JP2002187505A - In-vehicle system - Google Patents

Abstract

(57) [Problem] To save an integrated value of mileage from the time of occurrence of an abnormality in an in-vehicle system having a plurality of electronic control units,
Improve data storage reliability and reduce costs. SOLUTION: While connecting an ECU 10 and a TCU 50 via a serial bus 100, an I / O of the TCU 50 is connected.
The output port of the interface 55 and the I /
Connect to the input port of the O interface 16. Then, in the ECU 10, an abnormality in the ECU system or TC
When a U-system abnormality is detected, the MIL lamp 3 is turned on,
The trouble data is stored in the backup area of the AM 13 and the mileage from the point of occurrence of the abnormality is integrated, and the trouble data and the mileage integrated value of the backup area of the RAM 13 are written to the EEPROM 14 before the system is stopped by the self-shut function. Thus, reliability of data storage and cost reduction are achieved without providing an EEPROM in each electronic control device.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an on-vehicle system having a plurality of electronic control units, and more particularly, to request an electronic control unit having an abnormality notification function from an applicable electronic control unit when an abnormality occurs. And an in-vehicle system for notifying abnormality.

[0002]

2. Description of the Related Art Conventionally, a vehicle such as an automobile equipped with a plurality of electronic control units is provided with a self-diagnosis function for diagnosing the occurrence of an abnormality for each electronic control unit and one of the plurality of electronic control units. The electronic control unit is provided with an abnormality notification unit such as an alarm lamp. When an abnormality occurs, the electronic control unit that has detected the abnormality transmits an abnormality determination result to the electronic control unit including the abnormality notification unit, and thereby the electronic control unit A warning is issued to the driver by turning on an alarm lamp or the like. For example, in Japanese Patent No. 2601194, an engine control device and an automatic transmission control device are connected to each other via a communication line, and a failure determination unit is provided in each device. A technique is disclosed in which, when an abnormality is detected by a failure determination unit of a machine control device, the abnormality is notified to a driver by a notification unit provided on the engine control device side.

Incidentally, when an abnormality occurs, it is necessary not only to issue a warning to the driver, but also to save the trouble data and the integrated value of the traveling distance from the time of occurrence of the abnormality for the purpose of investigating the cause. Conventionally, mileage accumulation and data storage are
It is performed individually for each control device such as the engine and automatic transmission, so that trouble data and mileage integrated value are usually saved even after the ignition switch is turned off and power supply to the system is stopped. Power is supplied to the volatile memory using a backup power supply to prevent data loss.

[0004]

However, it is not always desirable to supply power from a backup power supply to a volatile memory to store data by using a backup power supply in terms of reliability. May corrupt data. This problem can be solved by using a nonvolatile memory such as an EEPROM, which can electrically rewrite data and retain data even after the power supply is stopped. Expensive non-volatile memory must be provided, leading to an increase in cost.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and is intended to improve the reliability of data storage and reduce costs in storing an integrated mileage value from the time of occurrence of an abnormality in a vehicle-mounted system having a plurality of electronic control units. The purpose is to provide an in-vehicle system that can be achieved.

[0006]

According to a first aspect of the present invention, there is provided an electronic control apparatus having a plurality of electronic control units, the electronic control units having an abnormality notification function from the electronic control units when an abnormality occurs. Request anomaly notification to the device,
In the in-vehicle system for performing the abnormality notification, one electronic control device having the failure notification function includes a unit that integrates a traveling distance from the time of occurrence of the abnormality, and any one of the plurality of electronic control devices is provided. A non-volatile memory that is electrically rewritable and retains stored data even when the power is turned off, and stores the integrated mileage value from the time of occurrence of the abnormality in the non-volatile memory to another electronic control unit. And means for transferring the running distance integrated value in response to a request from at least one of an external device.

According to a second aspect of the present invention, in the first aspect of the present invention, the electronic control device including the nonvolatile memory includes both the nonvolatile memory and the volatile memory for holding backup data by a backup power supply. In addition to the mileage integrated value from the time of occurrence of the abnormality, at least one of trouble data and learning data indicating the location of the failure and the content of the failure is stored, and when the backup data of the volatile memory is destroyed, the nonvolatile memory is used. Means for transferring data stored in the volatile memory to the volatile memory.

