WO2006043693A1 - 演算制御装置間の通信手段に於ける通信異常に迅速に対応する車輌用制御装置 - Google Patents
演算制御装置間の通信手段に於ける通信異常に迅速に対応する車輌用制御装置 Download PDFInfo
- Publication number
- WO2006043693A1 WO2006043693A1 PCT/JP2005/019459 JP2005019459W WO2006043693A1 WO 2006043693 A1 WO2006043693 A1 WO 2006043693A1 JP 2005019459 W JP2005019459 W JP 2005019459W WO 2006043693 A1 WO2006043693 A1 WO 2006043693A1
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- WIPO (PCT)
- Prior art keywords
- control
- control device
- vehicle
- target
- arithmetic
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F11/00—Error detection; Error correction; Monitoring
- G06F11/07—Responding to the occurrence of a fault, e.g. fault tolerance
- G06F11/16—Error detection or correction of the data by redundancy in hardware
- G06F11/1629—Error detection by comparing the output of redundant processing systems
- G06F11/1641—Error detection by comparing the output of redundant processing systems where the comparison is not performed by the redundant processing components
-
- 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
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
-
- 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
- B60T2270/402—Back-up
Definitions
- the present invention has two arithmetic control devices connected by communication means, and the other field is based on the target control amount calculated by one arithmetic control device according to the vehicle state quantity.
- the present invention relates to a vehicle control device that controls driving of a vehicle by an arithmetic control device.
- a signal received by the other arithmetic control device from one arithmetic control device is directly returned to one arithmetic control device.
- the signal sent in the arithmetic and control unit It is conceivable to determine whether the content of the signal and the content of the returned signal are the same. In this case, the signal is sent back and forth between one arithmetic control device and the other arithmetic control device. Therefore, it is inevitable that the detection of communication errors will be delayed. Also, when a communication error is detected, when one instruction control device sends a command signal prohibiting control to the other operation control device, the other operation control device receives the instruction signal and stops control. By the time, delays overlap.
- the present invention has two arithmetic control devices connected by communication means, and based on the target control amount calculated by one arithmetic control device according to the vehicle state quantity, the other arithmetic control device controls vehicle operation.
- the main purpose of the vehicle control system configured to perform this is to quickly determine when an abnormality occurs in the communication or target control amount, and to quickly take action against the abnormality.
- the present invention includes first and second arithmetic control devices connected by communication means, and the first arithmetic control device is a vehicle according to a vehicle state quantity.
- a first target control amount for operation control is calculated, and the second arithmetic control device is configured to control the vehicle based on the first target control amount input from the first arithmetic control device via the communication means.
- the second arithmetic control device calculates a second target control amount of vehicle operation control, and the first target control amount and the second target control amount
- a vehicle control device is proposed in which the mode of vehicle operation control is changed in accordance with an abnormality determination based on the comparison.
- the first target control amount is calculated by the communication means or the first arithmetic control device or the second arithmetic control is performed by comparing the first and second target control amounts.
- the second operation control device that controls the operation of the vehicle based on the target control amount immediately controls the abnormality. Can be dealt with by changing the system, and can respond quickly to abnormalities.
- the vehicle control device further includes a third arithmetic control device connected to the first and second arithmetic control devices by the communication means, and the third arithmetic control device.
- the apparatus compares the first target control amount input from the first arithmetic control device via the communication means with the second target control amount input from the second arithmetic control device, The abnormality determination may be performed based on the comparison.
- the second arithmetic control device uses the first arithmetic operation unit via the communication means. Eliminates the task of comparing the first target control amount input from the control device with the second target control amount generated by itself, simplifies the control operation, and enables vehicle control based on the target control amount. Operation control can be performed more accurately.
- the present invention has first, second and third arithmetic control devices connected by communication means, and the first arithmetic control device is a vehicle state quantity. Accordingly, a target control amount for vehicle operation control is calculated, and the second calculation control device operates the vehicle based on the target control amount input from the first calculation control device via the communication means.
- the third arithmetic control device includes the target control amount input from the first arithmetic control device via the communication unit and the second arithmetic control device from the second arithmetic control device.
- the vehicle control is characterized in that the target control amount input via the communication means is compared, and the vehicle operation control mode is changed in accordance with the abnormality determination based on the comparison.
- a device is also proposed.
- the target control amount is transmitted from the first arithmetic control device, which is particularly important among the communication means, to the second arithmetic control device.
