JP2001208564A - Vehicle-state detector and vehicle controller as well as recording medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle-state detector by which a precise running distance can be found even when, e.g. a vehicle speed is abnormal and to obtain a vehicle controller as well as to obtain a recording medium. SOLUTION: In Step 600, whether the vehicle speed signal is abnormal or not is judged. In Step 610, whether an engine control system is abnormal or not is judged. In Step 620, the running state of a vehicle is detected on the basis of a signal from a sensor, a switch or the like, its value is applied to a running state function F, and a function F value (a vehicle-running-state value) is calculated. In Step 640, the fuel economy of a running state region indicated by the function F value is fetched. In Step 650, a fuel consumption amount NENRYOU is multiplied by a fuel economy Ai by using the following expression (2), and a recent running distance is found. The running distance is added to a cumulative running distance DIST up to the previous time, and the total cumulative running distance is calculated. DIST=DIST+ Ai*NENRYOU...(2).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle state detecting device, a vehicle control device, and a recording medium capable of accurately detecting a traveling distance of a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a technique for obtaining information on a traveling state of a vehicle, for example, when a vehicle abnormality is detected, a traveling distance of the vehicle is calculated, and the content of warning a driver of the vehicle is changed according to the traveling distance. Technology has been proposed (Japanese Patent Application No.
135395).

According to this technique, as the mileage after the detection of an abnormality increases, a stronger warning is issued to the driver, thereby encouraging the vehicle to be inspected and repaired, deteriorating the environment, preventing accidents, and improving vehicle durability. It is intended.

[0004]

In the above-described technique, a pulse (vehicle speed pulse signal), which is a vehicle speed signal from a vehicle speed sensor, is used as means for calculating a traveling distance, and the vehicle speed signal is counted. However, when an abnormality occurs in the vehicle speed signal itself due to a failure of the vehicle speed sensor or a broken wire, a problem arises in that the travel distance cannot be calculated.

That is, when the vehicle speed signal is abnormal (for example, when the pulse of the vehicle speed signal does not enter), it is determined that the vehicle is not running, and the running distance becomes zero. In this case,
No matter how the vehicle travels, there is a possibility that the vehicle will continue to travel with a weak warning, so that it is possible that the above-mentioned problems such as environmental degradation will occur.

Conventional techniques relating to the cumulative mileage include a device for measuring and displaying the cumulative mileage of a vehicle, and a technique for storing the information together with auxiliary information such as a diagnostic code. When an abnormality occurs in the signal, the accumulated mileage itself becomes unreliable data, so that there is a problem that the ability cannot be sufficiently exhibited.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. For example, a vehicle state detection device, a vehicle control device, and a recording medium capable of obtaining an accurate traveling distance even when a vehicle speed signal is abnormal are provided. To provide.

[0008]

According to the first aspect of the present invention, for example, when the vehicle speed signal is normal (when the normal traveling distance calculating means is normal), the fuel efficiency of the engine is determined and the traveling distance is calculated. When the normal calculation means is abnormal, the travel distance is calculated from the fuel efficiency obtained during normal operation. For example, the mileage can be calculated by multiplying the fuel consumption by the fuel consumption (determined separately). Therefore, according to the present invention, for example, even when the vehicle speed signal is abnormal, an accurate traveling distance can be always calculated.

[0009] Thus, in an apparatus having a diagnosis function for displaying, for example, the accumulated traveling distance or storing an abnormality in an engine control system or the like in association with the traveling distance, accurate traveling distance data can always be shown. Also,
For example, as the mileage after detecting an abnormality in the engine control system increases, a stronger warning is issued to the driver, thereby encouraging the vehicle to be inspected and repaired, thereby deteriorating the environment, preventing accidents, and improving vehicle durability. Can be planned.

Here, the fuel efficiency is an index indicating the degree (proportion) of fuel consumption, and can be obtained, for example, by dividing the traveling distance by the amount of fuel consumed during that time. Separately, data of the traveling distance and the fuel consumption in a certain traveling state are stored, and after the traveling distance normal calculation means becomes abnormal, the traveling distance and the fuel consumption in the normal state and the fuel consumption become abnormal. The travel distance at the time of abnormality may be determined from the fuel consumption of the vehicle. In other words, the scope of the present invention is to determine the travel distance of the traveling distance normal calculation means when the means is abnormal based on the degree of fuel consumption in the normal state.

The normal traveling distance calculating means includes a means for calculating the traveling distance based on navigation information, for example, in addition to the means for calculating the traveling distance from the vehicle speed signal.
In the means based on the navigation information, the travel distance is obtained, for example, by integrating distance information on the map according to the route on which the vehicle has moved on the map data.

(2) According to the present invention, in the present invention, for example, when a vehicle speed signal is input when the vehicle is running,
It is determined whether the vehicle speed signal is normal or abnormal. If the vehicle speed signal is normal, the fuel efficiency of the engine is obtained. That is, when the vehicle speed signal is normal, an accurate traveling distance can be obtained. Therefore, the fuel consumption can be calculated by dividing the traveling distance by the separately calculated fuel consumption.