That is, according to the first aspect of the present invention, of one of the plurality of electronic control units, one of the electronic control units having a failure notification function integrates the mileage from the time of occurrence of the abnormality, and calculates one of the integrated values. Each electronic control device is provided with a non-volatile memory by storing in a non-volatile memory of one electronic control device and transferring the mileage integrated value in response to a request from at least one of the other electronic control device and an external device. It is possible to improve the reliability of data storage and reduce the cost without saving.

In this case, according to a second aspect of the present invention, in the electronic control device having a nonvolatile memory, both the non-volatile memory and the volatile memory holding backup data by a backup power supply run from the time of occurrence of the abnormality. In addition to the distance integration value, at least one of the trouble data and the learning data indicating the fault location and the fault content is stored, and if the backup data in the volatile memory is destroyed, the data stored in the nonvolatile memory is stored in the volatile memory. , The control can be continued without performing re-learning even if the learning value is destroyed, and the controllability is improved.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 relate to an embodiment of the present invention, FIG. 1 is a configuration diagram of an in-vehicle system, and FIG.
U is a flowchart of a diagnostic routine, and FIG.
U is a flowchart of a diagnostic routine, and FIG.
FIG. 5 is a flowchart of a backup data transfer routine in the ECU, and FIG. 6 is a flowchart of a travel distance integrated value transfer routine in the ECU.

In FIG. 1, reference numeral 10 denotes an electronic control unit (ECU) for controlling the engine, and reference numeral 50 denotes an electronic control unit (TCU) 50 for controlling the transmission. Hereinafter, in the present embodiment, a plurality of electronic control units mounted on a vehicle will be referred to as ECUs.
A vehicle-mounted system represented by the ECU 10 and the TCU 50 will be described by using two electronic control units 10 and TCU 50 as a representative.

The ECU 10 has a CP as a central processing unit.
U11, a mask ROM 12 as a non-rewritable nonvolatile memory, a RAM 13 as a volatile memory holding backup data by a backup power supply,
EEP as a nonvolatile memory that is electrically rewritable and retains stored data even when power is turned off
ROM 14, counter / timer 15, I / O interface 16, serial interface (SCI) 17
Are configured around a microcomputer 10a connected to each other via a bus line, and further include various peripheral circuits. As a peripheral circuit in the ECU 10, a power supply circuit 20 for supplying stabilized power to each unit in the ECU 10, an input processing circuit 21 for processing signals from various sensors and switches 1 for detecting a state of an engine system, Analog / digital (A / D) for converting an analog signal from the sensor switch 1 into a digital signal
An output processing circuit 23 for outputting a drive signal to the converter 22, various actuators 2 such as injectors, and an alarm lamp (MIL lamp) 3 for notifying the occurrence of abnormality is provided.

Similarly, the TCU 50 includes a CPU 51, a mask ROM 52, a RAM 53, a counter / timer 54,
The I / O interface 55 and the SCI 56 are mainly configured by a microcomputer 50a connected to each other via a bus line, and further include various peripheral circuits. The peripheral circuits in the TCU 50 include a power supply circuit 60 for supplying stabilized power to each unit in the TCU 50, and an input processing circuit 61 for processing signals from various sensor switches 4 for detecting the state of the transmission system. , An A / D converter 62 for converting an analog signal from the sensor switch 4 into a digital signal, and an output processing circuit 6 for outputting a drive signal to various actuators 5 such as various hydraulic control valves.
3 is provided.

The ECU 10 and the TCU 50 communicate with each other by SC
I17 and I56 are connected via a serial bus 100 so that bidirectional communication is possible. The serial bus 100 is provided with a connector 100a for connecting an external device such as a serial monitor (failure diagnosis device) 110. . Furthermore,
Request for turning on the MIL lamp 3 provided on the ECU 10 side when an abnormality occurs in the TCU 50 (MIL request)
The output port of the I / O interface 55 on the TCU 50 side is connected to the input port of the I / O interface 16 on the ECU 10 side.

