CONTROL DEVICE

Abstract

Control device (10) which has: a calculation unit for a requested torque (100) that calculates a requested torque (100) based on a driving condition of a means of transport; a calculation unit for an extent of change of the requested torque (511) which calculates an extent of change of the requested torque per unit of time as the extent of change of the requested torque (511); a calculation unit for an estimated generating torque, which calculates an estimated generating torque as generated by a drive source of the means of transport; a unit of calculation for a magnitude of change of the estimated generating torque (111) which calculates a magnitude of change of the estimated generating torque (608) per unit of time as the magnitude of change of the estimated generating torque; and an anomaly detection unit (112) that determines an anomaly of the drive source based on an integrated value of a difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque, and outputs an anomaly determination for the drive source, wherein the anomaly detection unit (112) integrates the difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque (608) to determine the integrated value, as long as the anomaly detection is permissible, wherein the anomaly detection unit (112) determines that anomaly detection is permissible in a case where the difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque (608) is greater than a permit determination threshold, calculates a time during which it is determined that anomaly detection is permissible as the anomaly detection time, and continues to calculate the anomaly detection time until the anomaly detection time reaches an anomaly determination time threshold, the permit threshold varies depending on the speed of the means of transport and a given time.

Description

Technical field

[0001] The present invention relates to a control device which, for example, is mounted on a means of transport and controls a driving force generated by a drive source of the means of transport. Background of the invention

[0002] In a control device according to the related prior art, a torque requested by the driver, calculated based on the extent of the driving input performed by the driver (e.g., a determined value of an accelerator pedal opening), is compared with an estimated generating torque calculated based on the operating state of a drive source (e.g., an internal combustion engine) (e.g., a determined value of the amount of air supplied to the internal combustion engine). Furthermore, the control device determines that the drive source is anomalous if the estimated generating torque is too high relative to the requested torque.

[0003] For example, PTL 1 describes that “the actual torque is compared with the requested torque to determine whether or not there is an anomaly in the torque rise where the actual torque becomes excessive relative to the requested torque.”

[0004] Document JP H11 - 44 246 A discloses a control device according to the preamble of claim 1. Further prior art is disclosed in documents US 6 185 996 B1 and JP 2000 - 73 835 A. Citation list for patent literature

[0005] PTL 1: JP 4 924 905 B2 Overview of the invention Technical problem

[0006] However, a sensor used to determine the degree of actuation (for example, the accelerator pedal opening) and a sensor used to determine the operating state of the drive source (for example, the amount of air supplied to the internal combustion engine) will change their behavior or degrade over time. Furthermore, in a case where the drive source is, for example, an internal combustion engine, the friction of the drive source will change due to the weight of each component, assembly errors, and the like. As described above, the sensor that determines the operating state of the drive source will also change its behavior, and the drive source itself will also change its configuration.In the control device according to the related prior art, the estimated generating torque is compared with a threshold value, and it is determined that the estimated generating torque is too high if it exceeds the threshold value. Therefore, it was necessary to set a limit for the threshold value to be compared with the estimated generating torque.

[0007] However, if the threshold is set too high, the control unit may not detect the anomaly in the drive source, or it may take too long to detect it. Therefore, there is a possibility that the control unit will not be able to fully control the operation of the vehicle, and thus adequate hazard avoidance cannot be achieved. Hazard avoidance, in this context, refers to the control measures implemented to suppress a torque anomaly in the drive source. Hazard avoidance includes not only actions such as the driver applying the brakes upon perceiving a hazardous situation, but also measures such as the control unit reducing the drive source's power output without the driver experiencing any danger.

[0008] Furthermore, as disclosed in PTL 1, it is difficult to set the threshold by simply comparing the magnitude of the driver-requested torque, calculated from the detected value of each sensor, with the magnitude of the estimated generating torque of the drive source. Moreover, as described above, changes in sensor behavior and the like have made it impossible to perform anomaly detection that would allow the driver to adequately avoid a hazard. For example, in a case where the accuracy in calculating the estimated generating torque is poor, there is a high probability that an anomaly will be detected even under normal conditions where the driver's unintended acceleration does not occur.

[0009] The present invention was made with such a situation in mind, and one objective of the present invention is to enable an anomaly detection by which a driver can appropriately avoid a hazard. Solution to the problem

[0010] To solve this problem, the invention proposes a control device with the features of claims 1 and 12. A control device according to the present invention comprises: a calculation unit for a requested torque, which calculates a requested torque based on a driving state of a means of transport; a calculation unit for a magnitude of change in the requested torque, which calculates the magnitude of the change in the requested torque per unit of time as the magnitude of the change in the requested torque; a calculation unit for an estimated generating torque, which calculates an estimated generating torque as generated by a drive source of the means of transport; a calculation unit for a magnitude of change in the estimated generating torque, which calculates the magnitude of the change in the estimated generating torque per unit of time as the magnitude of the change in the estimated generating torque.and an anomaly detection unit that identifies an anomaly of the drive source based on an integrated value of a difference between the magnitude of change in the requested torque and the magnitude of change in the estimated generating torque, and outputs an anomaly determination for the drive source.

[0011] Furthermore, a control device according to the present invention comprises: a requested horsepower calculation unit, which calculates a requested horsepower based on the driving state of a means of transport; a change in requested horsepower calculation unit, which calculates the change in requested horsepower per unit of time as the change in requested horsepower; a calculated estimated generation power calculation unit, which calculates an estimated generation power as generated by a propulsion source of the means of transport; a change in estimated generation power calculation unit, which calculates the change in estimated generation power per unit of time as the change in estimated generation power;and an anomaly detection unit that detects an anomaly of the drive source based on an integrated value of a difference between the magnitude of the change in requested power and the magnitude of the change in estimated generating power, and outputs an anomaly determination for the drive source. Advantageous effects of the invention

[0012] According to the present invention, the anomaly detection is triggered when the anomaly of the drive source is detected in a state where the influence of changes in the degree of control and the operating state of the vehicle is suppressed, and the drive source is controlled. Therefore, it is possible to enable the driver to adequately avoid hazards.

[0013] Other problems, configurations and effects than those described above will become clear through the following description of embodiments. Brief description of the drawings [ Fig. 1] Fig. Figure 1 is a control block diagram showing an example of an internal configuration of an on-board control device according to a first embodiment of the present invention. [ Fig. 2] Fig. Figure 2 is a schematic representation illustrating an example of a configuration of an auxiliary device provided on the periphery of a motor according to the first embodiment of the present invention. [ Fig. 3] Fig. Figure 3 is a block diagram showing an example of a hardware configuration of the on-board control device according to the first embodiment of the present invention. [ Fig. 4] Fig. Figure 4 is a block diagram showing an example of an internal configuration of the on-board control device with a focus on a part for detecting an anomaly of the engine according to the first embodiment of the present invention. [ Fig. 5] Fig. Figure 5 is a block diagram showing an example of a schematic configuration of a calculation unit for the permissible generating torque according to the first embodiment of the present invention. [ Fig. 6] Fig. Figure 6 is a block diagram showing an example of a schematic configuration of a computation unit for the estimated generating torque according to the first embodiment of the present invention. [ Fig. 7] Fig. Figure 7 is a block diagram showing an example of a schematic configuration of an anomaly detection unit according to the first embodiment of the present invention. [ Fig. 8] Fig. Figure 8 is a block diagram showing an example of a schematic configuration of an anomaly detection unit according to a modified example of the first embodiment of the present invention. [ Fig. 9] Fig. Figure 9 is a block diagram showing an example of a schematic configuration of an anomaly detection unit according to a modified example of the first embodiment of the present invention. [ Fig. 10] Fig. Figure 10 shows graphs illustrating examples of the relationship between a difference between Δ-torques and the acceleration G of a means of transport and the relationship between a means of transport speed and a permissible threshold value according to a difference in the time interval or the engine speed according to the first embodiment of the present invention. [ Fig. 11] Fig. Figure 11 shows graphs illustrating examples of the relationship between the integrated value of the difference between the Δ-torques and the acceleration G of the means of transport and the relationship between the means of transport speed and an anomaly determination time threshold according to the difference in engine speed according to the first embodiment of the present invention. [ Fig. 12] Fig. Figure 12 shows graphs that illustrate an example of the relationship between anomaly determination time and the vehicle speed at the time of occurrence of an anomaly according to a difference in the gear stage according to the first embodiment of the present invention. [ Fig. 13] Fig. Figure 13 is a diagram illustrating an example of anomaly detection behavior of the onboard control device according to the first embodiment of the present invention. [ Fig. 14] Fig. Figure 14 is a flowchart illustrating an example of a series of processing operations carried out in the respective parts of the on-board control device according to the first embodiment of the present invention. [ Fig. 15] Fig. Figure 15 is a flowchart that provides a detailed example of the processing of the calculation of the permissible generating torque in step S17 of Fig. 14 and the processing of the calculation of the estimated generating torque in step S18 is shown. [ Fig. 16] Fig. Figure 16 is a flowchart showing an example of a process for determining the permission for anomaly detection performed by the anomaly detection unit according to the first embodiment of the present invention. [ Fig. 17] Fig. Figure 17 is a flowchart showing an example of the processing of an anomaly determination carried out by the anomaly detection unit according to the first embodiment of the present invention. [ Fig. 18] Fig. Figure 18 is a control block diagram showing an example of an internal configuration of an on-board control device according to a second embodiment of the present invention. [ Fig. 19] Fig. Figure 19 is a block diagram showing an example of a schematic configuration of a computation unit for the permissible generation power according to the second embodiment of the present invention. [ Fig. 20] Fig. Figure 20 is a block diagram that shows an example of a schematic configuration of a computation unit for the estimated generation power according to the second embodiment of the present invention. Description of embodiments

[0014] Embodiments of the present invention are described below with reference to the accompanying drawings. In this description and the drawings, components that have essentially the same function or configuration are designated by the same reference numeral, and any overlapping description is omitted.

[0015] First, an example of an internal configuration of an on-board control device mounted on a means of transport is described.

[0016] Fig. Figure 1 is a control block diagram showing an example of the internal configuration of an onboard control unit 217. An overview of the processing performed within each control block contained in the onboard control unit 217 is given with reference to Fig. 1 described. The onboard control device 217 is an example of a control device mounted on a means of transport and capable of controlling the tractive force of a propulsion source of the means of transport. In particular, according to the present embodiment, the onboard control device 217 has a function for monitoring whether the tractive force generated by the propulsion source exceeds the tractive force intended by a driver of the means of transport.

[0017] The onboard control unit 217 contains the in Fig. The onboard control unit 217 is used as an example of a control unit that controls the operation of the propulsion source (an engine 201: an example of an internal combustion engine). The respective blocks 101 to 115 are described in sequence below. It should be noted that a 1-cylinder fuel injection unit 116 to a 4-cylinder fuel injection unit 119 and a 1-cylinder ignition unit 120 to a 4-cylinder ignition unit 123, which will be described later, are attached to the engine 201 (see Figure 1). Fig. 2).

[0018] A detection unit 101 for the extent of the control actuation determines a control extent by calculating a gas pedal ("accelerator") opening degree of the driver.

[0019] An engine speed calculation unit 102 counts the number of electrical signals received from a crank angle sensor 219 (see Fig. 2), which is provided at a predetermined crank angle position of the motor 201, is fed in per unit of time, mainly the number of pulse signal changes per unit of time, and performs a computational processing to calculate the motor speed of the motor 201 per unit of time.

