating and the output is fixed, and provisional.
- the failure detection flag is reset and the output stuck failure detection flag is established (step S19).
- the vehicle is mounted on a vehicle, and outputs power according to the traveling state of the vehicle during traveling of the vehicle. It is possible to reduce the processing load on the ECU 2 (vehicle control device) due to the detection of an output fixation failure of the changing sensor, in particular, the vehicle body acceleration sensor 1 for detecting the vehicle body acceleration of the vehicle.
- FIG. 7 is a flowchart showing a second embodiment of the procedure for defining the timing for executing the output stuck-at fault detection of the vehicle body acceleration sensor 1. Note that this procedure is a procedure that is repeatedly executed at regular intervals while the power of the vehicle is turned on.
- the procedure shown in the present embodiment is the same as the first embodiment of the procedure for defining the timing for executing the detection of the output fixing failure of the vehicle body acceleration sensor 1 described above.
- the detection stop flag is turned off, and it is determined whether or not the detection of the output fixing failure of the vehicle body acceleration sensor 1 is performed.
- Steps S211-S24 are the same as steps S1-S4 in the flowchart shown in FIG. If the output stuck failure detection stop flag is ON (No in step S21), it is determined whether the vehicle speed is equal to or higher than the predetermined speed ⁇ (step S25), and the vehicle speed falls to below the predetermined speed ⁇ .
- step S25 If it is determined that the vehicle is stopped (No in step S25), the output stuck failure detection stop flag is turned off, and the procedure is terminated (step S26). On the other hand, if the vehicle speed is equal to or higher than the predetermined speed ⁇ (Yes in step S25), then, it is determined whether or not the point force has passed a predetermined time when the output stuck failure detection stop flag is turned off and turned on. (Step S27). If the predetermined time has not elapsed after the output stuck failure detection stop flag is turned ON (No in step S27), the output stuck failure detection stop flag is kept ON and the procedure is terminated. You.
- step S27 If the force at the time when the output stuck failure detection stop flag has changed from OFF to ON has also passed for a predetermined time (Yes in step S27), the output stuck failure detection stop flag is changed from ON to OFF, and the procedure is repeated. The process ends (step S26).
- FIG. 8 is a second example of the timing chart showing the timing of detecting the output stuck-in failure of the vehicle body acceleration sensor 1.
- the output stuck failure detection stop flag of the vehicle body acceleration sensor 1 turns off and the vehicle turns off.
- Output stuck failure of body acceleration sensor 1 is no longer detected (timing T4).
- the force at the time when the output stuck failure detection stop flag is turned from OFF to ON is also measured by a timer, and the force at the time when the output stuck failure detection stop flag is turned OFF while the vehicle speed is higher than the predetermined speed ⁇ is ON.
- the time exceeds a predetermined time the time indicated by the symbol TR
- the storage and update of the maximum value Gmax and the minimum value Gmin are reset, and the maximum value Gmax and the minimum value Gmin are cleared and stored.
- the output sticking failure detection stop flag force SOFF force of the car body acceleration sensor 1 is also turned on, and the car body acceleration sensor 1 At the same time as the detection of the output stuck fault is stopped, the timer starts counting (the timing indicated by the symbol T6). In this way, it is possible to detect the output fix failure of the vehicle body acceleration sensor 1 every predetermined time while the vehicle is traveling at the predetermined speed ⁇ or more.
- the vehicle speed is less than the predetermined speed ⁇ ⁇ ⁇ ⁇ in the first embodiment or the second embodiment described above.
- the fluctuation range of the output value of the vehicle body acceleration sensor 1 becomes equal to or more than the predetermined fluctuation range ⁇ , the detection of the output fixing failure of the vehicle body acceleration sensor 1 is not performed.
- the output value of the vehicle body acceleration sensor 1 fluctuates due to a person getting on or off the vehicle, and the fluctuation range may exceed the predetermined fluctuation range ⁇ .
- the output sticking failure of the vehicle body acceleration sensor 1 also occurs when the output value fluctuation range of the vehicle body acceleration sensor 1 exceeds the predetermined fluctuation range ⁇ while the value is less than ⁇ , that is, while the vehicle is almost stopped. Then, it is possible to judge that it is! It is possible to more quickly detect that the output stuck-in failure of the vehicle body acceleration sensor 1 has not occurred, and to detect the output stuck-out failure of the vehicle body acceleration sensor 1 as well as the force before the vehicle starts running. As a result, the processing load on the ECU 2 during traveling of the vehicle can be further reduced.