- the control can be changed immediately to deal with the abnormality in the second arithmetic and control unit that controls the operation of the vehicle based on the target control amount. It can respond quickly. In this case, the calculation of the target control amount need only be performed in the first calculation control device.
- vehicle operation control according to the abnormality determination based on the comparison may be such that the second arithmetic and control unit is controlled based on a corrected target control amount that is reduced from the original target control amount.
- the target control amount may be an adjustment amount of the steering angle of the steered wheel with respect to the steering angle of the steering wheel, and the corrected target control amount may be gradually decreased with time.
- the control amount is returned to 0, and the steering device is made to respond correctly to the steering angle of the steering wheel.
- the criterion for abnormality determination based on the comparison may be made stricter when the vehicle speed is high than when the vehicle speed is low. In this way, in general, when the vehicle speed is high, the influence of the abnormality is greater than when the vehicle speed is low.
- FIG. 1 is a schematic view of a vehicle showing components related to a control device according to the present invention.
- Fig. 2 is a block diagram of the control system in the control device.
- FIG. 3 is a flowchart showing the operation of the control device according to the present invention.
- FIG. 4 is a flowchart in which a part of the flowchart of FIG. 3 is changed.
- Fig. 5 is a map showing the criterion value ⁇ , for vehicle speed V.
- FIG. 6 is a map showing an example in which the target steering angle ⁇ ⁇ is constrained by the estimated target steering angle S th.
- BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
- FIG. 1 is a schematic diagram showing an embodiment of a vehicle control device according to the present invention configured as a behavior control device that controls the behavior of a vehicle by controlling the braking force of each wheel and controlling the steering angle of the left and right front wheels.
- Figure 2 is a block diagram of the control system.
- 1 0 F L and 1 0 F R are the left and right front wheels of the vehicle, the steering wheels, and the driven wheels in the illustrated example.
- 1 0 R L and 1 0 R R are the left and right rear wheels of the vehicle, respectively, and are drive wheels driven by a power source not shown in the figure.
- Each of these wheels is mounted on the vehicle body 12 by a wheel suspension device not shown in the figure.
- the left and right front wheels that are the steering wheels 1 0 FL and 1 0 FR are the rack 'and' pinion type power steering device 1 6 driven by the driver's steering wheel (handle) 1 4 Steered through 8 and tie rods 20 L and 20 R.
- the steering wheel 1 4 is connected to the pion shaft 3 0 of the power steering device 1 6 through the upper steering shaft 2 2, the steering angle adjustment device 2 4, the lower steering shaft 2 6, and the universal joint 2 8. ing.
- Steering angle adjustment device 2 4 is housing 2 4 A
- auxiliary steering motor 3 2 connected to the lower end of 2 and connected to the upper end of the mouth steering shaft 2 6 on the rotor 2 4 B side.
- the steering angle ratio that is, the steering gear ratio, is variably adjusted and the left and right front wheels 1 0 F for behavior control purposes L and 1 OFR are steered relative to the steering wheel 14.
- the steering angle adjusting device 24 is controlled by a steering angle control electronic control device 34 including a microphone port computer.
- Unlocked locking mechanism is actuated to mechanically block the relative rotation of the housing 2 4 A and the rotor 2 4 B, and the upper steering shaft 2 2 and the mouth steering shaft 2 6 rotate relative to each other. They are fixed to each other so that they do not.
- the power steering device 16 is a rack coaxial type electric power steering device (EPS).
- EPS electric power steering device
- the motor 36 and a ball screw type motion that converts its rotational torque into a force in the reciprocating direction of the rack bar 18.
- the electric power steering device 16 is controlled by an electronic control device 40 for controlling the electric power steering device (EPS), and generates an auxiliary steering force that drives the rack bar 18 relative to the housing 42. As a result, it functions as an auxiliary steering force generator that reduces the steering burden on the driver.
- the auxiliary steering force generator may be of any configuration known in the art.
- the hydraulic circuit 4 4 includes an oil reservoir, an oil pump, various valve devices, etc., and the braking pressure of each wheel cylinder normally corresponds to the depression of the brake pedal 4 8 by the driver. It is controlled by the master cylinder 50 that is driven in this manner, and is individually controlled by the behavior control electronic control device 5 2 as will be described in detail later if necessary.
- the upper steering shaft 22 is provided with a steering angle sensor 60 for detecting the rotation angle as the steering angle ⁇ .
