Abnormality determination device for vehicle

Abstract

To determine abnormality accurately in torque increase control of increasing a torque output from an engine regardless of acceleration operation of a driver.SOLUTION: An abnormality determination device for a vehicle is used in a vehicle comprising an engine, and determines abnormality based on the difference between a required torque for the engine and an estimated torque, which is an estimated value of a torque output from the engine. When torque increase control is being executed to increase the torque output from the engine regardless of accelerator operation of a driver, the required torque is set to a predetermined increased torque as a torque output from the engine during the torque increase control.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an abnormality determination device for a vehicle. [Background technology]

[0002] Conventionally, as this type of vehicle abnormality determination device, one for use in a vehicle equipped with an engine has been proposed (see, for example, Patent Document 1). In this device, a required torque required of the engine is calculated based on the accelerator opening. Also, an estimated torque, which is an estimated value of the torque output from the engine, is calculated based on the engine speed. Then, an abnormality is determined based on the difference between the required torque and the estimated torque. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-27394 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned vehicle abnormality determination device determines an abnormality using the accelerator opening, i.e., the required torque calculated based on the accelerator operation by the driver, and cannot be applied to determine an abnormality in torque increase control that increases the torque output from the engine regardless of the accelerator operation by the driver. Therefore, it is recognized that accurately determining an abnormality in torque increase control is an important issue.

[0005] The main object of the abnormality determination device for a vehicle disclosed herein is to accurately determine an abnormality during torque increase control that increases the torque output from the engine without the driver's accelerator operation. [Means for solving the problem]

[0006] The abnormality determination device for a vehicle according to the present disclosure employs the following measures in order to achieve the above-mentioned main object.

[0007] The abnormality determination device for a vehicle according to the present disclosure includes: 1. A vehicle abnormality determination device that is used in a vehicle having an engine and determines an abnormality based on a difference between a required torque of the engine and an estimated torque that is an estimated value of a torque output from the engine, When a torque increase control is being executed to increase the torque output from the engine without the driver's accelerator operation, the required torque is set to an increased torque that is predetermined as the torque output from the engine during the torque increase control. The gist of the present invention is as follows.

[0008] In the vehicle abnormality determination device disclosed herein, when torque increase control is being executed to increase the torque output from the engine without the driver's accelerator operation, the required torque is set to an increased torque that is predetermined as the torque output from the engine during the torque increase control. When no abnormality occurs, the difference between the required torque and the estimated torque is small, and when an abnormality occurs, the difference between the required torque and the estimated torque is large, so that the abnormality can be determined with high accuracy.

[0009] In the vehicle abnormality determination device disclosed herein, the engine has a supercharger having a compressor installed in an intake pipe and a turbine installed in an exhaust pipe, the torque increase control is anti-lag control that prohibits fuel cut when the accelerator is released, raises the intake air amount based on a control required torque, and retards ignition, and the increasing torque may be a torque that is predetermined as the torque output from the engine during the anti-lag control. In this way, abnormalities can be accurately determined while the anti-lag control is being performed.

[0010] In the vehicle abnormality determination device of the present disclosure, the torque increase control is a boost control that controls the engine so that the engine speed becomes a predetermined higher speed when a boost request is made to boost the engine speed at the start of the engine compared to when the boost request is not made, and the increased torque may be a torque that is predetermined as an upper limit of the torque output from the engine during the boost control. In this way, an abnormality can be accurately determined during the execution of the boost control. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a vehicle 20 according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing an example of an abnormality determination routine executed by a monitoring ECU 52. [Diagram 3] FIG. 2 is an explanatory diagram for illustrating an example of time changes of the accelerator opening Acc, the flag Fa, the control required torque Te*, the actual engine torque Te, the monitoring required torque Tew*, and the estimated torque Teest. [Figure 4] 10 is a flowchart showing an example of an abnormality determination routine executed by the monitoring ECU 52 according to another embodiment. [Diagram 5] 10 is an explanatory diagram illustrating an example of time changes in the state of the starter motor 22a, the rotation speed Ne of the engine 22, the flag Fn, the throttle opening TH, the actual engine torque Te, the required torque for monitoring Tew*, and the estimated torque Teest. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Next, a mode (embodiment) for carrying out the present disclosure will be described. Fig. 1 is a configuration diagram showing an outline of the configuration of a vehicle 20 as an embodiment of the present disclosure. As shown in the figure, the vehicle 20 of the embodiment includes an engine 22, an automatic transmission 30, a control electronic control unit (hereinafter referred to as "control ECU") 50, a monitoring electronic control unit (hereinafter referred to as "monitoring ECU") 52, and a navigation system 74.