[0020] A calculation unit 103 for the cylinder air intake quantity of the engine 201 (quantity of incoming air) calculates the cylinder air intake quantity. The cylinder air intake quantity is calculated on the basis of an intake air volume sensor signal, which is provided by an intake air volume sensor 202 located upstream of an intake system of the engine 201 (see Fig. 2) indicates the amount of intake air measured, and an intake manifold pressure sensor signal, which is taken from an intake manifold 205 (see Fig. 2) The intake manifold pressure detected by the intake manifold pressure sensor 206 is calculated. Furthermore, the calculation unit 103 calculates the engine load 201 based on the calculated cylinder air intake quantity and the engine speed calculated by the engine speed calculation unit 102.

[0021] A basic fuel quantity calculation unit 104 calculates a basic fuel quantity required by the engine 201 in each range on the basis of the engine speed calculated by the engine speed calculation unit 102 and the incoming air quantity calculated by the calculation unit 103 for the cylinder air intake quantity.

[0022] A basic ignition timing calculation unit 105 calculates an optimal basic ignition timing in each area of ​​the engine 201 on the basis of the engine speed calculated by the engine speed calculation unit 102 and the engine load calculated by the calculation unit 103 for the cylinder air intake quantity.

[0023] A unit 106 for idle speed control (“idle speed control”; ISC) calculates a target speed during idling and calculates a target flow rate to keep the idle speed of the engine 201 constant.

[0024] An air-fuel ratio correction coefficient calculation unit 107 calculates an air-fuel ratio feedback correction coefficient based on an output from an air-fuel ratio sensor 211 (to be described later). Fig. 2), which is provided in an exhaust pipe of the engine 201, a difference in the target air-fuel ratio, which will be described later, and the engine speed and engine load described above.

[0025] A target air-fuel ratio calculation unit 108 determines the target air-fuel ratio of the engine 201 on the basis of the engine speed calculated by the engine speed calculation unit 102 and the engine load calculated by the calculation unit 103 for the cylinder air intake quantity.

[0026] A calculation unit 109 for the target throttle valve opening degree calculates the target torque requested by the driver on the basis of the accelerator pedal opening degree of the driver calculated by the detection unit 101 for the extent of the control actuation and the engine speed calculated by the engine speed calculation unit 102 and calculates a target throttle valve opening degree from the target torque.

[0027] A calculation unit for permissible generating torque (calculation unit for permissible generating torque 110) calculates the permissible generating torque that can be generated by the drive source (motor 201). Therefore, the calculation unit for permissible generating torque 110 calculates the permissible generating torque based on the accelerator pedal opening degree calculated by the detection unit 101 for the extent of control actuation and the engine speed calculated by the engine speed calculation unit 102. Furthermore, the calculation unit for permissible generating torque 110 also calculates the magnitude of change in the permissible generating torque, which is used for anomaly detection, described later.

[0028] A calculation unit for the estimated generating torque (calculation unit 111 for the estimated generating torque) calculates the estimated generating torque as generated by the propulsion source (motor 201) of the vehicle. Therefore, calculation unit 111 for the estimated generating torque calculates the estimated generating torque based on the motor speed calculated by motor speed calculation unit 102 and the engine load calculated by calculation unit 103 for the cylinder air intake quantity. Furthermore, calculation unit 111 for the estimated generating torque also calculates the magnitude of the change in the estimated generating torque, which is used for the anomaly detection described later.

[0029] An anomaly detection unit 112 performs anomaly detection by using the magnitude of change in allowable generating torque and the magnitude of change in estimated generating torque, as described above. A configuration example and an operating example of the anomaly detection unit 112 will be given later with reference to Fig. 4 and subsequent drawings described.

[0030] A fuel correction unit 113 corrects the basic fuel quantity calculated by the basic fuel quantity calculation unit 104 using an engine water temperature for each cylinder of the engine 201, and corrects an air-fuel ratio feedback coefficient of the air-fuel ratio correction coefficient calculation unit 107.

[0031] The 1-cylinder fuel injection unit 116 to the 4-cylinder fuel injection unit 119 inject fuel into the cylinders of the engine 201 on the basis of the basic fuel quantity corrected by the fuel correction unit 113.

[0032] An ignition timing correction unit 114 corrects the basic ignition timing determined by the basic ignition timing calculation unit 105 using the engine water temperature for each cylinder of the engine 201 and performs control in advance or after the fact.

[0033] The 1-cylinder ignition unit 120 to the 4-cylinder ignition unit 123 ignite the fuel mixture gas flowing into the cylinder according to the basic ignition timing of the engine 201 corrected by the ignition timing correction unit 114.

[0034] An electronically controlled throttle valve control unit 115 controls an electronically controlled throttle valve such that a throttle valve opening degree is achieved to ensure the target flow rate described above during idle and the target throttle valve opening degree calculated by the calculation unit 109 for the target throttle valve opening degree. Furthermore, the electronically controlled throttle valve control unit 115 controls the electronically controlled throttle valve such that the anomaly is eliminated if the anomaly detection unit 112 detects an anomaly in the torque increase of the engine 201.

[0035] Next, an example of an auxiliary device configuration provided at the periphery of motor 201 will be described.

[0036] Fig. Figure 2 is a schematic representation showing an example of the configuration of the auxiliary device provided on the periphery of the motor 201.

[0037] The engine 201 includes the intake air mass sensor (thermal airflow meter) 202, which measures the amount of air taken in by the engine 201, and a throttle valve 203, which regulates the flow rate of the air taken in by the engine 201. Furthermore, the engine 201 includes an electronically controlled throttle valve motor 204, which actuates the throttle valve 203, a throttle valve opening degree sensor 215, which determines the opening degree of the throttle valve 203, and the intake manifold pressure sensor 206, which detects the pressure in an intake manifold and is installed in the intake manifold 205. The engine 201 also includes a fuel injector 207 (the 1-cylinder fuel injection unit 116 to the 4-cylinder fuel injection unit 119, which is installed in Fig. (shown in 1) for supplying the fuel required by engine 201.

[0038] Furthermore, the engine 201 includes the crankshaft angle sensor 219, which detects a protrusion provided at a predetermined crankshaft angle position in order to calculate the rotational speed of the engine 201. In addition to the crankshaft angle sensor 219, the engine 201 also includes a camshaft angle sensor 208 for detecting a protrusion provided at a predetermined camshaft angle position in order to determine the operating mode of the engine 201. The engine 201 also includes an ignition module 209 (the 1-cylinder ignition unit 120 to 4-cylinder ignition unit 123, which is located in Fig. 1 are shown), which, based on an ignition signal from the on-board control unit 217, supplies ignition energy to a spark plug that ignites the fuel mixture gas supplied to the cylinder.

[0039] Furthermore, the engine 201 includes a water temperature sensor 210, which is installed in a cylinder block of the engine 201 and detects a coolant temperature of the engine 201, and the air-fuel ratio sensor 211, which is installed upstream of a catalyst of the exhaust pipe of the engine 201 and outputs a linear electrical signal for an oxygen concentration in the exhaust gas.

[0040] The vehicle includes a canister purge tank 213, in which fuel gas evaporated from the fuel tank 212 is adsorbed and retained by charcoal or the like, and a canister purge valve 214, the opening degree of which is set so that the fuel gas adsorbed and retained in the canister purge tank 213 can flow into the intake pipe. Furthermore, the vehicle includes an ignition key switch 216, which is a main switch for starting and stopping the engine 201, and an accelerator pedal opening degree sensor 218, which detects the degree of accelerator pedal opening by the driver.

[0041] Each in Fig. The auxiliary device shown in Figure 2 is connected to the onboard control unit 217, which controls each auxiliary device of the engine 201. The onboard control unit 217 receives a signal sent by each auxiliary device, performs various calculations and processing operations, and sends a control signal to a required auxiliary device to control its operation.

[0042] Fig. Figure 3 is a block diagram showing an example of a hardware configuration of the onboard control unit 217.

[0043] An I / O unit 302, which converts an electrical signal from each sensor installed in the motor 201 into a signal for digital computation processing and converts a control signal for digital computation into a control signal for an actual actuator, is provided in a central processing unit (CPU) 301, which is provided in the onboard control device 217.

[0044] Each signal from the water temperature sensor 210, the cam angle sensor 208, the air-fuel ratio sensor 211, the intake air volume sensor (thermal airflow meter) 202, the throttle valve opening degree sensor 215, a vehicle speed sensor 309 that measures the vehicle speed, the ignition key switch 216, the intake manifold pressure sensor 206, an atmospheric pressure sensor 312, an intake air temperature sensor 313, a load SW 314 (for example, an air conditioning switch), the accelerator pedal opening degree sensor 218, and the crank angle sensor 219 is fed into the I / O unit 302.

[0045] An output signal driver 303 is connected to the CPU 301. Therefore, the CPU 301 performs a predefined calculation or processing based on each signal supplied by the I / O unit 302 and then supplies a control signal to the output signal driver 303. The output signal driver 303 sends an output signal to the 1-cylinder fuel injector 317 to the 4-cylinder fuel injector 320, a 1-cylinder ignition coil 321 to a 4-cylinder ignition coil 324, and the electronically controlled throttle motor 204.

[0046] Fig. Figure 4 is a block diagram showing an example of an internal configuration of the onboard control unit 217, focusing on a section for detecting the torque rise anomaly of the motor 201. The processing of each in Fig. The part shown in section 4 is performed by a program that is defined by the information in Fig. The CPU 301 shown in section 3 is implemented.

[0047] The in Fig. The accelerator pedal opening degree sensor 218 shown in Figure 1 comprises a first accelerator pedal opening degree sensor 401 and a second accelerator pedal opening degree sensor 402. Both the first accelerator pedal opening degree sensor 401 and the second accelerator pedal opening degree sensor 402 are located on an accelerator pedal and each detects the degree of actuation of the accelerator pedal as intended by the driver. The output signals from the first accelerator pedal opening degree sensor 401 and from the second accelerator pedal opening degree sensor 402 have nearly the same value.

[0048] The value detected by the first accelerator pedal opening degree sensor 401 is output to a first unit 403 for calculating the accelerator pedal opening degree, and the value detected by the second accelerator pedal opening degree sensor 402 is output to a second unit 404 for calculating the accelerator pedal opening degree. Note that the first unit 403 and the second unit 404 are used in the detection unit 101 for the degree of actuation of the Fig. 1 is included.

[0049] The first unit 403 for calculating the accelerator pedal opening degree calculates an initial accelerator pedal opening degree based on the output detected by the first accelerator pedal opening degree sensor 401. The initial accelerator pedal opening degree is used by the target torque calculation unit 405 to calculate the target torque desired by the driver.

[0050] Therefore, the target torque calculation unit (target torque calculation unit 405) calculates the target torque based on the accelerator pedal opening degree (first accelerator pedal opening degree) and the speed of the drive source (motor 201).

[0051] The target throttle opening calculation unit (target throttle opening calculation unit 406) calculates the target throttle opening based on the target torque. The target throttle opening is used to determine the opening degree of the throttle valve 203 (see Fig. 2) to control.

[0052] A calculation unit for a motor control output signal (calculation unit 407 for the motor control output signal) calculates a motor control output signal to control the throttle valve motor (electronically controlled throttle valve motor 204), which opens the throttle valve (throttle valve 203) to the target throttle valve opening degree.

[0053] The electronically controlled throttle valve motor 204 opens and closes the throttle valve 203 connected to the intake system of the engine 201 on the basis of the engine control output signal issued by the calculation unit 407 for the engine control output signal.