On the other hand, if the vehicle speed signal is abnormal, the travel distance cannot be calculated from the vehicle speed signal. Therefore, the travel distance is calculated from the fuel efficiency obtained when the vehicle speed signal is normal. For example, the travel distance can be calculated by multiplying the fuel consumption by the separately calculated fuel consumption. As described above, according to the present invention, even when the vehicle speed signal is abnormal, it is possible to calculate an accurate traveling distance using the fuel efficiency obtained when the vehicle speed signal is normal. Therefore, the state of the vehicle can always be accurately recognized.
Thereby, the same effect as the first aspect is obtained.

(3) The invention of claim 3 exemplifies a vehicle speed signal judging means. When the vehicle is running, a vehicle speed signal is normally output from a vehicle speed sensor and input to the electronic control unit. However, if there is an abnormality such as a failure of the vehicle speed sensor or a broken wire, the vehicle speed signal is not input. Therefore, when the vehicle speed signal is not input, it is determined that the vehicle speed signal is abnormal, and when the vehicle speed signal is input,
It is determined that the vehicle speed signal is normal.

(4) The invention of claim 4 exemplifies a normal fuel consumption detecting means. In other words, the travel distance is determined based on the vehicle speed signal, the fuel consumption during this period is determined, and the fuel consumption is calculated by dividing the travel distance by the fuel consumption. (5) The invention of claim 5 exemplifies an abnormal traveling distance calculating means.

That is, the fuel consumption when the vehicle speed signal is abnormal is obtained, and the travel distance is calculated by multiplying the fuel consumption by the fuel consumption. (6) The invention of claim 6 exemplifies a normal fuel consumption detecting means. The fuel efficiency of the engine changes depending on the running state even if the running distance is the same. That is, when the traveling distance is obtained from the fuel efficiency, it is premised that the traveling state is the same.

Therefore, according to the present invention, each fuel consumption is calculated according to the running state (running state area), and the data is stored. Thus, the travel distance can be more accurately obtained using the fuel efficiency for each travel state. (7) The invention of claim 7 exemplifies an abnormal traveling distance calculating means.

In the present invention, the travel distance for each running state is calculated using the fuel efficiency for each running state (running state area) determined in claim 6, so that the variation in fuel efficiency due to the difference in running state is calculated. By excluding the influence, it is possible to calculate the traveling distance more accurately. (8) According to the invention of claim 8, by summing the travel distance when the vehicle speed signal is normal and the travel distance when the vehicle speed signal is abnormal, an accurate total travel is always performed regardless of whether the vehicle speed signal is abnormal. The distance (a value obtained by accumulating the running distance up to now) can be obtained.

(9) The invention of claim 9 shows an apparatus having a so-called diagnostic function for detecting and storing a vehicle abnormality. Here, along with the storage of the details of the abnormality, the travel distance at the time of occurrence of the abnormality and after the occurrence of the abnormality are stored.
The travel distance detected by the device according to any one of claims 1 to 8 is used as the travel distance to be stored.

As a result, for example, even when the vehicle speed signal is abnormal, an accurate traveling distance can be stored, so that the reliability of data for recording the abnormality is improved. (10) The invention of claim 10 is to change the content of the alarm according to the traveling distance after the occurrence of the abnormality of the vehicle. Here, the traveling distance is calculated by the device of claims 1 to 8, so An accurate traveling distance can be obtained, and the content of the warning can be made appropriate.

(11) The invention of claim 11 shows various recording media which record means (for example, programs) for realizing the functions of the above-described vehicle state detection device and vehicle control device. That is, the function of realizing the vehicle state detection device and the vehicle control device as described above in a computer system can be provided, for example, as a program activated on the computer system side. In the case of such a program, for example, it can be used by recording it on a computer-readable recording medium such as a floppy disk, a magneto-optical disk, a CD-ROM, or a hard disk, and loading and activating the computer system as needed. it can. In addition, the above program is recorded on a ROM (including an EEPROM) or a backup RAM as a computer-readable recording medium.
Alternatively, a backup RAM may be incorporated in a computer system.

Since the running distance of the vehicle increases cumulatively with the running of the vehicle, the running distance in the above-described invention substantially means the cumulative running distance.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments (embodiments) of a vehicle state detecting device, a vehicle control device, and a recording medium according to the present invention will be described. (Embodiment 1) The vehicle control device of the present embodiment includes a vehicle state detecting device for calculating a traveling distance and the like. When the vehicle speed pulse signal (vehicle speed signal) is normal, the traveling distance is cumulatively calculated based on the vehicle speed signal. A configuration that calculates fuel efficiency from the normal traveling distance and the fuel injection amount, and a configuration that cumulatively calculates the traveling distance based on the fuel injection amount and the normal fuel efficiency when the vehicle speed signal is abnormal, A configuration for outputting the accumulated mileage.