- FIG. 9 is a flowchart showing a third embodiment of the procedure for defining the timing for executing the output stuck failure detection of the vehicle body acceleration sensor 1. Note that this procedure is a procedure that is repeatedly executed at regular intervals while the power of the vehicle is turned on.
- Default variation width [delta] is set to about 0. 59 MZS 2, a sufficiently large variation range than the variation in the output value due to voltage fluctuations in the power supply voltage of the vehicle body acceleration sensor 1, and as far as possible It is more preferable to set the fluctuation width to a small range, so that there is no danger of overlooking the output fixing failure of the vehicle body acceleration sensor 1 and the time during which the output fixing failure detection of the vehicle body acceleration sensor 1 is performed during traveling. Can be minimized.
- step S31 If the fluctuation range of the output value of the vehicle acceleration sensor 1 (G sensor) is equal to or larger than the predetermined fluctuation range ⁇ (Yes in step S31), it is confirmed that the output value of the vehicle acceleration sensor 1 has clearly changed. In this case, it is determined that the output fixation failure of the vehicle body acceleration sensor 1 has occurred and it is not necessary to detect the force output fixation failure, which is a state, and the output fixation failure detection stop flag described above is turned ON (step S32). On the other hand, if the fluctuation range of the output value of the vehicle body acceleration sensor 1 (G sensor) is less than the predetermined fluctuation range ⁇ (No in step S31), that is, it is determined that the output value of the vehicle body acceleration sensor 1 has clearly fluctuated.
- step S33 It is determined whether the speed is equal to or lower than the predetermined speed ⁇ (step S33).
- the above-mentioned predetermined speed ⁇ and the predetermined speed ⁇ have a relationship of ⁇ ⁇ , and in this embodiment, the predetermined speed ⁇ is set to about 4 mZs, and the predetermined speed ⁇ is set to about 0.5 mZs. If the vehicle speed is equal to or higher than the predetermined speed ⁇ (No in step S33), it is determined whether the vehicle speed is equal to or higher than the predetermined speed ⁇ (step S34).
- step S34 If the vehicle speed is lower than the predetermined speed ⁇ (No in step S34), the procedure is terminated, and the vehicle speed is higher than the predetermined speed ⁇ . (Yes in step S34), it is determined that the vehicle is traveling, and the vehicle traveling confirmation flag is turned on (step S35). On the other hand, if the vehicle speed is equal to or lower than the predetermined speed ⁇ (Yes in step S33), it is determined that the vehicle is stopped, and then it is determined whether the vehicle travel confirmation flag is OFF force (step S33). S36). If the vehicle traveling confirmation flag is OFF (Yes in step S36), the procedure is terminated as it is. If the vehicle traveling confirmation flag is ON (No in step S36), the vehicle moves to the predetermined speed ⁇ . After traveling as described above, it is determined that the vehicle has stopped (the vehicle speed has dropped below the predetermined speed ⁇ ), the vehicle traveling confirmation flag and the output fixing failure detection stop flag are turned off (step S37), and the procedure ends.
- FIGS. 10 and 11 are a first example of a timing chart showing the timing for detecting the output stuck-in failure of the vehicle body acceleration sensor 1.
- FIG. 10 is a first example of a timing chart showing the timing for detecting the output stuck-in failure of the vehicle body acceleration sensor 1.
- the output fixing failure detection stop flag of the vehicle body acceleration sensor 1 changes from OFF to ON, and the output fixing failure of the vehicle body acceleration sensor 1 Is no longer detected (at the timing indicated by T2).
- the vehicle traveling confirmation flag turns ON, and the output of the vehicle body acceleration sensor 1 is stuck.
- the detection stop flag changes from ON to OFF.
- the failure detection stop flag is also turned off, the stored maximum value Gmax and minimum value Gmin are cleared once, and then the maximum value Gmax and minimum value Gmin of the output value of the vehicle body acceleration sensor 1 are stored again. 'An update is made. As a result, the detection of the output stuck failure of the vehicle body acceleration sensor 1 is performed only while the output stuck failure detection stop flag is OFF. Therefore, it is possible to reduce the processing load on the ECU 2 due to the detection of the output fixing failure of the vehicle body acceleration sensor 1.
- the target for detecting the output stuck failure is not particularly limited to the vehicle body acceleration sensor 1, but includes, for example, a rate sensor for detecting the speed at which the vehicle rotates, and a steering sensor for generating rotation angle information of the steering wheel.