[0054] The throttle valve opening degree sensor 215 detects the extent of actuation of the throttle valve 203 and outputs a sensor signal to a throttle valve opening degree calculation unit 408.

[0055] The throttle valve opening degree calculation unit (throttle valve opening degree calculation unit 408) calculates the throttle valve opening degree based on the sensor signal supplied by the throttle valve opening degree sensor (throttle valve opening degree sensor 215), which detects the throttle valve opening degree of the throttle valve (throttle valve 203). At this time, the degree of actuation of the throttle valve 203 is calculated as the actual opening degree of the throttle valve.

[0056] Then, the calculation unit for the engine control output signal (calculation unit 407 for the engine control output signal) performs feedback control of the engine control output signal so that the throttle valve opening degree reaches the target throttle valve opening degree based on the target throttle valve opening degree, the anomaly detection, and the throttle valve opening degree. At this time, the calculation unit 407 for the engine control output signal compares the actual throttle valve opening degree fed in by the throttle valve opening degree calculation unit 408 with the target throttle valve opening degree fed in by the target throttle valve opening degree calculation unit 406. Then the calculation unit 407 performs feedback control for the motor control output signal, so that the actual throttle valve opening degree reaches the target throttle valve opening degree.As a result, the electronically controlled throttle valve motor 204 controls the throttle valve opening degree of the throttle valve 203 so that the actual throttle valve opening degree reaches the target throttle valve opening degree.

[0057] Note that the motor control output signal processing unit (motor control output signal processing unit 407) performs fail-safe processing to reduce the torque generated by the drive source (motor 201) when the anomaly detection is applied. As a result, the power of motor 201, which has been identified as anomalous, can be reduced, thereby suppressing the torque anomaly of motor 201.

[0058] Note that the target torque calculation unit 405, the target throttle opening calculation unit 406, the calculation unit 407 for the motor control output signal, and the throttle opening calculation unit 408, described above, are combined in the calculation unit 109 for the target throttle opening in Fig. 1 is included.

[0059] Meanwhile, the second unit 404 calculates a second accelerator pedal opening degree based on the output signal detected by the second accelerator pedal opening degree sensor 402.

[0060] In a case where the requested torque is used for processing, a requested torque calculation unit (Requested Torque Calculation Unit 100) calculates the requested torque based on the vehicle's driving condition. Note that the requested torque generally refers to, for example, the target torque and the permissible generating torque. The vehicle's driving condition includes, for example, the second accelerator pedal opening degree and the engine speed, but the vehicle's driving condition can also include other parameters. Therefore, Requested Torque Calculation Unit 100 can calculate the requested torque using parameters other than the second accelerator pedal opening degree and the engine speed.

[0061] On the other hand, in a case where the permissible generating torque is used for processing, the calculation unit for the requested torque (calculation unit 100 for the requested torque) is the calculation unit for the permissible generating torque (calculation unit 110 for the permissible generating torque), which calculates the permissible generating torque that can be generated by the drive source (motor 201). Calculation unit 110 for the permissible generating torque calculates the permissible generating torque based on the second accelerator pedal opening degree and the motor speed, as input by unit 404 for calculating the second accelerator pedal opening degree, and it also calculates an amount for the change in the permissible generating torque over a predetermined time.

[0062] The calculation unit 111 for the estimated generating torque estimates the torque generated by the motor 201 based on the intake air quantity, the intake manifold pressure and the engine speed, which indicate the state of the motor 201, and also calculates an extent of change of the estimated generating torque over a given time.

[0063] Finally, the anomaly detection unit 112 detects an anomaly (for example, the torque increase anomaly) of the drive source (motor 201).

[0064] In a case where the requested torque is used for processing, the anomaly detection unit (Anomaly Detection Unit 112) detects the anomaly of the drive source (motor 201) based on the integrated value of a difference between an extent of change of the requested torque and the extent of change of the estimated generating torque, and outputs the anomaly determination for the drive source (motor 201).

[0065] Furthermore, in a case where the permissible generating torque is used for processing, the anomaly detection unit (anomaly detection unit 112) detects the anomaly of the drive source (motor 201) based on a result of comparing the integrated value of a difference between the extent of the change in the permissible generating torque and the extent of the change in the estimated generating torque with a threshold value determined from the operating state of the drive source (motor 201).At this time, the unit 112 for anomaly detection monitors, based on the permissible generating torque calculated by the calculation unit 110 for the permissible generating torque or the extent of the change in the permissible generating torque over a predetermined time, and the estimated generating torque calculated by the calculation unit 111 for the estimated generating torque or the extent of the change in the estimated generating torque over a predetermined time, whether the torque generated by the motor 201 exceeds the target torque intended by the driver or not.

[0066] When the anomaly detection unit 112 detects an anomaly in the torque rise of motor 201 and outputs the anomaly determination, the motor control output unit 407 actuates the throttle valve 203 to suppress the power of motor 201. For example, the motor control output unit 407 either controls the electronically controlled throttle valve motor 204 to actuate the throttle valve 203 to suppress the power of motor 201, or stops the electronically controlled throttle valve motor 204 to actuate the throttle valve 203 mechanically.

[0067] Fig. 5 is a block diagram that shows an example of a schematic configuration of the in Fig. The calculation unit 110 shown in Figure 4 represents the permissible generating torque.

[0068] A calculation unit 501 for a base value for the permissible generating torque calculates a base value for the permissible generating torque based on the engine speed and the second accelerator pedal opening degree that are fed in.

[0069] A selection unit 502 selects the larger value from the base value for the permissible generating torque, which was calculated by the calculation unit 501 for the base value for the permissible generating torque, and a torque requested for the journey, thereby handling the calculation of the permissible generating torque during the journey.

[0070] The calculation unit 503 selects the smaller value from an externally entered torque protection requirement and the permissible generating torque calculated by the selection unit 502, thereby calculating the permissible generating torque taking into account the external torque protection requirement.

[0071] A calculation unit 507 for a fuel property-specific correction coefficient calculates a correction coefficient to take into account the extent of the change in the generating torque of the engine 201 according to a fuel property.

[0072] An integration unit 504 integrates the correction coefficient calculated by the correction coefficient calculation unit 507 with the permissible generating torque calculated by the selection unit 503 in order to calculate the permissible generating torque appropriate to the change in generating torque according to the fuel property.

[0073] A calculation unit 508 for an air density-specific correction coefficient calculates a correction coefficient to take into account the extent of the change in the generating torque of the motor 201 according to an air density.

[0074] An integration unit 505 integrates the correction coefficient calculated by the correction coefficient calculation unit 508 with the permissible generating torque calculated by the integration unit 504 in order to calculate the permissible generating torque appropriate to the change in generating torque according to the air density.

[0075] An offset magnitude calculation unit 509 calculates the magnitude of the offset of the permissible generating torque.

[0076] An offset magnitude adding unit 506 adds the offset magnitude calculated by the offset magnitude calculation unit 509 to the allowable generating torque calculated by the integration unit 505, thereby preventing the estimated generating torque from exceeding the allowable generating torque in a normal state, taking into account a calculation error of the estimated generating torque to be described later.

[0077] Finally, a calculation unit for the magnitude of change of the permissible generation torque (calculation unit 510 for the magnitude of change of the permissible generation torque) calculates the magnitude of change of the permissible generation torque (Δ of the permissible generation torque) as the magnitude of change of the permissible generation torque per unit of time. The permissible generation torque calculated by the offset magnitude adding unit 506 and the magnitude of change of the permissible generation torque over a predetermined time (Δ of the permissible generation torque) calculated by calculation unit 510 for the magnitude of change of the permissible generation torque are used in the anomaly detection processing performed by unit 112 for anomaly detection.

[0078] In a case where the requested torque is used for processing, a calculation unit for the magnitude of change of the requested torque (calculation unit 511 for the magnitude of change of the requested torque) calculates the magnitude of change of the requested torque (Δ requested torque) per unit of time.

[0079] Fig. 6 is a block diagram that shows an example of a schematic configuration of the in Fig. The calculation unit 111 shown in Figure 4 represents the estimated generating torque.

[0080] A calculation unit 601 for the estimated generating torque (high octane) calculates, when the fuel is high octane gasoline, a base value for the estimated generating torque based on the engine speed and engine load.

[0081] A calculation unit 602 for the estimated generating torque (normal) calculates, when the fuel is regular gasoline, a base value for the estimated generating torque based on the engine speed and the engine load.

[0082] A selection unit 603 for the base value of the estimated generating torque selects a corresponding base value of the estimated generating torque based on a result of the determination of a property of the gasoline used by the means of transport, that is, a determination result that indicates whether the property of the gasoline is high octane or normal.

[0083] An integration unit 604 integrates an ignition efficiency with the base value for the estimated generating torque, taking into account the influence of an ignition timing at the time of measurement of the base value of the estimated generating torque selected by the selection unit 603 for the base value of the estimated generating torque. For example, if the ignition timing at the time of measurement of the base value for the estimated generating torque is used as the reference ignition timing, the ignition efficiency in the case of an ignition timing on a delay side with respect to the reference ignition timing is less than 1.0. As a result, the estimated generating torque is calculated as small by the integration unit 604.

[0084] An integration unit 605 integrates a fuel injection quantity correction value with the estimated generating torque calculated by the integration unit 604. For example, during fuel interruption operation, the integration unit 605 integrates the correction value, which is set to 0, with the estimated generating torque to set the fuel injection quantity correction value to 0, so that the estimated generating torque becomes 0 during fuel interruption operation. The reason the fuel injection quantity correction value is set to 0 as described above is to correspond to the phenomenon that the generating torque of the engine 201 becomes 0 when fuel is not injected.

[0085] A load torque calculation unit 607 calculates a load torque based on the engine speed and the intake manifold pressure.

[0086] A subtraction unit 606 subtracts the load torque from the estimated generating torque calculated by the integration unit 605 and calculates the estimated generating torque as the shaft torque of the motor 201.

[0087] Finally, a calculation unit for the magnitude of change of the estimated generating torque (calculation unit 608 for the magnitude of change of the estimated generating torque) calculates the magnitude of change of the estimated generating torque (Δ estimated generating torque) as the magnitude of change of the estimated generating torque per unit of time. At this time, the calculation unit 608 for the magnitude of change of the estimated generating torque calculates the magnitude of change of the estimated generating torque over a predetermined time calculated by the subtraction unit 606.The estimated generating torque calculated by the subtraction unit 606 and the magnitude of the change in the estimated generating torque over a predetermined time (Δ estimated generating torque), calculated by the computation unit 608 for the magnitude of the change in the estimated generating torque, are used in the anomaly detection processing performed by the unit 112 for anomaly detection.

[0088] Fig. 7 is a block diagram that shows an example of a schematic configuration of the in Fig. Unit 112, shown in Figure 4, is used for anomaly detection.

[0089] The anomaly detection unit (unit 112) determines that anomaly detection is permitted in a case where the difference between the magnitude of change in the allowable generating torque (Δ allowable generating torque) and the magnitude of change in the estimated generating torque (Δ estimated generating torque) is greater than a permission determination threshold, calculated as an anomaly detection time, a time during which it is determined that anomaly detection is permitted, and continues to calculate the anomaly detection time until the anomaly detection time reaches an anomaly determination time threshold.