On the other hand, reference numeral 6 denotes a battery. A power supply relay 7 having two relay contacts is connected to the battery 6, and an input processing circuit 21 and an output processing circuit 23 of the ECU 10 are connected via an ignition switch 8. And the power supply relay drive section in the inside. A power supply line for supplying power from the battery 6 to each actuator is connected to one relay contact of the power supply relay 7, and a power supply circuit 20 of the ECU 10 and a TCU 5 are connected to the other relay contact.
A power supply line for supplying battery power to the power supply circuit 60 is connected. The relay coil of the power supply relay 7
It is connected to a power supply relay drive section in the output processing circuit 23 of the ECU 10.

Here, the power supply circuit 20 of the ECU 10 and T
The power supply circuit 60 of the CU 50 is connected to the battery 6 via a relay contact of the power supply relay 7 and is directly connected to the battery 6.
And turn off the ignition switch 8
Even after the power supply relay 7 is turned off after a set time by the self-shut function of the ECU 10, the R
A power supply for backup is supplied to the AM 13 and the RAM 53 of the TCU 50.

That is, when the ignition switch 8 is
N, when a trigger signal is input to the power supply relay drive unit in the output processing circuit 23 of the ECU 10, the power supply relay drive unit energizes the relay coil of the power supply relay 7 and closes the two relay contacts of the power supply relay 7. I do. Thus, the battery voltage is supplied from the battery 6 to each actuator, and the power supply circuit 20 and the TC
The battery voltage is supplied to the power supply circuit 60 of U50,
A predetermined stabilizing voltage is supplied to each part in the U10 and the TCU 50. When the power supply to the ECU 10 is turned on, the control program stored in the mask ROM 12
Is executed in U11, the ECU 10 is initialized,
In response to a signal from the output port of the I / O interface 16, the power supply relay driving unit of the output processing circuit 23 holds the power supply relay 7 ON.

After the system is operated by turning on the power to the ECU 10 and the TCU 50, the ECU including the engine and the peripheral devices is operated.
The occurrence of an abnormality in the CU system is monitored by the self-diagnosis function of the ECU 10, and the T
The occurrence of an abnormality in the CU system is monitored by the self-diagnosis function of the TCU 50, and the processing after the occurrence of the abnormality is mainly performed by the ECU.
10 is performed. That is, in the ECU 10, the abnormality of the ECU system due to the self-diagnosis or the TCU 50
When the abnormality of the TCU system due to the MIL request signal from the CPU is detected, the MIL lamp 3 is turned on, the trouble data is stored in the backup area of the RAM 13, and the mileage from the time of occurrence of the abnormality is integrated.

Thereafter, when the ignition switch 8 is turned off to stop the engine, the self-shut function of the ECU 10 keeps the relay coil of the power supply relay 7 energized until a predetermined time elapses. The power supply relay drive unit of the output processing circuit 23 cuts off the current to the relay coil of the power supply relay 7 according to a signal from the output port of the I / O interface 16 of the ECU 10. Thereby, each relay contact of the power supply relay 7 is opened, the power supply to the ECU 10, the TCU 50, and the actuators is cut off, and the system is automatically stopped.

At this time, the ECU 10 writes the trouble data in the backup area of the RAM 13 and the mileage integrated value after the occurrence of the abnormality to the EEPROM 14 before the system is stopped by the self-shut function, and the ECU 10 writes the trouble data due to the abnormality of the backup power supply or the influence of noise. The case where the data in the backup area of the RAM 13 is destroyed is dealt with.

Hereinafter, processing related to data backup when an abnormality occurs will be described with reference to the flowcharts of FIGS.

FIG. 2 shows a diagnostic routine of the TCU system which is executed at predetermined time intervals (for example, every 10 msec) in the TCU 50. When this routine is started, first, in step S10, the self-diagnosis result, the TCU Check whether there is any abnormality in the system. If there is no abnormality in the TCU system, the process directly exits the routine from step S10, and if there is an abnormality in the TCU system, the process proceeds from step S10 to step S11, where the MIL request signal is output from the output port of the I / O interface 55. Then, in step S12, the trouble data is sent from the SCI 56 to the ECU 10
To exit the routine.