- a signal indicating the steering angle ⁇ is input to the steering angle control electronic control device 34 and the behavior control electronic control device 52 through the in-vehicle information infrastructure 62.
- the steering angle control electronic control device 34 and the behavior control electronic control device 52 have a signal indicating the vehicle lateral acceleration G y detected by the lateral acceleration sensor 6 4, and the vehicle detected by the short sensor 6 6.
- the signal indicating the vehicle speed ⁇ , the signal indicating the vehicle speed V detected by the vehicle speed sensor 68, and the signal indicating the master cylinder pressure P m detected by the pressure sensor 70 are input via the in-vehicle information infrastructure 62.
- a signal indicating the braking pressure P i of each wheel detected by the pressure sensor 7 2 FL to 7 2 RR is input to the behavior control electronic control device 52.
- the steering angle control electronic control device 34, the EPS control electronic control device 40, and the behavior control electronic control device 52 each have a CPU, a ROM, a RAM, and an input / output port device. It may include microphone-mouth computers connected to each other by a directional common bus.
- the steering angle sensor 60, lateral acceleration sensor 6 4, and parallel sensor 6 6 are positive when the vehicle is steered or turned in the left turn direction, and negative when the vehicle is steered or turned in the right turn direction. Detect steering angle ⁇ , lateral acceleration G y, and short rate ⁇ .
- the electronic control device for behavior control 52 is a first arithmetic control device, which is a spin state quantity indicating the spin tendency of the vehicle according to the vehicle state quantity such as the steering angle ⁇ and the lateral acceleration G y that change as the vehicle travels.
- a spin state quantity indicating the spin tendency of the vehicle according to the vehicle state quantity such as the steering angle ⁇ and the lateral acceleration G y that change as the vehicle travels.
- G Calculates the target deceleration G xbt of the vehicle and Mt.
- the electronic controller for behavior control 52 further distributes the target moment Mt at a predetermined ratio to the target moment Mts obtained by the steering angle control of the left and right front wheels and the target moment Mtb obtained by controlling the braking force of each wheel.
- the target steering angle of the left and right front wheels based on the target moment Mts (the target value of the steering angle for adjusting the steering angle of the steering wheel with respect to the steering angle by the steering wheel for controlling the behavior of the vehicle)
- the electronic controller for motion control 52 calculates the target braking pressure P ti of each wheel based on the target deceleration G xbt and the target momentum Mtb, and the braking pressure Pi of each wheel corresponds to the corresponding target braking pressure.
- the hydraulic circuit 4 4 is controlled to become P ti.
- the electronic control device for steering angle control 34 is a vehicle that is substantially the same as the calculation procedure in the behavior control electronic control device 52 or a simpler procedure as the second calculation control device.
- the estimated target steering angle ⁇ th of the left and right front wheels for stabilizing the behavior of is calculated as the second target control amount.
- the estimated target steering angle ⁇ th is equal to the target steering angle ⁇ t. It becomes substantially the same value.
- the steering angle control electronic control device 34 as the second arithmetic control device is a target steering that is the first target control amount input from the behavior control electronic control device 52 as the first arithmetic control device.
- the angle ⁇ t is compared with the estimated target steering angle Sth, which is the second target control amount generated by itself, and the difference is equal to or less than the predetermined value i3 set as the abnormality determination reference value
- the target steering angle ⁇ t is determined to be a normal value, and the steering angle adjusting device 24 is controlled based on the target steering angle ⁇ t so that the steering angle of the left and right front wheels becomes the target steering angle ⁇ t.
- the difference between the steering angle S t and the estimated target steering angle S th is larger than the abnormality determination reference value / 3, it is determined that the target steering angle ⁇ t is an abnormal value and the left and right front wheels are steered by the steering angle control. Stop control.
- the electronic controller for steering angle control 34 adjusts the steering angle based on the target steering angle ⁇ t while gradually decreasing the steering control when stopping the steering control in the middle of the steering control of the left and right front wheels.
- the control operation of the device 24 may be continued, and the control operation of the steering angle adjusting device 24 may be terminated when the corrected ⁇ becomes zero.
- the steering angle control electronic control device 3 4 outputs the normal / abnormal judgment result of the target steering angle 3 t to the behavior control electronic control device 5 2 via the in-vehicle information infrastructure 62, and is used for behavior control.