[0090] The permission threshold is used by the anomaly detection unit (Anomaly Detection Unit 112) to determine the permission for anomaly detection of the drive source (motor 201) and varies depending on the vehicle speed and a predetermined time. Since a different threshold is used for each Δ (predetermined time) when calculating the Δ of the estimated generating torque and the Δ of the allowable generating torque, the permission threshold varies depending on the predetermined time used when calculating the Δ of the estimated generating torque and the Δ of the allowable generating torque. Note that the permission threshold can vary depending on the rotational speed of the drive source (motor 201) and a predetermined time.

[0091] Furthermore, the anomaly determination time threshold is used to limit the time in which the difference between the magnitude of change in the requested torque and the magnitude of change in the estimated generating torque is integrated.

[0092] The following describes the content of the specific processing performed in each part of Unit 112 for anomaly detection.

[0093] First, a differential calculation unit 701 calculates a difference between the extent of the change in the permissible generating torque over a given time (Δ permissible generating torque), which is calculated by the calculation unit 510 (see Fig. 5) for the extent of the change in the permissible generating torque, and the extent of the change in the estimated generating torque over a predetermined time (Δ estimated generating torque), which is calculated by the calculation unit 608 (see Fig. 6) for the extent of the change in the estimated generating torque. Then the differential calculation unit 701 outputs the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque to a comparison unit 703 and an integration processing unit 705.

[0094] A Permission Determination Threshold Calculation Unit 702 calculates a threshold (Permission Determination Threshold) which is used by a Permission Determination Anomaly Detection Processing Unit 704 to determine the permission for the detection of the torque anomaly of the engine 201.

[0095] The comparison unit 703 compares the difference calculated by the difference calculation unit 701 between the Δ of the estimated generating torque and the Δ of the permissible generating torque with the permit determination threshold calculated by the calculation unit 702. If the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque is greater than the permit determination threshold, a determination result is output.

[0096] The processing unit 704 for anomaly detection permission determines that anomaly detection is permitted, based on the determination result indicating that the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, as fed by the comparison unit 703, is greater than the permission determination threshold. The processing unit 704 for anomaly detection permission determines that anomaly detection is permitted for a period until the anomaly detection permission, fed by a comparison unit 708, is cleared. The processing unit 704 for anomaly detection permission determines the determined anomaly detection permission and outputs it to the integration processing unit 705 and a computation unit 706 for the anomaly detection period.

[0097] The integration processing unit 705 integrates the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, which is fed in by the difference calculation unit 701, while the anomaly detection authorization is being fed in. The integration processing unit 705 then outputs the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque to the comparison unit 710.

[0098] The anomaly detection time calculation unit 706 calculates a time (hereinafter referred to as the "anomaly detection time") during which the anomaly detection permission processing unit 704 determines that anomaly detection is permitted. The anomaly detection time corresponds, for example, to a time measured by a timer (not shown) contained within the anomaly detection time calculation unit 706.

[0099] A calculation unit 707 for the anomaly determination time threshold calculates a threshold (anomaly determination time threshold) to determine the length of the anomaly detection time used in the comparison unit 708.

[0100] The comparator unit 708 compares the anomaly detection time input by the computation unit 706 for the anomaly detection time with the anomaly determination time threshold input by the computation unit 707 for the anomaly determination time threshold. If the anomaly detection time is then greater than the anomaly determination time threshold, the comparator unit 708 deletes the determination made by the processing unit 704 that anomaly detection is permitted. Furthermore, the comparator unit 708 also deletes the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, which was calculated by the integration processing unit 705.For example, the fact that the comparator unit 708 has deleted the provision that anomaly detection is permitted is output to the processing unit 704 for the permission provision of anomaly detection, and as soon as the processing unit 704 for the permission provision of anomaly detection informs the integration processing unit 705 of the fact that the provision that anomaly detection is permitted has been deleted, the integration processing unit 705 deletes the integrated value.

[0101] A calculation unit 709 for an anomaly detection threshold calculates an anomaly detection threshold. The anomaly detection threshold is used by the anomaly detection unit (anomaly detection unit 112) to detect an anomaly in the drive source (motor 201) based on the integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque) and varies depending on the vehicle speed. Note that the anomaly detection threshold can vary depending on the rotational speed of the drive source (motor 201).

[0102] The comparison unit 710 compares the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, calculated by the integration processing unit 705, with the anomaly detection threshold input by the calculation unit 709. The integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque) is close to zero when the drive source (motor 201) is in a normal state, and the integrated value becomes greater than the anomaly detection threshold when the drive source (motor 201) is in an anomalous state.

[0103] Therefore, if the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque becomes greater than the anomaly determination threshold, the comparison unit 710 gives the result of the anomaly determination to the calculation unit 407 for the motor control output signal (see Fig. 4) Outputting the anomaly determination by the comparison unit 710 is equivalent to the detection of an anomaly by the anomaly detection unit 112. In this way, the anomaly detection unit (anomaly detection unit 112) calculates the integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque), while determining that the anomaly detection is permissible, and when the integrated value becomes greater than the anomaly determination threshold determined on the basis of the operating state of the drive source (motor 201), the anomaly of the drive source (motor 201) is detected, and the anomaly detection is output.

[0104] As soon as the anomaly detection unit 112 sends the anomaly determination to the calculation unit 407 for the motor control output signal, the calculation unit 407 calculates the motor control output signal so that the throttle valve 203 is closed. Then the motor control output signal is sent to the electronically controlled throttle valve motor 204, the opening degree of the throttle valve 203 is controlled, and the throttle valve 203 is closed.

[0105] Note that a method for detecting the torque rise anomaly of engine 201 is not limited to a method in which detection is achieved by the in Fig. Unit 112, as shown in Figure 7, is used for anomaly detection. Therefore, a configuration example and an operating example of anomaly detection units 112A and 410B, which can perform other methods for detecting the torque rise anomaly of motor 201, are presented with reference to the Fig. 8 and Fig. 9 described. (First modified example of an anomaly detection unit)

[0106] Fig. Figure 8 is a block diagram showing an example of a schematic configuration of unit 112A for anomaly detection. The in Fig. Unit 112A, shown in Figure 8, performs an anomaly detection procedure in which the state of the difference between the estimated generating torque and the permissible generating torque is monitored, while the anomaly determination output is also provided by the comparison unit 710 as already mentioned above with reference to Fig. 7 is used as described. This procedure is performed to address a condition in which the anomaly of engine 201 cannot be detected solely by the procedure described above with reference to Fig. Unit 112, as described in section 7, is used for anomaly detection. Therefore, Unit 112 can be used for anomaly detection by Fig. 7 and unit 112A for anomaly detection of Fig. 8 can be operated in parallel.

[0107] Here, according to the first modified example, the anomaly detection unit (unit 112A) compares a differential anomaly detection time, calculated when the difference between the estimated generating torque and the allowable generating torque is greater than a differential anomaly determination threshold, while determining that anomaly detection is allowable, with a differential anomaly determination time threshold, and determines that the difference is anomalous when the differential anomaly detection time is greater than the differential anomaly determination time threshold. Consequently, unit 112A can detect an anomalous deviation between the estimated generating torque and the allowable generating torque as an anomaly.

[0108] The anomaly detection unit (112A) then outputs the anomaly determination, taking into account the difference between the estimated generating torque and the permissible generating torque, based on the determined differential anomaly and the anomaly determination output based on the integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque). Since it is also possible to determine the differential anomaly in addition to the integrated value anomaly determination described above, it is possible to reliably determine the anomaly of the drive source (motor 201). Therefore, the anomaly detection unit (112A) can prevent the normal drive source (motor 201) from being identified as anomalous.An example of specific processing in each part of Unit 112A for anomaly detection is described below.

[0109] The processes of a differential calculation unit 701, a calculation unit 702 for the permit determination threshold, a comparison unit 703, and a processing unit 704 for the permit determination of anomaly detection, which are contained in the anomaly detection unit 112A, are the same as the processes of the corresponding parts of the in Fig. Unit 112, as shown in Figure 7, is used for anomaly detection. Furthermore, the anomaly detection authorization determined by processing unit 704 for the anomaly detection authorization is output to a calculation unit 804 for the difference anomaly detection time.

[0110] A differential calculation unit 801 calculates the difference between the estimated generation torque calculated by the calculation unit 111 for the estimated generation torque and the permissible generation torque calculated by the calculation unit 110 for the permissible generation torque.

[0111] An anomaly determination threshold calculation unit 802 calculates a threshold (difference anomaly determination threshold) which is used by a comparison unit 803 to determine the anomaly of the difference between the estimated generating torque and the allowable generating torque.

[0112] The comparison unit 803 compares the difference between the estimated generating torque and the permissible generating torque, calculated by the difference calculation unit 801, with the difference anomaly determination threshold calculated by the calculation unit 802. If the difference between the estimated generating torque and the permissible generating torque is greater than the difference anomaly determination threshold, the comparison unit 803 determines that the difference is anomalous and outputs the occurrence of the difference anomaly to the calculation unit 804 for the difference anomaly detection time.

[0113] The differential anomaly detection time calculation unit 804 calculates a time (difference anomaly detection time) in which the estimated generating torque is greater than the permissible generating torque, while determining that anomaly detection is permissible, based on the anomaly detection permission determined by the anomaly detection permission determination unit 704 and the comparison result calculated by the comparison unit 803.

[0114] A Differential Anomaly Detection Time (DAT) Calculation Unit 805 calculates the DAT threshold. The DAT threshold is used by the Comparison Unit 806 to determine that the difference is anomalous if the DAT detection time is greater than the threshold.

[0115] A comparison unit 806 compares the difference anomaly detection time calculated by the calculation unit 804 for the difference anomaly detection time with the difference anomaly determination time threshold calculated by the calculation unit 805 for the difference anomaly determination time threshold and outputs the comparison result to a processing unit 807 for anomaly determination. The comparison result includes the result (difference anomaly determination) of the determination performed by the comparison unit 806, namely that the difference is anomalous if the time during which the estimated generating torque is greater than the permissible generating torque is greater than the difference anomaly determination time threshold.

[0116] The processing unit 807 for anomaly determination performs the final determination of the anomaly based on the value determined by the comparison unit 710. Fig. The anomaly determination result, obtained from the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, and the result of the anomaly determination of the difference between the estimated generating torque and the permissible generating torque, output by the comparison unit 806, are processed. Consequently, the anomaly determination processing unit 807 can perform the anomaly determination taking into account the difference between the estimated generating torque and the permissible generating torque. The anomaly determination processing unit 807 then outputs the result of the final anomaly determination to the computation unit 407 for the motor control output signal (see Fig. 4) out. (Second modified example of an anomaly detection unit)

[0117] Fig. Figure 9 is a block diagram showing an example of a schematic configuration of a Unit 112B for anomaly detection.

[0118] The anomaly detection unit (Anomaly Detection Unit 112B) according to a second modified example issues an anomaly determination when a preliminary anomaly determination time, which is a period in which it is determined that a preliminary anomaly exists, in a case where the integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the allowable generating torque) is greater than a preliminary anomaly determination threshold, is greater than a preliminary anomaly determination time threshold, and the integrated value is greater than an anomaly determination integral value threshold.As a result, the anomaly detection unit 112B can determine whether or not there is a preliminary anomaly for the initially calculated integrated value, and then determine that the integrated value is a value calculated due to the torque rise anomaly of motor 201. An example of the specific processing in each part of the anomaly detection unit 112B is described below.