[0013] The engine 22 is configured as an internal combustion engine that is driven by a hydrocarbon fuel such as gasoline or diesel, and its output shaft 23 is connected to an automatic transmission 30. The engine 22 is equipped with a turbo-type supercharger (so-called turbocharger) 27 that supercharges the engine 22 by using exhaust energy. A starter motor 22a for cranking the engine 22 and an alternator (not shown) that generates electricity by using the power from the engine 22 are connected to the output shaft 23.

[0014] The turbocharger 27 includes a compressor 27b disposed in the intake pipe 24 connected to the air cleaner 25, a turbine 27a disposed in the exhaust pipe 26, a connecting shaft 27c connecting the compressor 27b and the turbine 27a, and a wastegate valve 27e provided in a bypass pipe 27d connecting the upstream side and downstream side of the turbine 27a in the exhaust pipe 26. In the turbocharger 27, by adjusting the opening of the wastegate valve 27e, the distribution ratio between the amount of exhaust gas flowing through the bypass pipe 27d and the amount of exhaust gas flowing through the turbine 27a is adjusted (the smaller the opening of the wastegate valve 27e, the smaller the amount of exhaust gas flowing through the bypass pipe 27d is and the larger the amount of exhaust gas flowing through the turbine 27a is), thereby adjusting the rotational driving force of the turbine 27a, adjusting the amount of air compressed by the compressor 27b, and adjusting the supercharging pressure (intake pressure) of the engine 22. When the wastegate valve 27e is fully open, the engine 22 can operate in the same manner as a naturally aspirated engine not equipped with a supercharger 27.

[0015] The automatic transmission 30 includes a torque converter (TC) 32 and an automatic transmission (TM) 34. The torque converter 32 is configured, for example, as a known torque converter with a fluid lock-up clutch. The automatic transmission 34 is configured, for example, as a hydraulically driven transmission with six forward speeds and one reverse speed. The output shaft of the automatic transmission 34 is connected via a differential gear 38 to a drive shaft 36 which is connected to drive wheels 39a, 39b.

[0016] The control ECU 50 is a microcomputer configured around a CPU, and in addition to the CPU, it is equipped with a ROM for storing programs, a RAM for temporarily storing data, a flash memory for storing data, and input / output ports (not shown).

[0017] Signals from various sensors are input to the control ECU 50 via input ports. Examples of signals input to the control ECU 40 include the crank angle θcr of the output shaft 23 from the crank position sensor, the cooling water temperature Tw of the engine 22 from the water temperature sensor, the cam angles θci and θco of the intake camshaft that opens and closes the intake valve and the exhaust camshaft that opens and closes the exhaust valve from the cam position sensor, the throttle opening TH of the throttle valve from the throttle position sensor, the intake air amount Qa from the air flow meter, the intake air temperature from the temperature sensor, and the surge pressure Ps from the pressure sensor. In addition, examples of signals input to the control ECU 40 include an ignition signal from an ignition switch 60, a shift position SP from a shift position sensor 62 that detects the position of a shift lever 61, an accelerator opening Acc from an accelerator pedal position sensor 64 that detects the depression amount of an accelerator pedal 63, and a brake position BP from a brake pedal position sensor 66 that detects the depression amount of a brake pedal 65. In addition, examples of signals input to the control ECU 40 include a vehicle speed V from a vehicle speed sensor 68. Further examples include a driving mode signal from an in-vehicle communication device (hereinafter, referred to as "DCM") 69 that exchanges data with an information terminal 80 carried by a user via wireless communication.