- the electronic control unit 52 gradually decreases the distribution ratio of the target moment Mt to the target moment Mts by the steering angle control of the target moment Mt, and finally all of the target moment Mt
- the eyes of each wheel Calculations such as those obtained with the target braking pressure Pti may be performed. This will be explained in more detail later.
- the electronic control device 40 for EPS control is controlled by the electronic control device 34 for steering angle control, the electronic control device 52 for movement control, or both, and controls the electric power steering device 16.
- the EPS control electronic control device 40 has a first target control amount ⁇ t input from the behavior control electronic control device 52, which is the first arithmetic control device, via the in-vehicle information infrastructure 62.
- a second target control amount S th inputted through the in-vehicle information infrastructure 62 from the steering angle control electronic control device 34, which is the second arithmetic control device, is compared, and based on the comparison, St ⁇ th or signal transmission abnormality through the in-vehicle information infrastructure 6 2, or directly input via the in-vehicle information infrastructure 6 2 from the behavior control electronic control device 5 2 which is the first arithmetic control device
- the target control amount ⁇ t and the behavior control electronic control device 5 2 which is the first arithmetic control device 5 2 and the steering angle control electronic control device 3 4 which is the second arithmetic control device and the second control control device 3 4 Is compared with the target controlled variable ⁇ t input via May be adapted to operate as a third arith
- the control according to the flowchart shown in FIG. 3 is started by closing an idle switch not shown in the figure, and may be repeatedly executed at a cycle of about 10 to 100 milliseconds.
- step 10 When control is started, first in step 10, a signal indicating the steering angle 0, etc.
- step 20 the spin state quantity SS and vehicle drift torque indicating the vehicle's spin tendency in a manner well known in the art are obtained by the behavior control electronic control device 52.
- Drift tort state quantity DS indicating the vehicle's tendency is calculated, and based on this, the vehicle's target moment Mt and the vehicle's target deceleration G xbt for stabilizing the turning behavior of the vehicle are known in the art.
- the target steering angle 5 t and the target control pressure P ti of each wheel are further calculated based on the calculation.
- the target steering angle St calculated in this way is sent to the in-vehicle information infrastructure 62 at step 30 and received by the electronic controller for steering angle control 34.
- the estimated target steering angle ⁇ th is calculated based on the signal indicating the steering angle ⁇ read in step 10 by the electronic controller for steering angle control 34. .
- Step 50 it is determined whether flag F 2 is 1.
- Flag F 2 is reset to 0 at the start of control, and is set to 1 when control reaches Step 1 1 0 described later, so flag F 2 is 0 until then, and the answer is no First, control proceeds to step 60.
- step 60 it is determined whether or not the flag F1 is 1.
- the flag F1 is also set to 1 when the control reaches step 80, which will be described later, so it is 0 until then, the answer is no, and the control proceeds to step 70 for the first time.
- step 70 the electronic controller for behavior control 5 in step 20
- Whether or not the absolute value of the difference between the target steering angle ⁇ t calculated by 2 and the target steering angle ⁇ th calculated by the electronic controller for steering angle control 34 in step 40 is greater than a predetermined limit value Is judged.
- the difference between ⁇ t and ⁇ th is judged in absolute value, as described above, there is a difference between the steering angle for the left turn and the steering angle for the right turn. This is because it is expressed as a positive value and the other is expressed as a negative value. Note that the comparison between ⁇ ⁇ and 5 th is as described above.
- the value of [3] may be set to be smaller when the vehicle speed is higher than when the vehicle speed is low, according to the vehicle speed. This takes into account the fact that when the vehicle speed is high, the influence when an abnormality occurs in the transmission of the target steering angle ⁇ t or the generation of the target steering angle ⁇ t is greater.
- ⁇ t is compared with ⁇ th on the assumption that the estimated target steering angle ⁇ th is calculated by the electronic control unit 34 in step 40, but as described above, the electronic control unit for ESP control 4 0 is operated as a third arithmetic control device, and ⁇ t sent directly from the electronic control device for behavior control 52 to the electronic control device for ESP control 40 via the in-vehicle information infrastructure 62 and behavior control Is sent to the ESP control electronic control device 4 0 via the vehicle interior information infrastructure 6 2 and the steering angle control electronic control device 3 4 that transmit signals from the electronic control device 5 2 to the steering angle control electronic control device 3 4.
- ⁇ t is compared with the electronic control device for ESP control 40, and a signal is sent from the behavior control electronic control device 52 to the steering angle control electronic control device 34 depending on whether there is an abnormal difference between them.