A) First, the hardware configuration of the vehicle control device of this embodiment will be described. As shown in FIG. 1, the vehicle control device according to the present embodiment is an electronic control device (EC
U) 1, and the ECU 1 includes a microcomputer (microcomputer) 3 that performs calculations for various controls and the like.
An input / output circuit 5 connected to the microcomputer 3, a main power supply circuit 7 connected to the microcomputer 3 and the input / output circuit 5,
A sub power supply circuit 9 connected to the microcomputer 3;

The main power supply circuit 7 includes an ignition switch (IG switch;
The sub power supply circuit 9 is connected to the battery 13 via a battery 11. The microcomputer 3 includes a well-known input / output interface (I / O) 15, a CPU 17, a ROM 19, a volatile memory (RAM) 21, and a nonvolatile memory (standby R).
AM) 23. This volatile memory 21 is a memory from which data stored therein disappears when the IG SW 11 is turned off. On the other hand, since the non-volatile memory 23 is backed up by the sub power supply circuit 9, even when the IG SW 11 is turned off, the data stored therein is not erased.

The input / output circuit 5 is connected to various sensors and actuators. For example, as sensors, a vehicle speed sensor 25 for detecting the speed of the vehicle, an engine speed sensor (rotation sensor) for detecting the engine speed
27, an air flow meter 29 for detecting an intake air amount, a water temperature sensor 31 for detecting a cooling water temperature, a throttle sensor 33 for detecting a throttle opening, a starter SW 35 for detecting that a starter has been operated, and an idle state where the throttle is returned. Are connected, a brake SW 39 for detecting that the brake is depressed, a neutral SW 41 for detecting the neutral of the gear, and the like.

The vehicle speed sensor 25 has the structure of a reed switch, and outputs a pulse-like signal (vehicle speed signal) in accordance with the rotation of a magnet linked to the drive shaft. Since the vehicle travels a predetermined traveling distance from the time when one pulse of the vehicle speed signal is input to the ECU 1 to the time when the next pulse is input, it is necessary to calculate the traveling distance based on the number of pulses of the input vehicle speed signal. Can be.

As the actuator, an injector 43 for performing fuel injection, an igniter 45 for performing ignition, a warning lamp 49 for notifying a driver of the vehicle of an abnormality, and the like are connected. Of these, the injector 43 is an EC
Operated by a control signal from U1, the injector 4
Since the fuel amount (fuel consumption) is determined in proportion to the time (injection time) TA for driving the fuel cell 3 to open, the fuel consumption tau can be obtained from the injection time TA.

A diagnostic tester (DIAG tester) 47 for reading the history of abnormalities stored in the ECU 1.
Is detachably connected to the ECU 1, and is connected by an inspector at a dealer or the like. b) Next, control processing performed by the vehicle control device will be described.

(Vehicle Speed Sensor Abnormality Determination Process) This vehicle speed sensor abnormality determination process is a process of determining an abnormality of the vehicle speed sensor 25 and setting a flag according to the presence or absence of the abnormality. This process is performed every one second.

As shown in the flowchart of FIG.
In step 100, it is determined whether the running state of the vehicle is continuing. If a positive determination is made here, step 12
If the determination is negative, the process proceeds to step 110. The case where the traveling state is continued means that the transmission is in the connected state (that is, the neutral SW 41
Is off), the engine speed is 1000 rpm or more, and the throttle is in the open state (idle SW 37 is off).

In step 110, since the running state of the vehicle is not continued, the abnormality determination of the vehicle speed signal is not performed, and therefore, an abnormality flag Fsp indicating that the vehicle speed signal is abnormal.
The counter Kspd used for the process d is reset (set to 0), and the process is temporarily terminated.

That is, the state in which the running state does not continue means whether the vehicle speed signal is not input due to an abnormality such as the vehicle speed sensor 25 or a broken wire, or whether the vehicle speed signal is not input due to the last or current stop of the vehicle. Therefore, in such a case, the counter Kspd for resetting the abnormality flag Fspd is reset in order to ensure the accuracy of the abnormality determination.

On the other hand, in step 120, since the running state of the vehicle is continuing, it is determined whether or not a vehicle speed signal has been input. If the determination is affirmative, the process proceeds to step 140, and if the determination is negative, the process proceeds to step 130. In step 130, since the vehicle speed signal is not input even though the running state of the vehicle continues, it is determined that the vehicle speed signal is abnormal (for example, an abnormality due to a failure of the vehicle speed sensor 25 itself or a broken wire). Flag F indicating that
spd is set (set to 1), and this process is once ended.

In step 140, the vehicle speed signal is input. Here, it is determined whether or not the abnormality flag Fspd is 1, that is, whether or not the last time the vehicle speed signal was abnormal. If the determination is affirmative, the process proceeds to step 150, while if the determination is negative, the process skips to step 170.