[0018] Various control signals are output via an output port from the control ECU 50. Examples of the control signals output from the control ECU 50 via the output port include control signals used for throttle control (control of throttle opening), fuel injection control (control of fuel injection amount and fuel injection timing) and ignition control (control of ignition timing) required for controlling the operation of the engine 22, a drive control signal to the wastegate valve 27e, a drive control signal to the automatic transmission 30, and the like.

[0019] The control ECU 50 calculates the rotation speed Ne, rotation angular velocity ωe, and load factor KL of the engine 22. The rotation speed Ne and rotation angular velocity ωe are calculated based on the crank angle θcr. The load factor KL is calculated based on the intake air amount Qa and the rotation speed Ne.

[0020] The monitoring ECU 52 is a microcomputer configured around a CPU, and in addition to the CPU, it is equipped with a ROM for storing programs, a RAM for temporarily storing data, a flash memory for storing data, and input / output ports (not shown).

[0021] Signals from various sensors are input to the monitoring ECU 52 via input ports. Examples of signals input to the monitoring ECU 52 include the crank angle θcr of the output shaft 23 from the crank position sensor, the cooling water temperature Tw of the engine 22 from the water temperature sensor, the cam angles θci and θco of the intake camshaft that opens and closes the intake valve and the exhaust camshaft that opens and closes the exhaust valve from the cam position sensor, the throttle opening TH of the throttle valve from the throttle position sensor, the intake air amount Qa from the air flow meter, the intake air temperature from the temperature sensor, and the surge pressure Ps from the pressure sensor. In addition, examples of signals input to the monitoring ECU 52 include an ignition signal from an ignition switch 60, a shift position SP from a shift position sensor 62 that detects the position of a shift lever 61, an accelerator opening Acc from an accelerator pedal position sensor 64 that detects the depression amount of an accelerator pedal 63, and a brake position BP from a brake pedal position sensor 66 that detects the depression amount of a brake pedal 65. In addition, examples of signals input to the monitoring ECU 52 include a vehicle speed V from a vehicle speed sensor 68. Further examples include a driving mode signal from the DCM 69.

[0022] The monitoring ECU 52 calculates the rotation speed Ne, rotation angular velocity ωe, and load factor KL of the engine 22. The rotation speed Ne and rotation angular velocity ωe are calculated based on the crank angle θcr. The load factor KL is calculated based on the intake air amount Qa and the rotation speed Ne.

[0023] In the vehicle 20 of the embodiment thus configured, the control ECU 50 basically sets the required torque Tout* required for traveling (required of the output shaft of the automatic transmission 34) based on the accelerator opening Acc. Then, the control ECU 50 sets a value obtained by dividing the required torque Tout* of the output shaft of the automatic transmission 34 by the rotation speed ratio Gt of the automatic transmission 34 as the control required torque Te* required of the engine 22. Then, the control ECU 50 performs operation control of the engine 22 (throttle control, fuel injection control, ignition control, etc.) so that the engine 22 is operated at the control required torque Te*.

[0024] The monitoring ECU 52 judges whether or not some abnormality occurs in the vehicle 20, such as the operation control of the engine 22 by the control ECU 50. When the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest, which is an estimated value of the torque output from the engine 22, is less than a predetermined value dteref, the monitoring ECU 52 judges that the vehicle 20 is normal, and when the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is equal to or greater than the predetermined value dteref, the monitoring ECU 52 judges that some abnormality occurs in the vehicle 20. The monitoring required torque Tew* is basically a value determined in advance by experiments, analysis, machine learning, or the like as the torque output from the engine 22 according to the operating state of the engine 22. For example, the monitoring required torque Tew* is set as a torque corresponding to the accelerator opening Acc when the engine 22 is operated under load, and is set as a torque that maintains the rotation speed Ne of the engine 22 at the idle rotation speed Nidl (for example, 1000 rpm or 1200 rpm) when the engine 22 is operated in idle (independent) mode. By setting the monitoring required torque Tew* separately from the control required torque Te* in this way, even when some abnormality occurs in the control ECU 50 and an abnormal value is set for the control required torque Te*, the abnormality can be properly determined using the monitoring required torque Tew* and the estimated torque Teest. When it is determined that some abnormality has occurred in the vehicle 20, the monitoring ECU 52 executes predetermined control as an abnormality control for the engine 22, the automatic transmission 30, and the wastegate valve 27e, such as stopping the vehicle 20.