- Signal transmission abnormality in the in-vehicle information infrastructure When the in step 7 0, whether there is a difference exceeding between two [delta] t of different such transmission paths are determined.
- step 70 if there is no difference exceeding / 3 in the comparison and the answer to step 70 is no, the control proceeds to step 15 0 to be described later, and the steering control by the target steering angle ⁇ ⁇ is performed. Then, in step 160, braking of each wheel is controlled by the target braking pressure Pti.
- step 70 determines whether the answer to step 70 is yes. If the answer to step 70 is yes, control proceeds to step 80 where the flag F 1 is set to 1 and then control proceeds to step 90.
- step 90 the target steering angle Mt and the target deceleration G xbt are distributed to the target steering angle St and the target braking pressure Pti of each wheel in step 20. The value of the distribution ratio R s is reduced by ⁇ R for each cycle through this control flow. Then, in the following step 100, it is determined whether R s has dropped to 0 or less. While the answer is no, control passes to the next step.
- step 70 Once the answer is yes in step 70, flag F1 is set to 1 in step 80, so in the subsequent control, the answer in step 60 is yes, Control proceeds from step 60 to step 90, bypassing steps 70 and 80.
- step 100 As R s gradually decreases in step 90, the answer in step 100 will eventually turn from yes to yes. Control then proceeds to step 1 1 0, flag F 2 is set to 1, and R s is set to 0 in subsequent step 1 2 0. Thereafter, when the operation of the vehicle is continued as it is, control bypasses steps 60 to 110 from step 50 and proceeds to step 120, and control is continued with R s remaining at 0, Steering control is virtually not performed, only braking control is performed. Although not shown in the figure, when the answer to step 70 is yes, an appropriate warning may be issued to inform the driver.
- FIG. 4 is a flowchart showing an example in which steps 72 and 74 are added to the flowchart shown in FIG. In this case, there is no difference exceeding ⁇ 3 between ⁇ t and ⁇ th or between two ⁇ t with different transmission paths as described above, and even if the answer to step 70 is NO, 7 2 In the meantime, as illustrated in Figure 5
- the limit value ⁇ is also made smaller when the vehicle speed is high than when the vehicle speed is low, according to the vehicle speed. And if the answer is no, control proceeds to step 1 5 0, but if the answer is yes, control proceeds to step 7 4 and the target steering angle
- the magnitude of t (absolute value) is estimated with respect to the magnitude (absolute value) of the estimated target steering angle ⁇ th
- the corrected target steering angle (St) is constrained to be within the deviation.
- the embodiment is as illustrated in FIG.
- FIG. 6 is an example of when the target steering angle 5 t, the estimated target steering angle 5 th, and the corrected target steering angle (5 t) are all positive values, that is, when the vehicle is turning left.
- the first and second arithmetic and control units are connected by the communication means, and the first arithmetic and control unit determines the target control amount of the vehicle operation control according to the vehicle state quantity.
- the second calculation control device Whether the control device separately calculates the target control amount for vehicle operation control by itself, and compares the target control amount input from the first arithmetic control device via the communication means with the target control amount calculated by itself Or the third arithmetic control device compares these two target control amounts, or the third arithmetic control device and the target control amount input from the first arithmetic control device via the communication means Target control amount input via communication means from the second arithmetic and control unit And at least a portion that transmits the target control amount from the first arithmetic control device to the second arithmetic control device by changing the vehicle operation control mode
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Theoretical Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- General Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Quality & Reliability (AREA)