In step 150, since the vehicle speed signal was abnormal last time, the counter Kspd is counted up to confirm the abnormality of the vehicle speed signal. Subsequent step 160
Then, it is determined whether or not the counter Kspd is 5 or more, that is, whether or not the vehicle speed signal has been normally input five consecutive times after the abnormality of the vehicle speed signal is detected. If a negative determination is made here, that is, if the vehicle speed signal has not been input normally five times in a row, the abnormality flag Fspd is kept set, and this process is temporarily terminated. On the other hand, if a positive determination is made, step 1
Go to 70.

In step 170, since the vehicle speed signal has been normally input five consecutive times, it is determined that the vehicle speed signal has returned to a normal state, the abnormal flag Fspd is reset, and the present process is ended once. In step 140, if the previous abnormality flag Fspd is not 1, the vehicle speed signal has been input normally this time, that is, the vehicle speed signal is continuously normal. The flag Fspd is reset in step 170, and the process ends.

According to this processing, if the vehicle speed signal is abnormal, the abnormality flag Fspd can be set, and if not, the abnormality flag Fspd can be reset. (Processing for Calculating Traveling Distance When Vehicle Speed Signal is Normal) This process is a process for calculating the traveling distance based on the vehicle speed signal when the vehicle speed signal is normal, and is executed every time the vehicle speed signal is input.

As shown in the flowchart of FIG.
In step 200, it is determined whether or not the abnormality flag Fspd set in the processing of FIG. 2 is 0, that is, whether or not the vehicle speed signal is normal. If the determination is affirmative, the process proceeds to step 210. If the determination is negative, the vehicle speed signal is not input, and the traveling distance using the vehicle speed signal cannot be obtained.

In step 210, it is determined whether there is an abnormality in the engine control system (for example, detection of misfire). If the determination is affirmative, the process proceeds to step 220, and if the determination is negative, the process proceeds to step 250. This abnormality of the engine control system is stored in the nonvolatile memory 23 as diagnostic data.

In step 250, since there is no abnormality in the engine control system, the cumulative traveling distance counter DIST used for calculating the cumulative traveling distance is set to 0, and the vehicle speed pulse counter CSPD is set to 0. On the other hand, step 22
If it is 0, there is an abnormality in the engine control system, and the vehicle speed pulse counter CSPD after the abnormality is detected is counted up.

In the following step 230, it is determined whether or not the vehicle speed pulse counter CSPD is equal to or greater than a value corresponding to 1 km. Here, if the determination is affirmative, the process proceeds to step 240, while if the determination is negative, the process is temporarily terminated. In step 240, since the traveling distance has increased by 1 km or more, the cumulative traveling distance counter DIST is counted up, and this processing is once ended.

This cumulative running distance counter DIST is 1
Since the counter value is incremented by one every km, the travel distance (k) after the abnormality detection of the engine control system is detected from the counter value.
m). It should be noted that at least the cumulative traveling distance counter DIST among the cumulative traveling distance counter DIST and the vehicle speed pulse counter CSPD is stored in the non-volatile memory 23 for a diagnosis output described later.

As described above, in this processing, when the vehicle speed signal is normal, the running distance (accumulated running distance) after the abnormality is detected in the engine control system can be obtained based on the vehicle speed signal. (Fuel Injection Amount Calculation Process) This process is a process for obtaining a fuel consumption amount (fuel consumption amount). This fuel consumption is used when calculating the fuel efficiency when the vehicle speed signal is normal and when calculating the traveling distance when the vehicle speed signal is abnormal. This process is performed at each fuel injection timing.

As shown in the flowchart of FIG.
In step 300, it is determined whether it is the injection timing. Here, if the determination is affirmative, the process proceeds to step 310, while if the determination is negative, the process is temporarily terminated. In step 310, the fuel consumption is integrated.

More specifically, the current injection amount (tau) for each cylinder, which is normally executed in another routine, is added to the fuel consumption amount NENRYOU indicating the integrated value, and the process is once terminated. The fuel consumption amount NENRYOU is cleared after the calculation of the fuel consumption for each running state area indicating a certain running state and the calculation of the running distance.

As described above, in the present process, the fuel consumption NENRYOU in a certain traveling state can be obtained by integrating the injection amount for each injection timing. The fuel consumption can be calculated from the amount of fuel supplied by the fuel pump, for example, in addition to the above method.

(Driving Distance Calculation Processing for Fuel Economy Calculation) This processing is basically the same as the above (processing for calculating the traveling distance when the vehicle speed signal is normal), but in particular, the traveling distance for fuel efficiency calculation is calculated. Since it is a calculation process, the counter used is slightly different. This process is performed every time a vehicle speed signal is input.

As shown in the flowchart of FIG.
In step 400, it is determined whether or not the abnormality flag Fspd is 0, that is, whether or not the vehicle speed signal is normal. Here, if the determination is affirmative, the process proceeds to step 410, while if the determination is negative, the process is temporarily terminated. In step 410, the vehicle speed pulse counter CSPD0 (for calculating fuel consumption) is counted up.