[0025] Next, the operation of the vehicle 20 of the embodiment configured as described above, in particular, the operation when determining an abnormality in the vehicle 20 while control (anti-lag control) for suppressing a supercharging response delay (turbo lag) is being executed will be described. Here, the anti-lag control will be described.

[0026] The anti-lag control is a control that suppresses a delay in supercharging response when, for example, on a circuit, the vehicle decelerates to enter a curve and accelerates to exit the curve. The control ECU 50 first judges whether or not a predetermined condition for executing the anti-lag control is satisfied. Examples of the predetermined condition include a condition that a circuit driving request signal is received from the information terminal 80, which requests driving in a circuit mode in which the vehicle drives the circuit, a condition that the accelerator opening Acc has a history of being set to a relatively large predetermined opening Aref (for example, 65%, 70%, 75%, etc.) or more, a condition that the accelerator opening Acc is less than a relatively small predetermined opening (for example, 3%, 5%, 7%, etc.) at which the accelerator pedal 63 can be regarded as being released, a condition that the rotation speed Ne of the engine 22 is equal to or more than a first rotation speed N1 and equal to or less than a second rotation speed N2 higher than the first rotation speed, and a condition that the vehicle speed V is equal to or more than a predetermined vehicle speed Vref. In this judgment, when any of the above conditions is not satisfied, it is judged that the predetermined condition is not satisfied, and when all of the above conditions are satisfied, it is judged that the predetermined condition is satisfied.

[0027] When it is determined that the predetermined condition is satisfied, the fuel cut is prohibited, the wastegate valve 27e is closed, and the idle demand torque Tisc, which is a torque when the engine 22 is operated in an idle (independent) state, is set to the control demand torque Te*, and the engine 22 is controlled so that the engine 22 is operated at the control demand torque Te*. In the idle operation, the ignition timing of the engine 22 is retarded (delayed) from MBT (Minimum advance for the Best Torque). Then, when a predetermined time tref has elapsed since the predetermined condition was satisfied, the fuel cut is prohibited with the wastegate valve 27e closed, the control demand torque Te* is set to a torque Tanti that is at least greater than the idle demand torque Tisc, the throttle opening TH is set to an opening that allows the engine 22 to output the torque Tanti when the ignition timing is set to MBT, and the fuel injection amount is adjusted so that the air-fuel ratio becomes the theoretical air-fuel ratio, and the ignition timing is retarded as much as possible within a range in which no misfire occurs. In the anti-lag control, the intake air amount is increased by prohibiting fuel cut (by operating the engine 22) with the wastegate valve 27e closed, so that the supercharged state by the supercharger 27 (the state in which the turbine 27a and the compressor 27b are rotating) can be maintained. This makes it possible to suppress the occurrence of a supercharged response delay when the driver depresses the accelerator pedal 63 to accelerate again. In this anti-lag control, the control required torque Te* becomes larger than before the anti-lag control was started, so that the intake air amount is increased and the torque output from the engine 22 increases even though the accelerator pedal 63 is not operated. Therefore, the anti-lag control is a torque increase control that increases the torque output from the engine 22 regardless of the driver's accelerator operation.

[0028] 2 is a flowchart showing an example of an abnormality determination routine executed by the monitoring ECU 52. The abnormality determination routine is repeatedly executed at predetermined time intervals (e.g., every few msec) when a predetermined time tref has elapsed since a predetermined condition for executing the anti-lag control is satisfied.