[0119] The operation of a differential calculation unit 701 contained in unit 112B for anomaly detection is the same as the operation of the one in the Fig. The differential calculation unit 701, shown in Figure 7, is used for anomaly detection. The differential calculation unit 701 then outputs the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque Δ, which are calculated, to an integration processing unit 901.

[0120] The integration processing unit 901 integrates the difference calculated by the difference calculation unit 701 between the Δ of the estimated generating torque and Δ of the permissible generating torque and outputs the integrated value to a comparison unit 903 and a processing unit 909 for anomaly determination.

[0121] A period in which the integration processing unit 901 integrates the difference between the Δ of the estimated generating torque and the Δ of the allowable generating torque ends when a comparison unit 907, to be described later, outputs a comparison result indicating that the preliminary anomaly determination time is greater than the preliminary anomaly determination time threshold.

[0122] A calculation unit 902 for the preliminary anomaly threshold calculates a preliminary anomaly determination threshold (preliminary anomaly threshold) which is used in the comparison unit 903.

[0123] The comparison unit 903 compares the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque calculated by the integration processing unit 901 with the threshold for determining the preliminary anomaly calculated by the calculation unit 902 and outputs the comparison result.

[0124] A preliminary anomaly determination unit 904 determines that a preliminary anomaly exists if the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque is greater than the threshold for determining the preliminary anomaly, based on the comparison result fed in by the comparison unit 903. The preliminary anomaly determination unit 904 then outputs the preliminary anomaly determination result to a calculation unit 905 for the preliminary anomaly determination time and to the processing unit 909 for the anomaly determination.

[0125] The Preliminary Anomaly Determination Unit 905 calculates a time (Preliminary Anomaly Determination Time) during which the Preliminary Anomaly Determination Unit 904 determines that a preliminary anomaly exists, based on the preliminary anomaly determination result input by the Preliminary Anomaly Determination Unit 904. The Preliminary Anomaly Determination Time corresponds, for example, to a time measured by a timer (not shown) contained within the Preliminary Anomaly Determination Unit 905.

[0126] A calculation unit 906 for the preliminary anomaly determination time threshold calculates the preliminary anomaly determination time threshold used in the comparison unit 907.

[0127] The comparison unit 907 compares the preliminary anomaly determination time calculated by the calculation unit 905 for the preliminary anomaly determination time with the threshold for the preliminary anomaly determination time calculated by the calculation unit 906 for the threshold for the preliminary anomaly determination time and outputs the comparison result to the integration processing unit 901 and the processing unit 909 for anomaly determination.

[0128] The calculation unit 908 for the anomaly determination integral value threshold calculates the threshold of the integrated value for anomaly determination (anomaly determination integral value threshold) used by the processing unit 909 for anomaly determination and outputs the anomaly determination integral value threshold to the processing unit 909 for anomaly determination.

[0129] The integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque is fed from the integration processing unit 901 into the processing unit 909 for anomaly determination, and the determination result for the preliminary anomaly is fed from the determination unit 904 for the preliminary anomaly into the processing unit 909 for anomaly determination.

[0130] Furthermore, the comparison result for the preliminary anomaly determination time is fed from the comparison unit 907 into the processing unit 909 for anomaly determination, and the anomaly determination integral value threshold value is fed from the calculation unit 908 for the anomaly determination integral value threshold value into the processing unit 909 for anomaly determination.

[0131] The anomaly determination processing unit 909 compares the increment of the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, integrated from the time at which the preliminary anomaly determination unit 904 determines that a preliminary anomaly exists, with the anomaly determination integral threshold at a time at which the preliminary anomaly determination time is determined to be greater than the anomaly determination integral threshold, based on the comparison result for the preliminary anomaly determination time. The anomaly determination processing unit 909 then performs the final anomaly determination if the increment of the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque is greater than the anomaly determination integral threshold.The processing unit 909 for anomaly determination gives the result of the final anomaly determination to the calculation unit 407 (see . Fig. 4) for the motor control output signal.

[0132] Fig. Figure 10 shows graphs illustrating an example of the relationship between the difference between the Δ-torques and the acceleration G of the vehicle, and the relationship between the vehicle speed and a permissible threshold value based on a difference in the time interval or the engine speed. The graphs in Figure 10 illustrate this relationship. Fig. The difference between the Δ-torques described in section 10 represents the difference between the extent of the change in the estimated generating torque over a given time (Δ of the estimated generating torque) and the extent of the change in the permissible generating torque over a given time (Δ of the permissible generating torque).

[0133] The graph (a) in Fig. Figure 10 shows an example of the relationship between the difference between the Δ-torques and the acceleration G according to a difference in the time interval Δt when the throttle valve 203 is opened stepwise in a state where a gear of a transmission is fixed and a predetermined engine speed is maintained. Here, t1 and t2 are the time intervals in which the magnitudes of change (the Δ of the estimated generating torque and the Δ of the permissible generating torque) are calculated. Furthermore, the interval of t1 (Δt1) is set to be larger than the interval of t2 (Δt2). Note that in the graph, the acceleration G indicated as the "range of dangerous acceleration G" is, for example, 0.2 G or more.

[0134] The greater the opening degree of the throttle valve 203, the greater the acceleration G. Therefore, the difference between the Δ-torques when a given acceleration G is generated, in a case of Δt1, which is a larger time interval (indicated by a black dot marking in Fig. 10), larger than in a case of Δt2, which is a smaller time interval (indicated by an x-mark in Fig. 10) Therefore, if it is assumed that a state in which the acceleration of the vehicle is equal to or greater than the specified acceleration G is a state in which the vehicle is in danger, it is necessary to set several threshold values ​​(permission thresholds) for permitting the detection of the dangerous state of the vehicle, that is, the anomalous state of engine 201, for each of Δt1 and Δt2. For example, as in Fig. Figure 10 shows a threshold for Δt1 and a threshold for Δt2 being set.

[0135] The graph (b) of Fig. Figure 10 is a graph showing an example of the relationship between the difference between the Δ-torques and the acceleration G according to a difference in engine speed Ne, where, in contrast to graph (a) of Fig. 10. A time interval is used and two motor speeds (Ne1 and Ne2) are maintained. Here, Ne1 and Ne2 are motor speeds at which the magnitudes of change (Δ of the estimated generating torque and Δ of the permissible generating torque) are calculated. Furthermore, the motor speed Ne1 is greater than the motor speed Ne2.

[0136] If the vehicle speeds at engine speeds Ne1 and Ne2 are expressed as vehicle speeds VSP1 and VSP2, respectively, the vehicle speed VSP1 is higher than the vehicle speed VSP2 in a fixed-gear state. For example, the vehicle speed VSP1 is 50 km / h and the vehicle speed VSP2 is 10 km / h.

[0137] The difference between the Δ-torques, when the acceleration of the vehicle is equal to or greater than the specified acceleration G, in a case of Ne1, which is a higher engine speed (VSP1, which is a higher vehicle speed) (in Fig. 10 (indicated by a square marker) is greater than in a case of Ne2, which is a lower engine speed (VSP2, which is a lower vehicle speed) (in Fig. 10 (indicated by a triangular marker). Therefore, if it is assumed that a condition in which the acceleration of the vehicle is equal to or greater than the specified acceleration G is a condition in which the vehicle is in danger, it is necessary to set several threshold values ​​(permit thresholds) for permitting the detection of the dangerous condition (anomalous condition) of the vehicle for each of the engine speeds Ne1 (VSP1) and Ne2 (VSP2). For example, the one in Fig. 10. The threshold shown is greater in one case of Ne1 (VSP1) than in one case of Ne2 (VSP2).

[0138] The graph (c) of Fig. Figure 10 is a graph showing an example of the relationship between a threshold value (ΔNm) of the difference between the Δ-torques and the vehicle speed VSP (engine speed Ne). The threshold value (ΔNm) of the difference between the Δ-torques corresponds to that determined by the in Fig. The calculation unit 702 shown in Figure 7 is used for the calculated permit determination threshold. Furthermore, as can be seen from graphs (a) and (b) of Fig. 10 described, to recognize that for each time interval (each of Δt1 and Δt2) several permit determination thresholds are set, which are variable according to the engine speed (Ne) or the vehicle speed (VSP).

[0139] Fig. Figure 11 shows graphs illustrating examples of the relationship between the integrated value of the difference between the Δ-torques and the acceleration G of the vehicle and the relationship between the vehicle speed and the anomaly determination time threshold corresponding to the difference in engine speed.

[0140] The graph (a) in Fig. Figure 11 shows an example of the relationship between the integrated value of the difference between the Δ-torques and the acceleration G when the throttle valve 203 is opened stepwise in a state where a gear of a transmission is fixed and a predetermined engine speed is maintained. Graph (a) is shown as a result of using two engine speeds (Ne1 and Ne2). As described above, engine speed Ne1 is higher than engine speed Ne2. Furthermore, if the vehicle speeds at engine speeds Ne1 and Ne2 are expressed as vehicle speeds VSP1 and VSP2, respectively, vehicle speed VSP1 is higher than vehicle speed VSP2 because the transmission is fixed.

[0141] The integrated value of the difference between the Δ-torques when the acceleration of the vehicle is equal to or greater than the specified acceleration G is, in a case of Ne1, which is a higher engine speed (VSP1, which is a higher vehicle speed) (in Fig. 10, indicated by a diamond marking), greater than in a case of Ne2, which is a lower engine speed (VSP2, which is a lower vehicle speed) (in Fig. 10 (indicated by a hexagonal marker). Therefore, if it is assumed that a state in which the acceleration of the vehicle is equal to or greater than the specified acceleration G is a state in which the vehicle is in danger, it is necessary to set several threshold values ​​(anomaly detection thresholds) for the detection of the dangerous state (anomalous state) of the vehicle for each of Ne1 (VSP1) and Ne2 (VSP2). For example, the one in Fig. 10. The threshold shown in one case of Ne1 (VSP1) is greater than in one case of Ne2 (VSP2).

[0142] The graph (b) of Fig. Figure 11 is a graph showing an example of the relationship between a threshold value (ΣΔNm) of the integrated value of the difference between the Δ-torques and the vehicle speed VSP (engine speed Ne). The threshold value (ΔΣNm) of the integrated value of the difference between the Δ-torques corresponds to that determined by the in Fig. The calculation unit 709 shown for the anomaly detection threshold is calculated. Furthermore, as with reference to graph (a) of Fig. As described in section 11, it is evident that it is necessary to adjust the anomaly detection threshold so that it is variable according to the engine speed (Ne) or the vehicle speed (VSP).

[0143] Fig. Figure 12 shows graphs that illustrate an example of the relationship between the time of the determination of the anomaly and the vehicle speed at the time of the occurrence of an anomaly corresponding to a difference in the gear stage.

[0144] The graph (a) of Fig. Figure 12 shows an example of the relationship between the anomaly detection time [ms] (a time until the integrated value reaches the threshold) required to obtain the integrated value for detecting the anomaly in Fig. 11 to calculate the anomalous state shown, and the vehicle speed (VSP) [km / h] when an anomaly occurs in each gear. Therefore, graph (a) shows the times of anomaly determination, measured when the throttle valve 203 is opened stepwise in a state where the transmission gear is changed and a predetermined vehicle speed (engine speed) is maintained.

[0145] For example, in a vehicle speed range of 20 km / h to 40 km / h, the time (anomaly detection time) required to calculate the integrated value for detecting the anomalous condition is long on the side with a high gear (a side where the engine speed is low). Fig. Figure 12 shows the anomaly determination times for every 10 [km / h] of the vehicle speed (VSP), where a first step is marked by a triangular marker, a second step by a diamond-shaped marker and a third step by a pentagonal marker.