In the following step 420, it is determined whether or not the vehicle speed pulse counter CSPD0 is equal to or greater than a value corresponding to 1 km.
If an affirmative determination is made here, the process proceeds to step 430. On the other hand, if a negative determination is made, the present process is temporarily terminated. Step 430
Since the running distance has increased by 1 km or more, the cumulative running distance counter DIST0 (for calculating the fuel efficiency) is counted up. Therefore, this cumulative traveling distance counter DIST0
Indicates the traveling distance (km).

The accumulated running distance counter DIST0
Is cleared after the later calculation of fuel efficiency, and need not be stored in the non-volatile memory 23. In the following step 440,
The vehicle speed pulse counter CSPD0 is cleared, and the present process ends once.

In this manner, in this processing, when the vehicle speed signal is normal, the accumulated traveling distance used for the fuel consumption calculation described later is calculated. (Fuel Consumption Calculation Process) This process is a process for calculating and storing the fuel consumption according to the traveling state when the vehicle speed signal is normal, so that it can be used later for calculating the traveling distance when the vehicle speed signal is abnormal. This process is performed every one second.

As shown in the flowchart of FIG.
In step 500, it is determined whether or not the abnormality flag Fspd is 0, that is, whether or not the vehicle speed signal is normal. If the determination is affirmative, the process proceeds to step 510, whereas if the determination is negative, the process ends once. In step 510, the running state of the vehicle is detected based on signals from sensors, switches, and the like. That is, the current traveling state is determined by applying the value of each signal to a predetermined traveling state function (hereinafter simply referred to as a function) F.

For example, parameters such as an engine speed NE, a throttle opening TA, an intake air amount GA, an idle state IDL, a brake state BRK, an air conditioner state AC, and an electric load state are set, and a function F determined by the parameters is set.
(NE, TA, GA, IDL, BRK, AC, etc.)
Is converted into a numerical value to determine the traveling state of the vehicle.

That is, as shown in FIG. 7, the vehicle running state when the engine is under a low load is determined when the value of the function F (function F value) = 0 to 20 (the running state value). Area), and as the load increases,
C1 area when function F value = 20-40, function F value = 4
In the case of 0 to 60, it is set as the C2 region, and the traveling state of the vehicle is determined accordingly.

The areas C0 to Cn in FIG. 7 are set as predetermined addresses in the nonvolatile memory 23 so that the corresponding fuel consumption can be stored. Subsequent step 52
At 0, it is determined whether or not the running state area indicated by the function F has changed. If a positive determination is made here, step 53
Then, if the determination is negative, the process is temporarily terminated.

In step 530, the fuel consumption in the running state area represented by the function F is calculated and stored. For example, when the fuel efficiency in the C0 area is A0, the fuel efficiency A0 is calculated corresponding to the C0 area, and the C0 in the nonvolatile memory 23 is calculated.
It is stored at the address corresponding to the area.

The fuel consumption A0 is calculated based on the fuel consumption BO (the fuel consumption N obtained in FIG. 4) in the C0 region.
ENRYOU) and the traveling distance D0 when the vehicle speed signal is normal in the C0 region (the value DIST0 of the cumulative traveling distance counter obtained in FIG. 5) can be calculated by the following equation (1).

Fuel efficiency A0 = Driving distance D0 / Fuel consumption B0 (1) Incidentally, similarly, each fuel consumption (A1, A2,...) In each driving state area (C1, C2,...) Is calculated. Remember. In a succeeding step 540, the fuel consumption NENRYO
U and the accumulated mileage counter DIST0 are cleared, and this process is once ended.

As described above, in this processing, as shown in FIG.
Using the signals from the sensors and switches as parameters, the vehicle traveling state is represented by a function F, and the traveling state is divided into several traveling state areas Cn according to the function F value. Then, the fuel efficiency An is obtained for each traveling state area, and the fuel efficiency is stored in association with each traveling state area.

(Processing for Calculating Traveling Distance When Vehicle Speed Signal Is Abnormal) This process is a process for calculating the traveling distance from the fuel consumption and the fuel consumption when the vehicle speed signal is abnormal, and is executed every 1 sec. As shown in the flowchart of FIG. 8, first, in step 600, the abnormality flag Fspd is set to 0.
It is determined whether or not the vehicle speed signal is abnormal. Here, if it is determined that there is an abnormality, the process proceeds to step 610. On the other hand, if it is determined that there is no abnormality, the present process is terminated.

In step 610, it is determined whether there is an abnormality in the engine control system (for example, detection of misfire). If the determination is affirmative, the process proceeds to step 620, while if the determination is negative, the process proceeds to step 660. This abnormality is stored in the nonvolatile memory 23 as diagnostic data.

In step 620, similarly to step 510 in FIG. 6, the running state of the vehicle is detected based on signals from sensors, switches, and the like, and the values are applied to the running state function F described above. An F value (vehicle running state value) is calculated. In the following step 630, it is determined whether or not the running state area indicated by the function F value has changed.
Here, if the determination is affirmative, the process proceeds to step 640, while if the determination is negative, the process is once terminated.