[0029] When the abnormality determination routine is executed, the CPU of the monitoring ECU 52 executes a process of inputting the intake air amount Qa, the ignition timing VT, and the rotation speed Ne of the engine 22 (step S100). The intake air amount Qa is input with a value detected by an air flow meter. The ignition timing VT is input with a predetermined ignition timing after a predetermined time tref has elapsed since a predetermined condition for executing anti-lag control is satisfied during anti-lag control. The rotation speed Ne of the engine 22 is input with a value calculated based on the crank angle θcr.

[0030] Next, the CPU of the monitoring ECU 52 sets an estimated torque Teest as an estimated value of the torque output from the engine 22 (step S110). The estimated torque Teest is set by determining a relationship between the intake air amount and ignition timing of the engine 22 and the actual engine torque actually output from the engine 22 in advance based on experiments, analysis, machine learning, etc., and deriving the actual engine torque corresponding to the intake air amount Qa and the ignition timing VT input in step S100 using this relationship.

[0031] Next, the CPU of the monitoring ECU 52 sets the torque Tc to the monitoring required torque Tew* (step S120). The torque Tc is a torque that is determined in advance by experiments, analysis, machine learning, etc. as a torque output from the engine 22 during anti-lag control. Then, it is determined whether the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is equal to or greater than a predetermined value dteref (step S130). When the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is less than the predetermined value dteref, it is determined that no abnormality has occurred in the vehicle 20, that is, the vehicle 20 is normal (step S140). When the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is equal to or greater than the predetermined value dteref, it is determined that some abnormality has occurred in the vehicle 20 (step S150), and this routine is terminated.

[0032] FIG. 3 is an explanatory diagram for explaining an example of time changes of the accelerator opening Acc, the flag Fa, the control torque Te*, the actual engine torque Te, the monitoring torque Tew*, and the estimated torque Teest. The flag Fa is a flag that becomes a value of 1 when the anti-lag control is being executed, that is, when a predetermined condition for executing the anti-lag control is satisfied (time t0) and a predetermined time has elapsed (time t1). When the execution of the anti-lag control is started, the control ECU 50 sets the control torque Te* to the torque Tanti (time t1). At this time, since the ignition timing is made the slowest within a range in which no misfire occurs, a deviation is multiplied between the control torque Te* and the actual engine torque Te even when no abnormality occurs in the vehicle 20. Therefore, if the control torque Te* is set to the monitoring torque Tew*, the deviation from the estimated torque Teest becomes large, and an abnormality is erroneously determined. In this embodiment, by setting the monitoring torque requirement Tew* to the torque Tc, the deviation between the monitoring torque requirement Tew* and the estimated torque Teest becomes small when no abnormality occurs in the vehicle 20. This reduces erroneous abnormality determinations and enables abnormality to be determined with high accuracy.

[0033] When the predetermined condition is not satisfied, such as when the rotation speed Ne of the engine 22 is less than the first rotation speed N1, or during a period from when the predetermined condition is satisfied until a predetermined time tref has elapsed, the monitoring required torque Tew* may be set to a value determined in advance by experiment, analysis, machine learning, or the like as the torque output from the engine 22 in accordance with the operating state of the engine 22. For example, when the engine 22 is operated in an idle (independent) state, the rotation speed Ne of the engine 22 may be set to a torque that maintains the idle rotation speed Nidl.

[0034] According to the vehicle 20 of the present embodiment described above, while anti-lag control is being executed as torque increasing control that increases the torque output from the engine 22 without the driver's accelerator operation, the monitoring required torque Tew* is set to a torque Tc that is predetermined as the torque output from the engine 22 during anti-lag control, so that abnormalities can be detected with high accuracy.

[0035] In the above-described embodiment, the present disclosure is applied to an operation for determining an abnormality during execution of anti-lag control as torque increasing control. However, the present disclosure may be applied to an operation for determining an abnormality during execution of a boost control for boosting the rotation speed of the engine 22 at the start of the engine 22, instead of the anti-lag control. Fig. 4 is a flowchart showing an example of an abnormality determination routine according to another embodiment executed by the monitoring ECU 52. Here, the boost control will be described.