[0146] This result is achieved when the vehicle, according to the present embodiment, is a turbocharged vehicle. Therefore, the time (anomaly detection time) required to calculate the integrated value for detecting the anomalous condition is long on the side with the high gear (the side where the engine speed is low) due to a delay in turbocharging (turbo lag).

[0147] The graph (b) of Fig. Figure 12 shows an example of the relationship between the vehicle speed [km / h] and the anomaly detection time threshold [ms]. Fig. Figure 12 shows a graph illustrating the relationship between the vehicle speed and the anomaly determination time threshold for first gear, second gear, and third gear. As shown in graph (b), it is necessary to consider the Fig. 7. Calculation unit 707 shown for the anomaly determination time threshold calculated anomaly determination time threshold as a variable threshold for each gear stage of the transmission according to the vehicle speed (VSP).

[0148] Furthermore, the anomaly detection time threshold can be set using a different method.

[0149] The graph (c) of Fig. Figure 12 shows another example of the relationship between the vehicle speed [km / h] and the anomaly detection time threshold [ms]. As shown in graph (c), it is necessary to consider the value determined by the in Fig. 7. Calculation unit 707 shown for the anomaly determination time threshold. The calculated anomaly determination time threshold is set to the maximum time so that all gear stages can be covered.

[0150] Next, an example of the behavior of the onboard control unit 217 will be described.

[0151] Fig. Figure 13 is a diagram showing an example of the anomaly detection behavior of the onboard control unit 217. In this diagram, the values ​​calculated by each part of the onboard control unit 217 are represented by lines 1301 to 1313.

[0152] Line 1301 represents an accelerator pedal opening degree, indicating the extent to which the driver depresses the accelerator pedal. The accelerator pedal opening degree is a value calculated by detection unit 101 for the degree of actuation. Line 1301 indicates a state in which the accelerator pedal opening degree changes when the vehicle accelerates, travels at a constant speed, or decelerates.

[0153] Line 1302 represents the permissible generating torque calculated by the calculation unit 110 for the permissible generating torque. It shows that the permissible generating torque increases when the accelerator pedal opening degree is increased (acceleration state) and decreases when the accelerator pedal opening degree is decreased (deceleration state). Therefore, line 1302 shows a state in which the permissible generating torque changes according to the change in the accelerator pedal opening degree.

[0154] Line 1303 represents the estimated generating torque calculated by the calculation unit 111. Line 1303 shows that the behavior during acceleration and deceleration is delayed due to the influence of the intake air response delay and the like on the actuation of the accelerator pedal opening degree. Note that in the present embodiment, a situation is described in which the estimated generating torque is increased from a certain time A due to the occurrence of an anomaly.

[0155] Furthermore, anomaly detection, as with the permissible generating torque, is performed based on the difference between the permissible generating torque and the estimated generating torque. Therefore, to improve detection accuracy and prevent false detections, filter processing is carried out to align the phase of the permissible generating torque with that of the estimated generating torque. The fact that the filter processing is performed on the permissible generating torque is indicated by "after filter processing" in line 1302.

[0156] Line 1304 represents the extent of change (Δ of permissible generating torque) of the permissible generating torque calculated by the calculation unit 510 for the extent of change of the permissible generating torque per unit of time.

[0157] Line 1305 represents the magnitude of change (Δ of estimated generating torque) of the estimated generating torque calculated by the calculation unit 608 for the magnitude of change of the estimated generating torque per unit of time.

[0158] Line 1306 represents the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, calculated by the calculation unit 701 for the difference.

[0159] Line 1307 represents the permission determination threshold for processing unit 704 for the permission determination of anomaly detection, in order to determine the permission to perform anomaly detection.

[0160] Line 1308 represents the anomaly detection time, which is measured by starting the timer of the computation unit 706 for the anomaly detection time when the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque Δ, represented by line 1306, is greater than the permit determination threshold.

[0161] Line 1309 represents the anomaly determination time threshold for limiting the measurement of the anomaly detection time, with the anomaly determination time threshold being calculated by the calculation unit 707 for the anomaly determination time threshold. It can be seen that the anomaly detection time represented by line 1308 is counted until the anomaly determination time threshold represented by line 1309 is reached.

[0162] Line 1310 represents the state of an allow flag for processing unit 704, used to determine permission for anomaly detection. Permission for anomaly detection is indicated by the allow flag being turned on when line 1310 is in a high state. The allow flag is turned off when line 1310 is in a low state.

[0163] As shown in line 1306, the difference has a negative value in the acceleration state because the Δ of the permissible generating torque is subtracted from the Δ of the estimated generating torque. When driving at a constant speed, the difference then becomes greater than the permission threshold. At a time when the difference becomes greater than the permission threshold, as described above, the timer for measuring the anomaly detection time is activated, as shown in line 1308, and the permission flag shown in line 1310 is turned on to determine permission for anomaly detection.

[0164] Then, when the anomaly detection time represented by line 1308 reaches the anomaly determination time threshold represented by line 1309, the timer is cleared and the anomaly detection time is reset to 0. Furthermore, the permission flag is turned off and line 1310 returns to the low state.

[0165] The reason the anomaly detection time threshold is provided as described above is that it is difficult to fully align the phase of the allowable generating torque with the phase of the estimated generating torque after filter processing in order to fix the value of line 1306 to 0. Since constant integration leads to erroneous anomaly detection, the anomaly detection time threshold is provided to improve the accuracy of anomaly detection.

[0166] Line 1311 shows a state in which the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque, represented by line 1306, is integrated while the permission flag represented by line 1310 is turned on.

[0167] Line 1312 represents the anomaly detection threshold used by the reference unit 710 to determine the anomaly.

[0168] Line 1313 represents the set state of an anomaly detection flag of the comparator unit 710. The comparator unit 710 activates the anomaly detection flag when line 1313 is in a high state and outputs the anomaly detection. Conversely, the comparator unit 710 does not output the anomaly detection because the anomaly detection flag is deactivated when line 1313 is in a low state.

[0169] As shown in line 1311, the Fig. The comparison unit 710, shown in Figure 7, outputs anomaly detection when the integrated value obtained by integrating the difference between the Δ of the estimated generating torque and the Δ of the allowable generating torque is greater than the anomaly detection threshold shown by line 1312. The comparison unit 710 then sets the anomaly detection flag, shown by line 1313, to an anomaly detection state. As described above, the anomaly detection unit (anomaly detection unit 112) outputs anomaly detection when the integrated value (the integrated value of the difference between the Δ of the estimated generating torque and the Δ of the allowable generating torque) is greater than the anomaly detection threshold, while determining that anomaly detection is allowable.This means, for example, that even in a case where the estimated generating torque and the permissible generating torque are out of phase, and the integration of the difference between the Δ of the estimated generating torque and the Δ of the permissible generating torque has been started, if no anomaly is present, the integrated value will not exceed the anomaly detection threshold. Therefore, it is possible to eliminate the possibility that the anomaly detection unit 112 might falsely determine that an anomaly is present when the motor 201 is in its normal state.

[0170] Next, an example of the processing carried out in the respective parts of the onboard control unit 217 will be given with reference to the Fig. Described in sections 14 to 17.

[0171] Fig. Figure 14 is a flowchart that illustrates an example of a series of processes performed in the respective parts of the onboard control unit 217. Each step is described with reference to each control block that is in Fig. 1 The onboard control unit 217 shown is described.

[0172] First, the detection unit 101 converts an output voltage from the accelerator pedal opening degree sensor 218 into an accelerator pedal opening degree ratio and reads the accelerator pedal opening degree ratio (S1). For example, if the accelerator pedal is fully open, the accelerator pedal opening degree ratio is 100%.

[0173] Next, the motor speed calculation unit 102 counts the number of electrical signals supplied by the crank angle sensor 219 per unit of time, mainly the number of pulse signal changes per unit of time, and performs the calculation processing to calculate the motor speed (S2).

[0174] Next, the target throttle opening calculation unit 406 calculates and reads the target throttle opening based on the target torque (S3) calculated by the target torque calculation unit 405. Furthermore, the throttle opening calculation unit 408 converts a throttle opening sensor output voltage from the throttle opening sensor 215 into the throttle opening value and reads the throttle opening value.

[0175] Next, the calculation unit 103 for the cylinder air intake quantity reads the cylinder air intake quantity (engine load) converted based on the output voltage of the intake air volume sensor (thermal airflow meter) 202 (S4). Next, the calculation unit 104 for the basic fuel quantity calculates the basic fuel quantity based on the engine speed and the cylinder air intake quantity (engine load) (S5).

[0176] Next, the fuel correction unit 113 searches a map for the base fuel correction coefficient based on engine speed and engine load to calculate the base fuel correction coefficient (S6). Next, the air-fuel ratio correction coefficient calculation unit 107 reads the actual air-fuel ratio converted from an output voltage of the air-fuel ratio sensor 211 (S7). Next, the target air-fuel ratio calculation unit 108 searches a map for the target air-fuel ratio based on engine speed and engine load to find the target air-fuel ratio (S8).Next, the air-fuel ratio correction coefficient calculation unit 107 performs feedback control for the target air-fuel ratio by using the target air-fuel ratio and the actual air-fuel ratio and calculates the air-fuel ratio correction coefficient (S9).

[0177] Next, the fuel correction unit 113 corrects the base fuel quantity using the base fuel correction coefficient and the air-fuel ratio correction coefficient obtained by performing the feedback control, and calculates the fuel injection quantity (S10). Next, the ISC control unit 106 calculates the target idle speed (ISC target speed) (S11) and the target ISC flow rate that can achieve the target idle speed (S12). Then, the ISC control unit 106 calculates a required opening degree based on the target ISC flow rate (S13).

[0178] Next, the basic ignition timing calculation unit 105 of the engine 201 calculates the basic ignition timing based on the engine speed and engine load (S14). Next, the ignition timing correction unit 114 performs the water temperature correction or similar adjustment on the basic ignition timing according to a water temperature correction value (S15) and sets the corrected ignition timing in the 1-cylinder fuel injection unit 116 up to the 4-cylinder fuel injection unit 119 (S16).

[0179] Next, the calculation unit 110 calculates the permissible generating torque (S17). Next, the calculation unit 111 calculates the estimated generating torque (S18). Next, the anomaly detection unit 112 detects the anomaly of motor 201 based on the permissible generating torque and the estimated generating torque (S19).

[0180] Next, the electronically controlled throttle valve control unit 115 controls the throttle valve 203 to open to a final throttle valve opening degree based on a required opening degree. This degree is based on the target torque calculated by the calculation unit 109 for the target throttle valve opening degree based on the accelerator pedal opening degree and engine speed, and on the required opening degree calculated by the ISC control unit 106 based on the target ISC flow rate (S20). Note that the electronically controlled throttle valve control unit 115 also controls the throttle valve opening degree of the throttle valve 203 if the anomaly of the engine 201 is detected in step S19 (S20).

[0181] Next, an example of anomaly detection processing according to the present embodiment will be given with reference to the Fig. Described in sections 15 to 17. Anomaly detection processing is an interrupt processing method that is performed at predetermined time intervals.

[0182] Fig. Figure 15 is a flowchart that provides a detailed example of the processing of the calculation of the permissible generating torque in step S17 of Fig. 14 and the processing of the calculation of the estimated generating torque in step S18 shows.