In step 640, the fuel consumption in the running state area indicated by the function F value is extracted. That is, as in the case where the vehicle speed signal is normal, the traveling state area is obtained from the traveling state function F, and the fuel efficiency stored when the vehicle speed signal is normal is extracted. For example, the fuel consumption A0 is taken out in the area C0, and the fuel consumption A1 is taken out in the area C1.

In the following step 650, the travel distance calculated this time (that is, the travel distance from the change in the previous travel state to the change in the current travel state) is added to the cumulative travel distance DIST calculated up to the previous time. Then, the integrated value (total traveling distance) of the traveling distance up to now is calculated.

That is, by multiplying the fuel consumption Ai calculated this time by the fuel consumption amount NENRYOU calculated this time, the traveling distance (the traveling distance just before the change of the traveling state) at that time (the traveling distance calculated this time) is obtained. Is calculated, the total traveling distance is calculated by adding the traveling distance calculated this time to the cumulative traveling distance DIST up to the previous time, as shown in the following equation (2). Then, such processing is performed for each traveling state area.

DIST = DIST + Ai * NENRYOU (2) In the following step 660, the fuel consumption amount NENRYOU is cleared, and the present process is ended once. As described above, in the present process, as in the case where the vehicle speed signal is normal, the traveling state area is obtained by the traveling state function F, and the fuel consumption Ai in the traveling state area stored when the vehicle speed signal is normal is extracted. And
The total travel distance can be obtained by calculating the current travel distance from “fuel efficiency Ai * fuel consumption amount NENRYOU” and adding it to the cumulative travel distance so far.

(Diagnosis Output Processing) This processing is a processing for outputting the mileage after the occurrence of an abnormality in the engine control system by the diagnosis tester 47, and is executed when the diagnosis tester 47 requests the ECU 1 to output the diagnosis. You.

The diagnostic tester 47 is detachable and is connected by an inspector at a dealer or the like. The functions of the diagnostic tester 47 include a function of reading an abnormality of the vehicle and outputting an abnormality detection code indicating the type, a function of outputting a current vehicle state (engine speed, injection amount, etc.), and a function stored at the time of abnormality detection. The function of storing the vehicle state,
A function to control the vehicle in a state where the abnormality of the vehicle can be easily detected,
There is a function of deleting an abnormality detection code (DIAG code) and other storage items.

As shown in the flowchart of FIG.
At step 700, it is determined whether or not there is an erasure request from the diagnostic tester 47. If an affirmative determination is made here, the process proceeds to step 710;
Proceed to 40. In step 740, since there is an erasure request, all the data related to the diagnostics are erased, and the present process is ended once. Specifically, all the diagnostic codes are erased, and the cumulative traveling distance counter DIST and the vehicle speed pulse counter CSPD are reset.

On the other hand, in step 710, it is determined whether or not there is a request to delete a specific diag code (for example, a diag code indicating misfire). If an affirmative determination is made here, the process proceeds to step 720, while if a negative determination is made, step 7 is performed.
Go to 50. In step 750, a specific diag code (for example, a diag code indicating misfire) is deleted. In step 760, the cumulative traveling distance counter DIST and the vehicle speed pulse counter CSPD are reset, and the present process is terminated once.

On the other hand, at step 720, it is determined whether or not there is a request from the diagnostic tester 47 to output the traveling distance after the abnormality detection of the engine control system. If the determination is affirmative, the process proceeds to step 730. If the determination is negative, the process ends. In step 730, the ECU 1 counts the cumulative mileage counter DIST from the diagnostic tester 47.
And the process is once terminated.

As described above, in this processing, the diagnostic tester 4
In accordance with the request from 7, it is possible to delete the diagnostic data and the like, and output the accumulated traveling distance counter DIST, that is, the data of the accumulated traveling distance after the abnormality is detected, to the outside. c) In the present embodiment, the following effects are obtained by the above-described processing.

In this embodiment, when a vehicle speed signal is input when the vehicle is running, the travel distance can be calculated based on the vehicle speed signal. Therefore, for example, when an abnormality occurs in the engine system, it is possible to calculate the accumulated traveling distance after the abnormality occurs.

In this embodiment, even when the vehicle speed signal is not input, the fuel consumption when the vehicle speed signal is normal is calculated and stored in order to obtain the traveling distance. Therefore, when the vehicle speed signal is abnormal, the fuel consumption is calculated, and the travel distance can be obtained based on the fuel consumption and the fuel efficiency. Therefore, even when the vehicle speed signal is abnormal, for example, when an abnormality occurs in the engine control system, it is possible to calculate the accumulated traveling distance after the abnormality occurs, as in the case of the normal vehicle speed signal. Therefore, the abnormality data and the accurate accumulated traveling distance from the occurrence of the abnormality can be stored in, for example, the nonvolatile memory 23.