[0036] The revving control is a control for producing the behavior of the engine speed Ne of the engine 22 by revving up the engine speed Ne when starting the engine 22 on a circuit, for example. When starting the engine 22 on a normal road, not on a circuit, the engine 22 is cranked by the starter motor 22a and operation control of the engine 22 (throttle control, fuel injection control, ignition control) is started, and the engine 22 idles (independently) at the idle speed Nidl without revving up the engine speed Ne of the engine 22. When starting the engine 22 in a case where a circuit travel request signal for requesting travel in a circuit mode for traveling on a circuit is received from the information terminal 80, the engine 22 is cranked by the starter motor 22a and operation control of the engine 22 is started, and revving control is executed. In the rev-up control, the control ECU 50 sets the target rotation speed Ne* of the engine 22 to a predetermined rotation speed Neh that is higher than the rotation speed (idle rotation speed Nidl) when no rev-up request is made, and executes operation control of the engine 22 so that the rotation speed Ne of the engine 22 becomes the target rotation speed Ne*. In the rev-up control, the target rotation speed Ne* is higher than when the rev-up control is not executed, so that the deviation between the target rotation speed Ne* and the rotation speed Ne becomes larger, and the torque output from the engine 22 increases. Therefore, the rev-up control is a torque increase control that increases the torque output from the engine 22 regardless of the accelerator operation by the driver.

[0037] The abnormality determination routine illustrated in FIG. 4 is repeatedly executed at predetermined time intervals (eg, every few msec) when a predetermined time tref has elapsed since a predetermined condition for executing the blow-up control is satisfied.

[0038] When the abnormality determination routine is executed, the CPU of the monitoring ECU 52 inputs the intake air amount Qa, the ignition timing VT, and the rotation speed Ne of the engine 22 (step S200) and sets the estimated torque Teest (step S210) in the same manner as in steps S100 and S110 described above.

[0039] Next, the CPU of the monitoring ECU 52 sets the upper limit torque Temax to the monitoring required torque Tew* (step S220). The upper limit torque Temax is a torque that is determined in advance by experiments, analysis, machine learning, etc. as an upper limit value of the torque output from the engine 22 during the revving control. In the same process as in steps S130 to S150 described above, it is determined whether the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is equal to or greater than a predetermined value dteref (step S230). When the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is less than the predetermined value dteref, it is determined that no abnormality has occurred in the vehicle 20, that is, that the vehicle is normal (step S240). When the absolute value of the difference between the monitoring required torque Tew* and the estimated torque Teest is equal to or greater than the predetermined value dteref, it is determined that some abnormality has occurred in the vehicle 20 (step S250), and this routine is terminated.

[0040] FIG. 5 is an explanatory diagram for explaining an example of time changes of the state of the starter motor 22a, the engine speed Ne, the flag Fn, the throttle opening TH, the actual engine torque Te, the monitoring required torque Tew*, and the estimated torque Teest. The flag Fn is a flag that is set to a value of 1 when the rev-up control is being executed (time t00 to time t10). When the rev-up control is started, the control ECU 50 sets the target speed Ne* to a predetermined speed Neh and executes operation control of the engine 22 so that the speed Ne of the engine 22 becomes the target speed Ne*. Therefore, the speed Ne of the engine 22 increases toward the predetermined speed Neh (time t00 to time t10), and the control required torque Te* is set to the torque Tanti (time t1). At this time, the control ECU 50 does not set the control required torque Te*, so that the monitoring required torque Tew* must be separately set in order for the monitoring ECU 52 to determine an abnormality. In this embodiment, the monitoring required torque Tew* is set to the upper limit torque Temax, so that the monitoring ECU 52 can determine whether or not an abnormality exists. When no abnormality occurs in the vehicle 20, the deviation between the monitoring required torque Tew* and the estimated torque Teest becomes small. This prevents erroneous determination of an abnormality, and enables the abnormality to be determined with high accuracy.