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- Regulating Braking Force (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US11/664,936 US8478487B2 (en) | 2004-10-18 | 2005-10-18 | Control device for vehicles to make rapid counter-measure against communication abnormality in communication means between calculation control devices |
EP05795241A EP1803628B1 (en) | 2004-10-18 | 2005-10-18 | Vehicle control apparatus for quickly dealing with communication abnormality in communication means between calculation control devices |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004-303027 | 2004-10-18 | ||
JP2004303027A JP4109238B2 (ja) | 2004-10-18 | 2004-10-18 | 車輌用制御装置 |
Publications (1)
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WO2006043693A1 true WO2006043693A1 (ja) | 2006-04-27 |
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PCT/JP2005/019459 WO2006043693A1 (ja) | 2004-10-18 | 2005-10-18 | 演算制御装置間の通信手段に於ける通信異常に迅速に対応する車輌用制御装置 |
Country Status (6)
Country | Link |
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US (1) | US8478487B2 (ja) |
EP (1) | EP1803628B1 (ja) |
JP (1) | JP4109238B2 (ja) |
KR (1) | KR100866816B1 (ja) |
CN (1) | CN100579846C (ja) |
WO (1) | WO2006043693A1 (ja) |
Families Citing this family (15)
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JP5106954B2 (ja) * | 2007-09-06 | 2012-12-26 | トヨタ自動車株式会社 | 車両走行制御装置 |
JP4569623B2 (ja) * | 2007-12-20 | 2010-10-27 | 株式会社デンソー | 車両監査装置およびそれを用いた車両制御システム |
DE102008043712B3 (de) * | 2008-11-13 | 2010-04-08 | Ford Global Technologies, LLC, Dearborn | Verfahren sowie Sicherheits- und Warnsystem zum Ermitteln bzw. Erfassen einer zu geringen Reifen-zu-Boden-Haftung und/oder einer erhöhten Innenreibung eines Lenkmechanismus |
WO2010073400A1 (ja) * | 2008-12-26 | 2010-07-01 | トヨタ自動車株式会社 | 車両の走行支援装置 |
US8467929B2 (en) * | 2009-08-24 | 2013-06-18 | Robert Bosch Gmbh | Good checking for vehicle wheel speed sensors |
US8494708B2 (en) * | 2009-08-24 | 2013-07-23 | Robert Bosch Gmbh | Good checking for vehicle yaw rate sensor |
US8935037B2 (en) * | 2009-08-24 | 2015-01-13 | Robert Bosch Gmbh | Good checking for vehicle steering angle sensor |
US8401730B2 (en) * | 2009-08-24 | 2013-03-19 | Robert Bosch Llc | Good checking for vehicle lateral acceleration sensor |
US8738219B2 (en) * | 2009-08-24 | 2014-05-27 | Robert Bosch Gmbh | Good checking for vehicle longitudinal acceleration sensor |
US8754764B2 (en) * | 2009-08-24 | 2014-06-17 | Robert Bosch Gmbh | Good checking for vehicle pressure sensor |
CN102762434B (zh) | 2010-06-23 | 2015-07-22 | 丰田自动车株式会社 | 车辆行驶控制装置 |
WO2011161779A1 (ja) | 2010-06-23 | 2011-12-29 | トヨタ自動車株式会社 | 車両走行制御装置 |
JP5430505B2 (ja) | 2010-06-25 | 2014-03-05 | トヨタ自動車株式会社 | 車両の制御装置 |
JP5637097B2 (ja) * | 2011-08-10 | 2014-12-10 | トヨタ自動車株式会社 | 車両制御システムおよび車両制御方法 |
CN103747999B (zh) | 2011-10-24 | 2016-03-02 | 三菱电机株式会社 | 电动助力转向装置 |
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- 2004-10-18 JP JP2004303027A patent/JP4109238B2/ja not_active Expired - Fee Related
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- 2005-10-18 EP EP05795241A patent/EP1803628B1/en not_active Expired - Fee Related
- 2005-10-18 US US11/664,936 patent/US8478487B2/en active Active
- 2005-10-18 KR KR1020077008669A patent/KR100866816B1/ko active IP Right Grant
- 2005-10-18 CN CN200580035626A patent/CN100579846C/zh active Active
- 2005-10-18 WO PCT/JP2005/019459 patent/WO2006043693A1/ja active Application Filing
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JPH03286340A (ja) | 1990-04-03 | 1991-12-17 | Japan Electron Control Syst Co Ltd | Cpuの異常診断装置 |
JPH06298105A (ja) | 1993-04-15 | 1994-10-25 | Nippondenso Co Ltd | 後輪操舵装置の制御システム |
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Also Published As
Publication number | Publication date |
---|---|
EP1803628A4 (en) | 2008-06-25 |
EP1803628A1 (en) | 2007-07-04 |
JP4109238B2 (ja) | 2008-07-02 |
JP2006111211A (ja) | 2006-04-27 |
CN100579846C (zh) | 2010-01-13 |
EP1803628B1 (en) | 2012-08-29 |
US8478487B2 (en) | 2013-07-02 |
CN101044052A (zh) | 2007-09-26 |
KR20070052353A (ko) | 2007-05-21 |
US20080195275A1 (en) | 2008-08-14 |
KR100866816B1 (ko) | 2008-11-04 |
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