Therefore, by using the diagnostic tester 49, for example, the abnormality data and the accumulated mileage after the occurrence of the abnormality can be read from the ECU 1 to accurately grasp the state of the vehicle. If the cumulative mileage after the occurrence of the abnormality becomes equal to or greater than a predetermined determination value, the alarm lamp 4
9 can be turned on to notify the driver or the like.

Also, in this embodiment, when the vehicle speed signal is normal, the fuel efficiency is divided and stored for each running state area, and when the vehicle speed signal is abnormal, each fuel efficiency is read out for each running state area to determine the running distance. Therefore, there is an effect that an accurate traveling distance can always be calculated without being affected by the variation of the fuel consumption due to the variation of the traveling state.

Further, in this embodiment, since the calculation position of the accumulated mileage (DIST) is switched between the normal time and the abnormal time of the vehicle speed signal, double addition is not performed. Is carried out, there is an advantage that the traveling distance can be accurately calculated from that point as well. And switching from normal to abnormal (and vice versa)
Is also smooth.

In this embodiment, the cumulative mileage after the occurrence of an abnormality in the engine control system is calculated using the accumulated mileage counter DIST. (From time) may be calculated. By doing so, it is possible to accurately grasp at which time point (cumulative traveling distance) the abnormality has occurred. (Embodiment 2) Next, Embodiment 2 will be described, but the description of the same parts as in Embodiment 1 will be omitted.

In the present embodiment, the processing for obtaining the traveling distance is the same as that in the first embodiment, but there is a difference in the control (warning control processing) using the traveling distance, so only the different parts will be described. This warning control process is a control process of switching the control content according to the traveling distance and issuing a warning after an abnormality is detected. Here, the first stage, the second stage,
The control process is switched to the control process having different levels of warning in the third and third stages.

As shown in the flowchart of FIG. 10, first, at step 800, it is determined whether or not the accumulated running distance counter (DIST) after the occurrence of the abnormality exceeds the first determination value A.
That is, it is determined whether or not to execute the processing of the third-stage severe function failure. If an affirmative determination is made here, the process proceeds to step 830, while if a negative determination is made, the process proceeds to step 810.

In step 830, fuel cut control is performed as a third-stage severe function failure process so that the engine speed does not exceed a certain value so as to give a strong warning to the driver. As a result, the driver knows that it is a strong warning.

On the other hand, in step 810, the DIST
Is determined to be greater than or equal to the determination value B (where A> B), that is, whether or not the processing of the second-stage mild functional failure is to be performed.
If the determination is affirmative, the process proceeds to step 840, whereas if the determination is negative, the process proceeds to step 820.

In step 840, control for stopping the operation of the air conditioner (A / C) is performed as a process for the minor function failure in the second stage so as to give a weak warning to the driver. As a result, the driver knows that the warning is weak. On the other hand, in step 820, DI
It is determined whether or not ST is the third determination value of 0 (during normal running). Here, if an affirmative determination is made (that is, the vehicle is traveling normally), the present process is terminated once, while if a negative determination is made (that is, the vehicle is traveling abnormally), the process proceeds to step 850. That is, here, the necessity of the process of the initial stage which is the first stage for abnormality notification is determined.

In step 850, the alarm lamp 49 is turned on to immediately notify the driver of the occurrence of the abnormality, and the present process is terminated. As described above, in the present process, a different warning is issued to the driver according to the accumulated traveling distance after the abnormality is detected.

As a result, the state of the vehicle can always be accurately recognized. For example, as the mileage after the detection of an abnormality increases, a stronger warning is issued to the driver to prompt the driver to check and repair the vehicle. Thus, it is possible to prevent the environment from deteriorating, prevent accidents, and improve vehicle durability.

The present invention is not limited to the above-described embodiment, and it goes without saying that the present invention can be implemented in various modes without departing from the gist of the present invention. (1) For example, in the first and second embodiments, the vehicle state detecting device and the vehicle control device have been described. However, the present invention is not limited thereto, and may be applied to a recording medium storing a unit for executing the above-described processing. Applicable.

(2) In the first and second embodiments, the apparatus for calculating the traveling distance based on the vehicle speed signal has been described as an example. However, the present invention is not limited to this. The present invention is also applicable to a device for calculating. That is, for example, the travel distance is calculated from the normal navigation information, but the fuel efficiency is calculated when the calculation device is normal, and when the calculation device fails, the travel distance is calculated from the normal fuel efficiency and the fuel consumption. The distance may be calculated.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a vehicle control device according to a first embodiment.

FIG. 2 is a flowchart illustrating a vehicle speed sensor abnormality determination process according to the first embodiment.

FIG. 3 is a flowchart illustrating a traveling distance calculation process when the vehicle speed signal is normal according to the first embodiment.

FIG. 4 is a flowchart illustrating a fuel injection amount calculation process according to the first embodiment.