[0041] In addition, the control ECU 50 ends the boost control when the accelerator pedal 63 or the brake pedal 65 is depressed during the boost control. In addition, the control also ends the boost control when a predetermined time has elapsed since the engine 22 was started. After such a boost control is ended, the monitoring ECU 52 sets the monitoring required torque Tew* to a required torque based on the accelerator opening Acc in S220, and judges whether any abnormality has occurred in the vehicle 20 in S230 to S250. Here, the reason why the boost control ends when a predetermined time has elapsed since the engine 22 was started is as follows. When starting the engine 22 from a stop, the driver's foot is often on the brake pedal 65, and it is considered that even if some abnormality occurs in the control ECU 50, an abnormally high value is set to the control required torque Te*, and an excessively high torque is output from the engine 22, the driver immediately operates the brake pedal 65, thereby suppressing acceleration. When starting the engine 22 while the vehicle is running, the driver's foot is often not on the brake pedal 65, and the driver cannot respond to excessive torque being output from the engine 22. Therefore, by ending the boost control when a predetermined time has elapsed since the engine 22 was started, the boost control can be ended reliably when the predetermined time has elapsed, and it can be determined whether any abnormality has occurred in both the brake pedal 65 and the brake pads 20.

[0042] Furthermore, when starting the engine 22 after the engine stalls after the end of the rev-up control, the control ECU 50 executes the rev-up control illustrated in Fig. 5 after starting the operation of the engine 22. The engine stall is determined when the engine speed Ne of the engine 22 remains equal to or lower than a predetermined speed for a predetermined period of time.

[0043] In the above-described embodiment, the control ECU 50 controls the engine 22 and the like, and the monitoring ECU 52 performs abnormality determination. However, the control of the engine 22 and the abnormality determination may be performed by the same ECU.

[0044] In the above embodiment, the present disclosure is applied to a vehicle 20 including an engine 22 and an automatic transmission 30. However, the present disclosure may be applied to a hybrid vehicle in which a motor is connected to the output shaft 23 of the engine 22.

[0045] The following describes the relationship between the main elements of the embodiment and the main elements of the invention described in the section on solving the problems. In the embodiment, the monitoring ECU 52 corresponds to the "vehicle abnormality determination device."

[0046] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0047] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0048] The present disclosure can be used for an abnormality determination device for a vehicle, etc. [Explanation of symbols]

[0049] 20 vehicle, 22 engine, 22a starter motor, 23 output shaft, 24 intake pipe, 25 air cleaner, 26 exhaust pipe, 27 turbocharger, 27a turbine, 27b compressor, 27c connecting shaft, 27d bypass hall, 27e wastegate valve, 30 automatic transmission, 32 torque converter, 34 automatic transmission, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 50 control electronic control unit (control ECU), 52 monitoring electronic control unit (monitoring ECU), 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, 74 navigation system.

Claims

1. 1. A vehicle abnormality determination device that is used in a vehicle having an engine and determines an abnormality based on a difference between a required torque of the engine and an estimated torque that is an estimated value of a torque output from the engine, When a torque increase control is being executed to increase the torque output from the engine without the driver's accelerator operation, the required torque is set to an increased torque that is predetermined as the torque output from the engine during the torque increase control. A vehicle abnormality detection device.

2. 2. The vehicle abnormality determination device according to claim 1, The engine has a supercharger having a compressor mounted in an intake pipe and a turbine mounted in an exhaust pipe; The torque increase control is an anti-lag control that prohibits fuel cut when the accelerator is released, increases the intake air amount based on the control required torque, and retards the ignition timing. The increased torque is a torque that is predetermined as a torque output from the engine during the anti-lag control. A vehicle abnormality detection device.

3. 2. The vehicle abnormality determination device according to claim 1, the torque increase control is a boost control for controlling the engine when a boost request for boosting the engine speed is made at the start of the engine so that the engine speed becomes a predetermined speed that is higher than when the boost request is not made, The increased torque is a torque that is determined in advance as an upper limit value of the torque output from the engine during the rev-up control. A vehicle abnormality detection device.

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