[0183] First, the allowable generation torque calculation unit 110 calculates the allowable generation torque (S21). Next, the allowable generation torque change calculation unit (allowable generation torque calculation unit 110) calculates several different rates of change of the allowable generation torque per unit of time, all starting from the same point. For example, allowable generation torque calculation unit 110 successively calculates the rates of change of the allowable generation torque (Δ10LT, Δ40LT, Δ80LT, Δ120LT, and Δ160LT) over 10 ms, 40 ms, 80 ms, 120 ms, and 160 ms, respectively, all starting from the same point (S22 to S26). The starting points from which the rates of change of the allowable generation torque are calculated are identical. For example, 10 ms in step S22, 40 ms in step S23 and the like both represent elapsed times from the same starting point 0.

[0184] Next, the estimated generation torque calculation unit 111 calculates the estimated generation torque (S27). Then, the estimated generation torque change calculation unit (estimated generation torque calculation unit 111) calculates several different magnitudes of change in the estimated generation torque per unit of time, all starting from the same point. For example, the estimated generation torque calculation unit 111 successively calculates the magnitudes of change in the estimated generation torque (Δ10ET, Δ40ET, Δ80ET, Δ120ET, and Δ160ET) over 10 ms, 40 ms, 80 ms, 120 ms, and 160 ms, respectively, all starting from the same point (S28 to S32). Even in this case, the starting points at which the magnitudes of change in the estimated generation torque are calculated are identical. After step S32, processing continues with step S41. Fig. 16, which is connected to a terminal A, continues.

[0185] The Fig. 16 and Fig. 17 are flowcharts, each providing a detailed example of the anomaly detection processing described in step S19 in Fig. 14 is carried out. Here, unit 112 performs the processing of each step for anomaly detection. Fig. Figure 16 is a flowchart that provides an example of the processing of the permission to detect anomalies as carried out by Unit 112 for anomaly detection.

[0186] In this context, the anomaly detection unit (Anomaly Detection Unit 112) determines that anomaly detection is permissible if the difference between the magnitude of change in the estimated generating torque and the magnitude of change in the permissible generating torque, calculated for each equal unit of time, is greater than the permit determination threshold.

[0187] First, the anomaly detection unit 112 checks whether the difference between the magnitude of the change in the estimated generating torque (Δ40ET) and the magnitude of the change in the permissible generating torque (Δ40LT) over 40 ms is greater than the permit threshold (KD40H) (S41). If the test result in step S41 is yes, the anomaly detection unit 112 determines that anomaly detection is permitted (FLDPMT = 1) (S45).

[0188] In a case where the test result in step S41 is No, the anomaly detection unit 112 checks whether the difference between the magnitude of change in the estimated generating torque (Δ80ET) and the magnitude of change in the permissible generating torque (Δ80LT) over 80 ms is greater than the permit threshold (KD80H) or not (S42).

[0189] In a case where the test result in step S42 is Yes, the anomaly detection unit 112 determines that anomaly detection is permitted (FLDPMT = 1) (S45). In a case where the test result in step S42 is No, the anomaly detection unit 112 checks whether the difference between the magnitude of change in estimated generating torque (Δ120ET) and the magnitude of change in permissible generating torque (Δ120LT) over 120 ms is greater than the permit threshold (KD120H) or not (S43).

[0190] In a case where the test result in step S43 is Yes, the anomaly detection unit 112 determines that anomaly detection is permitted (FLDPMT = 1) (S45). In a case where the test result in step S43 is No, the anomaly detection unit 112 checks whether the difference between the magnitude of change in the estimated generating torque (Δ160ET) and the magnitude of change in the permissible generating torque (Δ160LT) over 160 ms is greater than the permit threshold (KD160H) or not (S44).

[0191] In a case where the test result in step S44 is Yes, the anomaly detection unit 112 determines that anomaly detection is allowed (FLDPMT = 1) (S45). In a case where the test result in step S44 is No, or after processing in step S45, the anomaly detection unit 112 checks whether anomaly detection is allowed or not, that is, whether FLDPMT = 1 or not (S46).

[0192] In a case where the test result in step S46 is Yes, the anomaly detection unit 112 counts up the timer for measuring the anomaly detection time (DPCN) (S47), and processing proceeds with step S51 in Fig. 17, which is connected to terminal B, continues. In a case where the test result in step S46 is No, the anomaly detection unit 112 terminates the process.

[0193] Fig. Figure 17 is a flowchart that provides a detailed example of the processing carried out by Unit 112 for anomaly detection to determine the anomaly.

[0194] First, the anomaly detection unit 112 checks whether the anomaly detection time measured by the anomaly detection time timer (DPCN) is greater than the anomaly determination time threshold (KDPCN) (S51). That is, the anomaly detection unit 112 checks whether the time elapsed since the anomaly detection authorization exceeded the anomaly determination time threshold. If the test result in step S51 is "No", the anomaly detection unit 112 calculates the difference (extent change difference: SMD) between the extent of change in the estimated generating torque (Δ10ET) and the extent of change in the allowable generating torque (Δ10LT) over 10 ms (S52).

[0195] The anomaly detection unit 112 then calculates the integrated value (TSMD) of the magnitude change difference (SMD) (S53). Next, the anomaly detection unit 112 checks whether the integrated value (TSMD) is greater than the anomaly determination threshold (KTSMD) (S54). If the test result in step S54 is yes, the anomaly detection unit 112 determines the torque anomaly of engine 201 (FLTQNG = 1) (S58) and outputs the anomaly determination. If the test result in step S54 is no, the anomaly detection unit 112 terminates the process.

[0196] On the other hand, if the test result in step S51 is yes, the anomaly detection unit 112 clears the determination of the anomaly detection authorization (FLDPMT = 0) (S55). Then, the anomaly detection unit 112 clears the timer (DPCN) for measuring the anomaly detection time (S56), clears the integrated value (TSMD) of the magnitude change difference (S57), and terminates the process.

[0197] With the onboard control device 217 according to the first embodiment described above, it is possible to determine the occurrence of the torque anomaly of the motor 201, such as the generation of excessive torque by the motor 201, based on the integrated value of the difference between the magnitude of the change in the permissible generation torque and the magnitude of the change in the estimated generation torque. Furthermore, with the onboard control device 217, it is also possible to determine the occurrence of the torque anomaly of the motor 201, such as the generation of excessive torque by the motor 201, based on the integrated value of the difference between the magnitude of the change in the requested torque and the magnitude of the change in the estimated generation torque.Therefore, the unit 112 for anomaly detection can determine the torque anomaly in which the torque generated by the motor 201 is greater than that intended by the driver, for example due to the anomaly of the throttle valve 203.

[0198] Therefore, since the anomaly of the torque rise of motor 201 is determined based on the control signal amount and the extent of the change in the driving operation of motor 201, the influence of variations in the extent of driving operation (a sensor to detect the extent of operation, etc.) and variations in the operating state (a sensor to detect the operating state, etc.) can be suppressed. Furthermore, since the anomaly of the torque rise of motor 201 is determined according to the extent of the change over a predetermined time (for example, 40 ms to 160 ms), unintended acceleration by the driver can be suppressed, thus enabling the driver to avoid a hazard. [Second embodiment]

[0199] In the on-board control device according to the first embodiment described above, the anomaly is detected based on the permissible generating torque calculated from the driver's accelerator pedal opening degree and the estimated generating torque calculated based on the engine speed and engine load; that is, anomaly detection is performed using torque. However, the on-board control device can also be configured to perform anomaly detection using other parameters, such as horsepower.Therefore, in an onboard control device according to a second embodiment, the horsepower can be calculated instead of the torque to determine an anomaly in the horsepower increase of the motor 201 based on the integrated value of a difference between a permissible amount of generation horsepower change and an estimated amount of generation horsepower change. An example of configurations of function blocks for calculating the permissible amount of generation horsepower change and the estimated amount of generation horsepower change is given here with reference to the... Fig. 18 to 20 described.

[0200] Fig. Figure 18 is a control block diagram showing an example of an internal configuration of an on-board control device 217A according to the second embodiment.

[0201] The onboard control unit 217A has a configuration in which the calculation unit 100 is for the requested torque, the calculation unit 110 for the permissible generating torque, the calculation unit 111 for the estimated generating torque, and the unit 112 for anomaly detection of the in Fig. 4 the onboard control unit 217 shown are replaced by a calculation unit 100A for the requested power (“requested horsepower”), a calculation unit 110A for the allowable generation horsepower (“allowable generation horsepower”), a calculation unit 111A for the estimated generation horsepower (“estimated generation horsepower”) or a unit 112A for anomaly detection.

[0202] In a case where requested horsepower is used for processing, a requested horsepower computation unit (requested horsepower computation unit 100A) calculates the requested horsepower based on the vehicle's driving condition.

[0203] Furthermore, in a case where the permissible generation power is used for processing, the calculation unit for the requested power (calculation unit 110A for the requested power) is the calculation unit for the permissible generation power (calculation unit 110A for the permissible generation power), which calculates the permissible generation power that can be generated by the drive source (motor 201).

[0204] A calculation unit for the estimated generation power (calculation unit 111A for the estimated generation power) calculates an estimated generation power as generated by the propulsion source (motor 201) of the means of transport.

[0205] Then, the anomaly detection unit 112A detects an anomaly in the drive source (motor 201). The anomaly detection unit 112A according to the second embodiment is used to calculate various parts of the processing, which in the first embodiment were calculated using torque, using horsepower.

[0206] In this case, the anomaly detection unit (anomaly detection unit 112A) detects the anomaly of the drive source (motor 201) in a case where the horsepower torque is used for processing, based on the integrated value of a difference between the magnitude of change in requested power and the magnitude of change in estimated power, and outputs the anomaly determination for the drive source (motor 201).

[0207] Furthermore, in a case where the permissible generating power is used for processing, the anomaly detection unit (anomaly detection unit 112A) detects the anomaly of the drive source (motor 201) based on a result of comparing the integrated value of the difference between the extent of the change in the permissible generating power and the extent of the change in the estimated generating power with a threshold value determined from the operating state of the drive source (motor 201).

[0208] Fig. Figure 19 is a block diagram showing an example of a schematic configuration of the calculation unit 110A for the permissible generating power.

[0209] The calculation unit 110A for the permissible generation power has a configuration in which the offset dimension adding unit 506 and the calculation unit 510 for the extent of the change in the permissible generation torque of the in Fig. The calculation unit 110 shown in Figure 5 for the permissible generation torque is replaced by an offset dimension adding unit 506A or a calculation unit 510A for the extent of the change in the permissible generation power.

[0210] The offset magnitude adding unit 506A adds an offset magnitude calculated by the offset magnitude calculation unit 509 to the permissible generating power, which is derived from the permissible generating torque calculated by the integration unit 505. The offset magnitude is added to the permissible generating power to prevent the estimated generating power from exceeding the permissible generating power under normal conditions, taking into account any calculation error in the estimated generating power.

[0211] The calculation unit 510A for the extent of change in permissible generation capacity calculates the extent of the change in permissible generation capacity over a predefined period. The permissible generation capacity calculated by the calculation unit 510A and the extent of change in permissible generation capacity over a predefined period (Δ of permissible generation capacity) are used by unit 112A for anomaly detection.