FIG. 5 is a flowchart illustrating a travel distance calculation process for calculating fuel efficiency according to the first embodiment.

FIG. 6 is a flowchart illustrating a fuel efficiency calculation process according to the first embodiment.

FIG. 7 is a map showing a relationship between a running state area and fuel efficiency according to the first embodiment.

FIG. 8 is a flowchart illustrating a traveling distance calculation process when a vehicle speed signal is abnormal according to the first embodiment.

FIG. 9 is a flowchart illustrating a diagnostic output process according to the first embodiment.

FIG. 10 is a flowchart illustrating a warning control process according to the second embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Electronic control unit (ECU) 3 ... Microcomputer (microcomputer) 21 ... Volatile memory 23 ... Nonvolatile memory 25 ... Vehicle speed sensor 27 ... Rotation sensor 37 ... Idle SW 39 ... Brake SW 41 ... Neutral SW 43 ... Injector 47 ... Diag tester 49… Alarm lamp

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 2F024 AA02 AB05 AC01 3G084 BA33 EA05 EA07 EA11 EB07 EB22 EC04 FA00 FA05 FA06 FA07 FA10 FA13 FA18 FA24 FA33

Claims (11)

[Claims] 1. A normal fuel consumption detecting means for calculating fuel consumption of an engine when a normal driving distance calculating means for normally calculating a driving distance of a vehicle is provided. A vehicle condition detection device comprising: an abnormal traveling distance calculating unit that calculates a traveling distance based on the fuel efficiency calculated by the normal fuel consumption detecting unit. 2. Based on a vehicle speed signal from a vehicle speed sensor,
In a vehicle state detection device for determining a traveling distance of a vehicle, a vehicle speed signal determining unit that determines whether the vehicle speed signal is normal or abnormal, and when the vehicle speed signal is determined to be normal by the vehicle speed signal determining unit, A normal fuel efficiency detecting means for calculating the fuel efficiency of the engine of the vehicle, and when the vehicle speed signal is determined to be abnormal by the vehicle speed signal determining means, based on the fuel efficiency calculated by the normal fuel efficiency detecting means, The vehicle state detection device according to claim 1, further comprising: an abnormal traveling distance calculating unit that calculates a traveling distance. 3. The vehicle speed signal determining means determines that the vehicle speed signal is normal when the vehicle speed signal is input while the vehicle is running, and when the vehicle speed signal is not input, The vehicle state detection device according to claim 1, wherein the vehicle speed signal is determined to be abnormal. 4. The normal fuel consumption detection means calculates a travel distance based on the vehicle speed signal, determines a fuel consumption corresponding to the travel distance, and divides the travel distance by the fuel consumption to obtain a fuel consumption. The vehicle state detection device according to any one of claims 1 to 3, wherein the calculation is performed. 5. The abnormal travel distance calculating means obtains a fuel consumption when the vehicle speed signal is abnormal, multiplies the fuel consumption by the fuel consumption calculated by the normal fuel consumption detecting means, and calculates the fuel consumption. The vehicle state detection device according to any one of claims 1 to 4, wherein a travel distance corresponding to the amount is calculated. 6. The normal fuel consumption detecting means sets different driving state areas according to the driving state of the vehicle, and calculates fuel consumption for each of the driving state areas. 5. The vehicle state detection device according to any one of 5. 7. The abnormal-time traveling distance calculating means, using fuel efficiency calculated for each traveling state area by the normal-time fuel efficiency detecting means according to different traveling states of the vehicle,
The said travel distance is calculated, The said Claim 6 characterized by the above-mentioned.
The vehicle state detection device according to claim 1. 8. The total travel distance is calculated by summing a travel distance when the vehicle speed signal is normal and a travel distance when the vehicle speed signal is abnormal. A vehicle state detection device according to any one of claims 1 to 3. 9. An abnormality detecting means for detecting an abnormality of the vehicle, an abnormality storing means for storing abnormality information detected by the abnormality detecting means, and an abnormality occurrence when the abnormality is stored by the abnormality storage means. A mileage storage means for storing a time and / or a mileage after occurrence of an abnormality; and the vehicle state detection according to any one of claims 1 to 8 as a mileage stored by the mileage storage means. A vehicle state detection device using a traveling distance detected by the device. 10. An abnormality detection means for detecting an abnormality of the vehicle, an abnormality storage means for storing information on the abnormality detected by the abnormality detection means, and a running of the vehicle after the abnormality detection means detects the abnormality. A travel distance calculating unit that calculates a distance, and a warning change unit that changes a warning content for a driver of the vehicle in accordance with the abnormal travel distance calculated by the travel distance calculation unit. 2. The method according to claim 1, wherein the travel distance is calculated by a travel distance calculating means.
A vehicle control device using a travel distance detected by the vehicle state detection device according to any one of claims 1 to 8. 11. A recording medium on which is recorded means for realizing the function of the vehicle state detection device according to any one of claims 1 to 9 or the vehicle control device according to claim 10. .