FIG. 3 shows a diagnostic routine of the ECU system executed at predetermined time intervals (for example, every 10 msec) in the ECU 10. When this routine is started,
First, in step S20, it is checked whether or not there is an abnormality in the ECU system as a result of the self-diagnosis. If there is no abnormality in the ECU system, the process jumps from step S20 to step S22, and if there is an abnormality in the ECU system, the process proceeds to step S20.
From step S21 to trouble data (ECU
Is stored in the backup area of the RAM 13, and the process proceeds to step S22.

In step S22, the state of the corresponding input port of the I / O interface 16 is checked, and the TCU 5
It is checked whether an MIL request signal from 0 has been received. If the MIL request signal has not been received, the process jumps to step S25. If the MIL request signal has been received, the process proceeds to step S23, where trouble data from the TCU 50 is received via the SCI 17, and In S24, the trouble data of the TCU system is stored in the backup area of the RAM 13, and the process proceeds to Step S25.

In step 25, it is checked whether or not there is any trouble data of the ECU system and the TCU system. As a result, if there is no trouble data and both the ECU system and the TCU system are normal, step S26
Then, the MIL lamp 3 is maintained in the off state, and step S2
At 7, the running distance integrated value from the point of occurrence of the abnormality is cleared and the routine exits. If there is any trouble data in step S25, the process proceeds from step S25 to step S28 to turn on the MIL lamp 3, and in step S29 the travel distance from the time of occurrence of the abnormality, for example, a pulse output from a vehicle speed sensor is output. Integrate by counting etc. and exit the routine. The MIL lamp 3 may be lit not only by simply turning on the light but also by using a blinking code corresponding to the trouble data.

Then, when the ignition switch 8 is turned off to stop the engine, the input processing circuit 21 of the ECU 10 detects that the ignition switch is turned off, and the ECU 10 executes a backup data storage routine shown in FIG. In this routine, step S3
0, the mileage integrated value from the time of occurrence of the abnormality and the trouble data are stored in the backup area of the RAM 13 and the EEPROM.
14 is stored in both.

At this time, in addition to the running distance integrated value and the trouble data from the time of occurrence of the abnormality, various learning values of the engine control by the ECU 10 and the TC are stored in the EEPROM 14.
It is desirable to store various learning values of the shift control by U50. As a result, even if the data stored in the backup area of the RAM 13 is destroyed for some reason, control can be performed without performing re-learning, controllability is greatly improved, and the reliability of data backup is improved. Can be significantly improved.

The trouble data at the time of occurrence of an error is
The information can be read out by the blinking code of the L lamp 3 or by connecting the serial monitor 110 to the connector 100a of the serial bus 100, so that the details of the failure and the location of the failure can be specified. Then, the trouble data stored in the backup area of the RAM 13 and the EEPROM 14 and the mileage integrated value from the time of occurrence of the abnormality are:
Cleared when repaired. After the repair, the serial monitor 110 can clear the trouble data and the mileage integrated value from the time of occurrence of the abnormality. The reading, diagnosis, and clearing of trouble data by the serial monitor 110 are described in detail in Japanese Patent Publication No. 7-76730 by the present applicant.

Next, the process proceeds to step S31, where it is determined whether or not a predetermined time (for example, several seconds) preset for the self-shut function has elapsed after the ignition switch is turned off. And the ignition switch OF
If the predetermined time has not elapsed after F, step S
When a predetermined time elapses, the process proceeds to step S32 to turn off the power supply relay 7 via the output processing circuit 23 by a signal from the I / O interface 16 and exit from the routine. Thereby, the ECU 10
And the TCU 50, the power supply during normal operation is cut off, and the system stops.

Next, when the ignition switch 8 is turned on by restarting the engine and the power is turned on to the ECU 10, a backup data transfer routine shown in FIG. 5 is executed at the time of system initialization. In this backup data transfer routine, first, in step S1,
It is checked whether or not the backup data stored in the backup area of the RAM 13 has been destroyed due to an abnormality in the backup power supply or the like.