[0212] In a case where the permitted generation capacity is used for processing, a calculation unit for the magnitude of change in requested power (calculation unit 511A for the magnitude of change in requested power) is the calculation unit for the magnitude of change in permitted generation capacity (calculation unit 510A for the magnitude of change in permitted generation capacity), which calculates the magnitude of change in permitted generation capacity per unit of time as the magnitude of change in permitted generation capacity. Note that in a case where the requested power is used for processing, the calculation unit for the magnitude of change in requested power (calculation unit 511A for the magnitude of change in requested power) calculates the magnitude of change in requested power per unit of time as the magnitude of change in the requested power change.

[0213] Fig. Figure 20 is a block diagram showing an example of a schematic configuration of the computation unit 111A for the estimated generating power.

[0214] The calculation unit 111A for the estimated generation power has a configuration in which the subtraction unit 606 and the calculation unit 608 for the extent of the change in the estimated generation torque of the in Fig. The calculation unit 111 shown in Figure 6 for the estimated generation torque is replaced by a subtraction unit 606A or a calculation unit 608A for the extent of the change in the estimated generation power.

[0215] The subtraction unit 606A converts the estimated generating torque, obtained by subtracting the load torque from the estimated generating torque calculated by the integration unit 605, into the estimated generating power, thereby calculating the estimated generating power as a shaft power of the motor 201.

[0216] The unit of computation for the magnitude of change in estimated generation power (unit of computation 608A for the magnitude of change in estimated generation power) calculates the magnitude of change in estimated generation power per unit of time as the magnitude of change in estimated generation power. Therefore, unit of computation 608A for the magnitude of change in estimated generation power calculates the magnitude of change in estimated generation power over a predetermined time period calculated by subtraction unit 606A. The estimated generation power calculated by unit of computation 608A for the magnitude of change in estimated generation power, and the magnitude of change in estimated generation power over a predetermined time period (Δ of estimated generation power), are used in the anomaly detection processing performed by unit 112A.

[0217] In the onboard control unit 217A according to the second embodiment described above, as soon as the anomaly detection unit 112A detects the anomaly of the engine 201 by appropriately using the permissible generating power, the extent of the change in the permissible generating power over a predetermined time, the estimated generating power, and the extent of the change in the estimated generating power over a predetermined time, the anomaly determination is output. Therefore, with the onboard control unit 217A, it is possible to determine the occurrence of an anomaly in the power of the engine 201, such as the generation of excessive power by the engine 201, based on the integrated value of the difference between the extent of the change in the permissible generating power and the extent of the change in the estimated generating power.Furthermore, with the onboard control unit 217A, it is also possible to determine the occurrence of the anomaly in the power of the engine 20, such as the generation of excessive power by the engine 201, on the basis of the integrated value of the difference between the extent of the change in the requested power and the extent of the change in the estimated generation power. [Modified example]

[0218] Note that in each of the embodiments described above, a case was described in which the means of transport is a turbocharged vehicle. However, it is also possible to apply the control system according to the present embodiment to a means of transport that is not a turbocharged vehicle.

[0219] Furthermore, the drive source is not limited to the motor 201, which is an example of an internal combustion engine, and it can be an electric motor. Therefore, the anomaly detection control according to the present embodiment can also be applied to an electric vehicle containing an electric motor or to a hybrid vehicle containing both an electric motor and an internal combustion engine.

[0220] The present invention is not limited to the embodiments described above, and it is understood that various other application examples and modified examples are possible, as long as the core of the present invention described in the claims is not affected.

[0221] For example, the configuration of the system in the embodiments described above has been described in detail to describe the present invention in an easily understandable manner, and the present invention is not necessarily limited to those embodiments that have all the described configurations. Furthermore, part of the configuration of the present embodiment can be combined with another configuration, removed, or replaced by another configuration.

[0222] Furthermore, the control and information lines indicate those deemed necessary for explanation and do not necessarily list all control and information lines in the product. In practice, it can be assumed that almost all configurations are interconnected. Reference symbol list 100 calculation units for the requested torque 101 Detection unit for the extent of the control actuation 102 Engine speed calculation unit 103 Calculation unit for the cylinder intake air quantity 109 Calculation unit for the target throttle valve opening degree 110 Calculation unit for the permissible generating torque 111 Calculation unit for the estimated generating torque 112 Unit for anomaly detection 115 Electronically controlled throttle valve control unit 201 Engine 203 Throttle valve 217 on-board control unit

Claims

[1] Control device (10) which includes: a calculation unit for a requested torque (100) that calculates a requested torque (100) based on a driving condition of a means of transport; a calculation unit for an extent of change of the requested torque (511) which calculates an extent of change of the requested torque per unit of time as the extent of change of the requested torque (511); a calculation unit for an estimated generating torque, which calculates an estimated generating torque as generated by a drive source of the means of transport; a unit of calculation for a magnitude of change of the estimated generating torque (111) which calculates a magnitude of change of the estimated generating torque (608) per unit of time as the magnitude of change of the estimated generating torque; and an anomaly detection unit (112) that determines an anomaly of the drive source based on an integrated value of a difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque, and outputs an anomaly determination for the drive source, wherein the anomaly detection unit (112) integrates the difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque (608) to determine the integrated value, as long as the anomaly detection is permissible, wherein the anomaly detection unit (112) determines that anomaly detection is permissible in a case where the difference between the magnitude of the change in the requested torque (511) and the magnitude of the change in the estimated generating torque (608) is greater than a permit determination threshold, calculates a time during which it is determined that anomaly detection is permissible as the anomaly detection time, and continues to calculate the anomaly detection time until the anomaly detection time reaches an anomaly determination time threshold, the permit threshold varies depending on the speed of the means of transport and a given time. [2] Control device (10) according to claim 1, wherein the calculation unit for the requested torque (100) is a calculation unit for the permissible generating torque, which calculates the permissible generating torque (110) that can be generated by the drive source, the unit of calculation for the magnitude of change of the requested torque (511) is a unit of calculation for the magnitude of change of the permissible generating torque, which calculates a magnitude of change of the permissible generating torque per unit of time as the magnitude of change of the permissible generating torque, and the anomaly detection unit (112) detects the anomaly of the drive source on the basis of a result of comparing an integrated value of a difference between the magnitude of change of the allowable generating torque and the magnitude of change of the estimated generating torque with a threshold value determined from an operating state of the drive source. [3] Control device (10) according to claim 1, wherein the anomaly detection unit (112) calculates the integrated value while determining that anomaly detection is permissible, detects the anomaly of the drive source when the integrated value is greater than an anomaly determination threshold determined on the basis of the operating state of the drive source, and outputs the anomaly determination. [4] Control device (10) according to claim 3, wherein the calculation unit for the magnitude of change of the permissible generating torque (510) calculates several different magnitudes of change of the permissible generating torque per unit of time with the same starting point, the unit of calculation for the magnitude of change of the estimated generating torque (608) calculates several different magnitudes of change of the estimated generating torque per unit of time with the same starting point, and The anomaly detection unit (112) determines that anomaly detection is permitted if the difference between the magnitude of change in the permitted generating torque and the magnitude of change in the estimated generating torque, calculated for each equal unit of time, is greater than the permit determination threshold. [5] Control device (10) according to claim 4, wherein The anomaly determination time threshold is used to limit the time in which the difference between the magnitude of change in allowable generating torque and the magnitude of change in estimated generating torque is integrated, and The anomaly determination threshold is used by the anomaly detection unit (112) to detect the propulsion source anomaly on a basis of the integrated value and varies depending on the vehicle speed. [6] Control device (10) according to claim 3, wherein the integrated value is close to zero when the drive source is in a normal state, and the integrated value becomes greater than the anomaly detection threshold when the drive source is in an anomalous state. [7] Control device (10) according to claim 1, wherein the anomaly detection unit (112) compares a differential anomaly detection time, which is calculated when a difference between the estimated generating torque and the permissible generating torque is greater than a differential anomaly determination threshold, while determining that the anomaly detection is permissible, with a differential anomaly determination time threshold and determines that the difference is anomalous if the differential anomaly detection time is greater than the differential anomaly determination time threshold. [8] Control device (10) according to claim 7, wherein the anomaly detection unit (112) outputs the anomaly determination taking into account a state of the difference between the estimated generating torque and the permissible generating torque on the basis of a determined difference anomaly and the anomaly determination output on the basis of the integrated value. [9] Control device (10) according to claim 1, wherein the anomaly detection unit (112) outputs the anomaly determination when a preliminary anomaly determination time, which is a period in which it is determined that a preliminary anomaly exists in a case where the integrated value is greater than a preliminary anomaly determination threshold, is greater than a preliminary anomaly determination time threshold, and the integrated value is greater than an anomaly determination integral value threshold. [10] Control device (10) according to one of claims 1 to 9, further comprising: a target torque calculation unit (405) which calculates the target torque on the basis of an accelerator pedal opening degree and a speed of the drive source; a calculation unit for a target throttle opening degree (406) which calculates a target throttle opening degree on the basis of the target torque; a calculation unit for a motor control output signal (407) that calculates a motor control output signal for controlling a throttle valve motor that opens a throttle valve to the target throttle valve opening degree; and a calculation unit for a throttle valve opening degree (408) which calculates a throttle valve opening degree on the basis of a sensor signal supplied by a throttle valve opening degree sensor which determines the throttle valve opening degree, wherein the calculation unit for the motor control output signal (407) performs a feedback control for the motor control output signal, so that the throttle valve opening degree reaches the target throttle valve opening degree on a basis of the target throttle valve opening degree, the anomaly determination and the throttle valve opening degree. [11] Control device (10) according to claim 10, wherein the calculation unit for the motor control output signal (407) performs fail-safe processing to reduce the torque generated by the drive source when the anomaly detection is fed in. [12] Control device (10) which includes: a calculation unit for the requested power (100A) that calculates a requested power based on a driving condition of a means of transport; a unit of calculation for the extent of change in requested power (511A) which calculates an extent of change in requested power per unit of time as the extent of change in requested power; a calculation unit for the estimated generation power, which calculates an estimated generation power (111A) that is assumed to be generated by a propulsion source of the means of transport; a unit of calculation for the magnitude of change in estimated generation capacity, which calculates the magnitude of change in estimated generation capacity per unit of time as the magnitude of change in estimated generation capacity; and An anomaly detection unit (112A) that detects an anomaly of the drive source based on an integrated value of a difference between the magnitude of the change in requested power and the magnitude of the change in estimated generation power, and outputs an anomaly determination for the drive source, wherein the anomaly detection unit (112A) integrates the difference between the magnitude of the change in requested power and the magnitude of the change in estimated generation power to determine the integrated value, as long as the anomaly detection is permissible. wherein the anomaly detection unit (112A) determines that anomaly detection is permissible in a case where the difference between the magnitude of the change in requested power and the magnitude of the change in estimated generating power is greater than a permit determination threshold, calculates a time during which it is determined that anomaly detection is permissible as the anomaly detection time, and continues to calculate the anomaly detection time until the anomaly detection time reaches an anomaly determination time threshold, the permit threshold varies depending on the speed of the means of transport and a given time. [13] Control device (10) according to claim 12, wherein The calculation unit for the requested power is a calculation unit for the permissible generation power, which calculates a permissible generation power that can be generated by the drive source. the unit of calculation for the extent of the change in the requested power is a unit of calculation for the permissible extent of the change in generation power, which calculates an extent of the change in the permissible generation power per unit of time as the extent of the change in the permissible generation power, and the anomaly detection unit (112) detects the anomaly of the drive source on the basis of a result of comparing an integrated value of a difference between the magnitude of change in the allowable generation power and the magnitude of change in the estimated generation power with a threshold value determined from an operating state of the drive source.

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