- the function and effect of the present invention can be obtained even in a mode in which these sensors, which may be angle sensors or the like, are used as the detection target of the output fixing failure.
- the present invention controls a vehicle based on an output signal of a sensor mounted on the vehicle and changing according to the running state of the vehicle during running of the vehicle, in particular, a vehicle body acceleration sensor for detecting the vehicle body acceleration of the vehicle.
- the present invention can be implemented in a vehicle control device and an anti-lock brake control device that perform the above-described operations, and the operation and effect of the present invention can be provided in such a vehicle control device and anti-lock brake control device.
- FIG. 1 is a schematic block diagram showing a system configuration of a vehicle ABS.
- FIG. 2 is a first embodiment of a procedure for defining a timing for executing a stuck-at fault detection.
- FIG. 3 is a timing chart showing timing for detecting a sticking failure.
- FIG. 4 is a timing chart showing timing for detecting a sticking failure.
- FIG. 5 is a timing chart of detection of a stuck failure of the vehicle body acceleration sensor.
- FIG. 6 is a flowchart showing a procedure for detecting a stuck failure of the vehicle body acceleration sensor.
- FIG. 7 is a second embodiment of the procedure for defining the timing for executing the fixation failure detection.
- FIG. 8 is a timing chart showing the timing of detecting a sticking failure. [9] This is the third embodiment of the procedure for defining the timing for executing the sticking fault detection.
- FIG. 10 is a timing chart showing timing for detecting a sticking failure.
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- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2004800390897A CN1918475B (zh) | 2003-12-26 | 2004-12-27 | 车身加速度传感器的故障诊断设备和防抱死制动系统 |
US10/583,818 US7871136B2 (en) | 2003-12-26 | 2004-12-27 | Trouble diagnosis device of vehicle body acceleration sensor and antilock-brake system |
JP2005516692A JP4709008B2 (ja) | 2003-12-26 | 2004-12-27 | 車体加速度センサの故障診断装置、アンチロック・ブレーキ・システム |
EP04807899A EP1698903B1 (en) | 2003-12-26 | 2004-12-27 | Failure diagnosis device for vehicle body acceleration sensor and anti-lock brake system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2003434276 | 2003-12-26 | ||
JP2003-434276 | 2003-12-26 |
Publications (1)
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WO2005064350A1 true WO2005064350A1 (ja) | 2005-07-14 |
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PCT/JP2004/019544 WO2005064350A1 (ja) | 2003-12-26 | 2004-12-27 | 車体加速度センサの故障診断装置、アンチロック・ブレーキ・システム |
Country Status (5)
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US (1) | US7871136B2 (ja) |
EP (1) | EP1698903B1 (ja) |
JP (1) | JP4709008B2 (ja) |
CN (1) | CN1918475B (ja) |
WO (1) | WO2005064350A1 (ja) |
Cited By (2)
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JP2007152996A (ja) * | 2005-12-01 | 2007-06-21 | Advics:Kk | 車両の運動制御装置の異常判定装置 |
WO2012140763A1 (ja) * | 2011-04-14 | 2012-10-18 | トヨタ自動車株式会社 | 前後加速度センサの異常判定装置及び方法 |
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CN109658543B (zh) * | 2018-11-27 | 2021-07-09 | 汉海信息技术(上海)有限公司 | 一种车辆的车轮故障处理方法、车辆及系统 |
EP3730331B1 (en) * | 2019-04-26 | 2023-03-08 | Zenuity AB | Method and device for controlling a driver assistance |
CN114755458B (zh) * | 2022-04-19 | 2024-03-12 | 重庆嘉陵全域机动车辆有限公司 | 一种智能悬架加速度传感器故障诊断方法及装置 |
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Cited By (4)
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JP2007152996A (ja) * | 2005-12-01 | 2007-06-21 | Advics:Kk | 車両の運動制御装置の異常判定装置 |
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Also Published As
Publication number | Publication date |
---|---|
CN1918475A (zh) | 2007-02-21 |
EP1698903A4 (en) | 2011-01-19 |
US7871136B2 (en) | 2011-01-18 |
US20080041135A1 (en) | 2008-02-21 |
JP4709008B2 (ja) | 2011-06-22 |
EP1698903A1 (en) | 2006-09-06 |
JPWO2005064350A1 (ja) | 2007-07-19 |
CN1918475B (zh) | 2011-08-17 |
EP1698903B1 (en) | 2012-10-17 |
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