Whether or not the backup data has been destroyed can be determined, for example, by taking a checksum of the data in the backup area of the RAM 13 and storing it in the EEPROM 14 before the power supply of the ECU 10 is turned off by the self-shutdown function. EEPROM1 when initializing
4 is checked by checking whether the checksum data stored in the backup data 4 matches the checksum data of the data in the backup area of the RAM 13.

If the backup data in the RAM 13 has not been destroyed, the process directly exits the routine. If the backup data in the RAM 13 has been destroyed, the flow advances to step S2 to transfer the backup data stored in the EEPROM 14 to the RAM 13. And exit the routine. Thereafter, the system is put into an actual operation state, and various controls are executed using the transferred backup data.

After the operation of the system, the ECU 10 operates as shown in FIG.
Is carried out at predetermined time intervals, and the mileage integrated value is transferred according to the presence or absence of a request from the TCU 50. That is, in this routine, first, in step S5, it is checked whether or not there is a request for the mileage integrated value. If there is no request, the process exits the routine without any change.
Transfer to step 50 and exit the routine.

Thus, it is not necessary to provide an EEPROM for storing the mileage integrated value from the time of occurrence of the abnormality in each electronic control unit, and the cost can be reduced while ensuring the reliability of data storage. .

It should be noted that the present invention is not limited to the above-described embodiment, and various changes can be made without departing from the gist of the present invention. For example, in the above-described embodiment, the ECU 10 Although the in-vehicle system having two electronic control units, namely the TCU 50 and the TCU 50, has been described, the present invention is also applicable to an in-vehicle system having three or more electronic control units. Further, in the above-described embodiment, the example in which the ECU 10 includes the EEPROM has been described.
0 to EEPROM in TCU50 without EEPROM
A ROM is provided, and the accumulated travel distance value and trouble data from the time of occurrence of the abnormality accumulated in the ECU 10 are stored in the TCU 5.
0 and may be stored in the EEPROM of the TCU 50.

[0036]

As described above, according to the present invention, it is possible to improve the reliability of data storage and reduce the cost when storing the mileage integrated value from the time of occurrence of an abnormality in a vehicle-mounted system having a plurality of electronic control units. Can be planned.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an in-vehicle system.

FIG. 2 is a flowchart of a diagnostic routine in the TCU.

FIG. 3 is a flowchart of a diagnosis routine in an ECU.

FIG. 4 is a flowchart of a backup data saving routine in the ECU.

FIG. 5 is a flowchart of a backup data transfer routine in the ECU.

FIG. 6 is a flowchart of a mileage integrated value transfer routine in the ECU.

[Explanation of symbols]

 3 warning lamp 10 ECU (electronic control unit for engine control) 13 RAM (volatile memory) 14 EEPROM (non-volatile memory) 50 TCU (electronic control unit for transmission control)

Claims (2)

[Claims] 1. An in-vehicle system having a plurality of electronic control units, wherein when an abnormality occurs, the corresponding electronic control unit requests an abnormality notification to one electronic control unit having an abnormality notification function, and causes the abnormality to be reported. One electronic control device having a notification function includes means for integrating a traveling distance from the time of occurrence of the abnormality, and data can be electrically rewritten to any one of the plurality of electronic control devices. A non-volatile memory that retains the stored data even when the power is turned off, and a request from at least one of the other electronic control device and an external device that stores the mileage integrated value from the time of occurrence of the abnormality in the non-volatile memory. Means for transferring the mileage integrated value according to the vehicle-mounted system. 2. The electronic control device having the nonvolatile memory according to claim 1, wherein both the nonvolatile memory and the volatile memory holding backup data by a backup power supply have a fault value in addition to a running distance integrated value from the time of occurrence of the abnormality. Means for storing at least one of trouble data and learning data indicating a location or a failure content, and transferring the data stored in the nonvolatile memory to the volatile memory when the backup data in the volatile memory is destroyed The vehicle-mounted system according to claim 1, further comprising: