Vehicle control device

Abstract

To provide a vehicle control device which can suppress false detection of abnormality of driving power.SOLUTION: A vehicle control device comprises: an acquisition unit which acquires an accelerator opening degree; a determination unit which determines whether or not to restrict processing regarding the accelerator opening degree according to a state of a vehicle; an accelerator opening degree processing unit which performs, when the processing is not restricted, first processing which converts the accelerator opening degree acquired by the acquisition unit, based on a driving power characteristic of a traveling mode of the vehicle, and second processing independent of the driving power characteristic of the traveling mode, and which performs, when the processing is restricted, the first processing of the acquired accelerator opening degree and does not perform the second processing; a calculation unit which calculates a driving power required for the vehicle based on the accelerator opening degree processed by the accelerator opening degree processing unit; and a determination unit which performs the first processing on the acquired accelerator opening degree, calculates a reference value of the driving force based on the accelerator opening degree processed by the first processing, and compares the driving force and the reference value to determine whether or not abnormality of the driving force exists.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] For example, Patent Document 1 describes a method for converting the accelerator opening of a vehicle according to a driving force characteristic map for each driving mode, and calculating the required torque based on the converted accelerator opening. The required torque is monitored so as not to exceed a safety limit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-184383 Summary of the Invention [Problem to be solved by the invention]

[0004] In the calculation of the required torque, the accelerator opening degree is subjected to various processing steps, including the above-mentioned conversion, for the purpose of, for example, reducing shock caused by acceleration or deceleration of the vehicle. For example, if an abnormality occurs in the sensor value used to calculate the required torque, this processing step is stopped to avoid adverse effects on vehicle control.

[0005] However, in the required torque monitoring process, the limit value is calculated from the accelerator pedal position converted according to the driving force characteristics map. Therefore, when the processing is stopped, the accelerator pedal position used in the required torque calculation process and the accelerator pedal position used in the required torque monitoring process may differ, which may result in an erroneous detection of an abnormality even though the required torque calculation itself is normal.

[0006] The present invention has been made in view of the above-mentioned problems, and has an object to provide a vehicle control device that can suppress erroneous detection of abnormalities in driving force. [Means for solving the problem]

[0007] A vehicle control device of the present invention has an acquisition unit that acquires an accelerator opening of a vehicle; a decision unit that decides whether or not to limit processing for the accelerator opening depending on the state of the vehicle; an accelerator opening processing unit that, when the processing for the accelerator opening is not limited, performs a first process on the accelerator opening acquired by the acquisition unit to convert it in accordance with the driving force characteristics of the driving mode of the vehicle and a second process that is independent of the driving force characteristics of the driving mode; and, when the processing for the accelerator opening is limited, performs the first process on the accelerator opening acquired by the acquisition unit and omits the second process; a calculation unit that calculates a driving force required for the vehicle from the accelerator opening processed by the accelerator opening processing unit; and a judgment unit that performs the first process on the accelerator opening acquired by the acquisition unit, calculates a reference value of the driving force from the accelerator opening after the first process, and compares the driving force with the reference value to determine whether or not there is an abnormality in the driving force.

[0008] In the above vehicle control device, when processing for the accelerator opening is restricted, the accelerator opening processing unit may perform the first processing for the accelerator opening in accordance with the driving force characteristics of a first driving mode, among the plurality of driving modes, in which a change in the accelerator opening before and after conversion is smallest.

[0009] In the above vehicle control device, when a second driving mode is selected from the plurality of driving modes in which the accelerator opening degree after conversion by the first processing is greater than that of the first driving mode, the determination unit may perform the first processing in accordance with the driving force characteristics of the second driving mode.

[0010] In the above vehicle control device, the determination unit may determine that the driving force is abnormal when the driving force exceeds the reference value.

[0011] In the above vehicle control device, when the driving force exceeds the reference value, the determination unit may limit the driving force of the vehicle to the reference value. [Effects of the Invention]

[0012] According to the present invention, it is possible to suppress erroneous detection of an abnormality in the driving force. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 is a configuration diagram showing an example of a vehicle system. [Figure 2] FIG. 2 is a configuration diagram showing an example of a vehicle control device. [Figure 3] FIG. 3 is a diagram showing an example of an accelerator opening map. [Figure 4] FIG. 4 is a time chart showing an example of the operation of the vehicle control device. [Figure 5] FIG. 5 is a flowchart showing an example of the operation of the main ECU (Electronic Control Unit). [Figure 6] FIG. 6 is a flowchart showing an example of the operation of the sub-ECU. DETAILED DESCRIPTION OF THE INVENTION

[0014] (Vehicle system configuration) 1 is a configuration diagram showing an example of a system of a vehicle 9. The vehicle 9 is, for example, a hybrid vehicle, and includes a vehicle control device 1, an engine (ENG) 2, a damper 3, a differential mechanism 4, motor generators (MG) 51 and 52, a differential gear 62, a battery 54, an inverter 53, a drive shaft 60, and a pair of drive wheels 63. The vehicle 9 also includes a crank angle sensor 91, resolvers 92 and 93, an accelerator opening sensor 94, a brake opening sensor 95, a vehicle speed sensor 96, and a driving mode selection switch 97.

[0015] The engine 2 and the MGs 51 and 52 are sources of driving force for the vehicle 9. In this example, a gasoline engine is used as the engine 2, but the engine is not limited to this and a diesel engine may also be used.

[0016] The MGs 51 and 52 have a stator and a rotor (not shown), and output shafts 50 and 55 are integrally provided at the center of each rotor. An inverter 53 is electrically connected to the MGs 51 and 52. The inverter 53 is connected to a battery 54 such as a lithium-ion battery. Resolvers 92 and 93 detect the rotation angles of the output shafts 50 and 55, respectively, and output the detected rotation angles to the vehicle control device 1. The MGs 51 and 52 can operate as either a motor or a generator.

[0017] The crank angle sensor 91 detects the angle of the crankshaft 20 of the engine 2 and outputs the detected angle to the vehicle control device 1. The torque of the engine 2 is input from the crankshaft 20 to the damper 3. The output shaft of the damper 3 is connected to the input shaft 40 of the differential mechanism 4.

[0018] The differential mechanism 4 is a single-pinion planetary gear mechanism and includes an input shaft 40, an output gear 41, a sun gear S, a ring gear R, and a carrier CA. The sun gear S is connected to the output shaft 50 of the MG51, the carrier CA is connected to the input shaft 40, and the ring gear R is connected to the output gear 41. The output gear 41 transmits torque to the differential gear 62.

[0019] The output torque of the MG51 is added to the output torque of the engine 2 via the differential mechanism 4. At this time, the output torque of the MG51 is amplified in accordance with the planetary gear ratio of the number of teeth of the sun gear S to the number of teeth of the ring gear R. In addition, an output gear 56 provided on an output shaft 55 of the MG52 is connected to an output gear 41 of the differential mechanism 4 via a gear mechanism (not shown). As a result, the output torque of the MG52 is added to the output torque of the engine 2. The output torque is input from the differential mechanism 4 to a differential gear 62 via an input shaft 61.

[0020] The differential gear 62 is connected to the drive shaft 60 of the drive wheels 63. The differential gear 62 transmits driving force to the drive shaft 60 and the drive wheels 63 so that the rotation speed of each drive wheel 63 differs.

[0021] An accelerator opening sensor 94 detects the accelerator opening and outputs it to the vehicle control device 1. A brake opening sensor 95 detects the brake opening and outputs it to the vehicle control device 1. A vehicle speed sensor 96 detects the vehicle speed and outputs it to the vehicle control device 1. A driving mode selection switch 97 is used by a passenger in the vehicle 9 to select a driving mode. Examples of driving modes include normal mode, eco mode, and power mode. The driving force characteristics of eco mode are lower than those of normal mode, and the driving force characteristics of power mode are higher than those of normal mode.

[0022] The vehicle control device 1 controls the running of the vehicle 9. The vehicle control device 1 includes, for example, a main ECU 1a and a sub-ECU 1b. The main ECU 1a calculates the torque required by the vehicle 9 (hereinafter referred to as the required torque), and the sub-ECU 1b monitors the required torque. The main ECU 1a drives the engine 2 and the MGs 51 and 52 in accordance with the required torque. The required torque is an example of the driving force required by the vehicle 9.

[0023] (Configuration of vehicle control device) 2 is a configuration diagram showing an example of the vehicle control device 1. The main ECU 1a has a CPU (Central Processing Unit) 10a, a ROM (Read Only Memory) 11a, a RAM (Random Access Memory) 12a, a storage memory 13a, and a communication port 14a. The CPU 10a is electrically connected to the ROM 11a, the RAM 12a, the storage memory 13a, and the communication port 14a via a bus 19a.

[0024] The sub-ECU 1b includes a CPU 10b, a ROM 11b, a RAM 12b, a storage memory 13b, and a communication port 14b. The CPU 10b is electrically connected to the ROM 11b, the RAM 12b, the storage memory 13b, and the communication port 14b via a bus 19b.

[0025] The ROMs 11a and 11b store programs that drive the CPUs 10a and 10b, respectively. The RAMs 12a and 12b function as working memories for the CPUs 10a and 10b, respectively. The communication ports 14a and 14b are communication circuits that process communication with sensor devices such as the accelerator opening sensor 94. The communication ports 14a and 14b also process communication between the CPUs 10a and 10b. The vehicle control device 1 is not limited to computers such as the main ECU 1a and sub-ECU 1b, and may be other hardware.

[0026] When the CPU 10a reads the program from the ROM 11a, an operation control unit 100, a sensor value acquisition unit 101, a restriction determination unit 102, an accelerator opening processing unit 103, and a torque control unit 104 are formed as software functions. In addition, the storage memories 13a and 13b store common accelerator opening map data 130 and torque map data 131.

[0027] The operation control unit 100 instructs the sensor value acquisition unit 101, the restriction determination unit 102, the accelerator opening degree processing unit 103, and the torque control unit 104 to operate in accordance with a predetermined sequence defined in a program. The sensor value acquisition unit 101 is an example of an acquisition unit. The sensor value acquisition unit 101 acquires the sensor values ​​of the crank angle sensor 91, the resolvers 92 and 93, the accelerator opening degree sensor 94, the vehicle speed sensor 96, and the brake opening degree sensor 95 via the communication port 14a.

[0028] The restriction determination unit 102 is an example of a determination unit. The restriction determination unit 102 determines whether or not to limit the processing for the accelerator opening degree depending on the state of the vehicle 9. For example, if an error occurs in any of the above sensor values, the restriction determination unit 102 instructs the accelerator opening degree processing unit 103 to limit the processing in order to avoid adverse effects on the calculation of the required torque.

[0029] The accelerator opening processing unit 103 performs various processing operations on the sensor value (hereinafter referred to as "opening value") detected by the accelerator opening sensor 94. The processing operations include a map conversion process that converts the opening value in accordance with the driving force characteristics of the driving mode indicated by the accelerator opening map data 130, a pre-processing that is performed before the map conversion process on a timeline, and a post-processing that is performed after the map conversion process on a timeline. Note that the map conversion process is an example of a first processing operation, and the pre-processing and post-processing are examples of a second processing operation.

[0030] 3 is a diagram showing an example of accelerator opening map data 130. The horizontal axis indicates the parameter Rin, which is the opening value before the map conversion process, and the vertical axis indicates the parameter Rout, which is the opening value before the map conversion process. The line L indicates the relationship Rin = Rout.

[0031] In each driving mode, the parameters Rin and Rout have a nonlinear relationship with each other. In power mode, the parameters Rin and Rout have a corresponding relationship represented by a curve that is convex in the positive direction of the vertical axis, and Rin≦Rout holds. In normal mode and eco mode, the parameters Rin and Rout have a corresponding relationship represented by a curve that is convex in the negative direction of the vertical axis, and Rin≧Rout holds. The accelerator opening degree processing unit 103 converts the parameter Rin to the parameter Rout based on one of the driving modes.

[0032] The driving mode determines the response characteristics to the driver's accelerator operation. The parameter Rout is highest in power mode and lowest in eco mode. Therefore, in power mode, the vehicle 9 exhibits higher driving force characteristics than in eco mode and normal mode. On the other hand, in eco mode, the driving force characteristics of the vehicle 9 are lower than in power mode and normal mode, but the gasoline consumption and power consumption are lower than in power mode and normal mode.

[0033] 2 again, an example of pre-processing performed by the accelerator opening degree processing unit 103 is processing to reduce vibrations of the vehicle 9 caused by fluctuations in accelerator operation. When the vehicle 9 is accelerating or decelerating, the accelerator opening degree processing unit 103 maintains the opening degree value at a constant value within a predetermined range so that the opening degree value does not fluctuate due to fluctuations in accelerator operation. This reduces vibrations caused by acceleration and deceleration of the vehicle 9.

[0034] An example of post-processing performed by the accelerator opening degree processing unit 103 is gear shift processing of the vehicle 9. The accelerator opening degree processing unit 103 virtually switches the number of gears in accordance with the sensor value of the vehicle speed sensor 96 and the driver's shift lever operation, and converts the opening degree value after map conversion processing according to the number of gears. This allows the vehicle 9 to travel in the same way as if it were using a physical stepped gear.

[0035] The first and second stages of the process do not depend on the driving force characteristics of the driving mode selected by the driver. That is, the contents of the first and second stages of the process are the same regardless of the driving mode.

[0036] If the limit determination unit 102 has not determined a processing limit for the opening value, the accelerator opening processing unit 103 sequentially performs the pre-processing, map conversion processing, and post-processing. However, if the limit determination unit 102 has determined a processing limit for the opening value, the accelerator opening processing unit 103 omits the pre-processing and post-processing and performs only the map conversion processing. In this way, the accelerator opening processing unit 103 performs the map conversion processing regardless of whether or not a processing limit for the opening value is set. Therefore, as will be described later, erroneous detection of the required torque monitoring processing by the sub-ECU 1b can be suppressed.

[0037] Furthermore, when the limit determination unit 102 has determined a processing limit for the opening value, the accelerator opening processing unit 103 performs map conversion processing using accelerator opening map data 130 for normal mode. In normal mode, the change in the opening value before and after conversion is smaller than in power mode and eco mode. Thus, when determining the processing limit, the accelerator opening processing unit 103 performs map conversion processing in a driving mode in which the change in the opening value is smallest. Therefore, compared to power mode, which has high driving force characteristics, and eco mode, which has low driving force characteristics, the sense of discomfort felt by the occupants of the vehicle 9 is reduced.

[0038] The torque control unit 104 is an example of a calculation unit. The torque control unit 104 calculates a required torque based on torque map data 131 from the opening value processed by the accelerator opening processing unit 103 (hereinafter referred to as the "processed opening value") and the like, and controls the output torques of the engine 2 and the MGs 51 and 52 in accordance with the required torque. The output torques of the MGs 51 and 52 are controlled by, for example, the duty ratio of a switching signal of the inverter 53.

[0039] For example, the torque control unit 104 calculates the required torque by referring to torque map data 131 based on the processed opening value, the sensor value of the brake opening sensor 95, the sensor value of the vehicle speed sensor 96, etc. Furthermore, the torque control unit 104 controls the sum of the output torques of the engine 2 and the MGs 51 and 52 based on the sensor values ​​of the crank angle sensor 91 and the resolvers 92 and 93 so that it approaches the required torque. At this time, the torque control unit 104 allocates the output torque to the engine 2 and the MGs 51 and 52 depending on the state of the vehicle 9, for example.

[0040] The sub-ECU 1b monitors the normality of the required torque calculated by the torque control unit 104. The CPU 10b is an example of a determination unit. The CPU 10b acquires an opening value from the accelerator opening sensor 94, and performs the map conversion process described above on the opening value using the accelerator opening map data 130 stored in the storage memory 13b.

[0041] The CPU 10b calculates the allowable value of the required torque from the torque map data 131 in the storage memory 13b, based on the sensor value of the vehicle speed sensor 96 and the opening value that has undergone map conversion processing. That is, the CPU 10b performs map conversion processing of the opening value in the same way as the accelerator opening processing unit 103. Therefore, both the main ECU 1a and the sub-ECU 1b can use the opening value that takes into account the driving force characteristics of the running mode, and the sub-ECU 1b can appropriately monitor the required torque.

[0042] At this time, when the power mode, in which the opening value after the map conversion process is larger than that in the normal mode, is selected by the traveling mode selection switch 97, the CPU 10b performs map conversion process in accordance with the driving force characteristics of the power mode. Therefore, even when the power mode is selected, the CPU 10b can calculate an appropriate allowable value based on driving force characteristics that are higher than those in the normal mode. Note that the normal mode is an example of a first traveling mode, and the power mode is an example of a second traveling mode.

[0043] The CPU 10b determines whether or not there is an abnormality in the required torque by comparing the required torque calculated by the torque control unit 104 with the allowable value. The allowable value is an example of a reference value for the required torque.

[0044] If the required torque exceeds the allowable value, the CPU 10b determines that the required torque is abnormal. For example, an excessively large required torque is calculated due to a malfunction of the main ECU 1a. For example, if the relationship of required torque > allowable value is maintained for a predetermined period of time, the CPU 10b determines that the required torque is abnormal. By determining that the required torque is abnormal, the CPU 10b can detect a malfunction of the main ECU 1a. The determination result is notified to the passengers of the vehicle 9 via a multi-information display (not shown) or the like.

[0045] Furthermore, if the required torque exceeds the allowable value, the CPU 10b limits the required torque to the allowable value. In this case, the CPU 10b notifies the torque control unit 104 of the allowable value via, for example, the communication port 14b. The torque control unit 104 sets the notified required torque to the allowable value. This prevents abnormal running of the vehicle 9 due to an excessively large required torque.

[0046] As described above, the accelerator opening processing unit 103 performs map conversion processing on the opening value based on the accelerator opening map data 130, regardless of whether the limit determination unit 102 has determined a processing limit for the opening value. Therefore, compared to when the map conversion processing is omitted when the limit determination unit 102 has determined a processing limit, the torque control unit 104 can calculate the required torque from an appropriate opening value that corresponds to the driving force characteristics of the driving mode. This reduces erroneous detection of an abnormality in the required torque.

[0047] (Example of operation) Fig. 4 is a time chart showing an example of the operation of the vehicle control device 1. Fig. 4 shows an example of time changes in the processing limit signal output by the limit determination unit 102, the opening value subjected to map conversion processing by the accelerator opening processing unit 103, the required torque and allowable value calculated by the torque control unit 104, and the abnormality detection signal output by the CPU 10b.

[0048] The opening value and required torque are shown as examples of the embodiment and the comparative example. In the comparative example, when the processing limit of the opening value is determined, it is assumed that not only the pre-processing and post-processing but also the map conversion process is not performed, unlike the embodiment.

[0049] The restriction determination unit 102 determines the restriction on the processing of the opening value at time Ta. As a result, the processing restriction signal changes from 0 (no restriction) to 1 (restriction) at time Ta.

[0050] When the vehicle 9 accelerates, the opening value increases over time. When the processing limit signal becomes 1 at time Ta, the accelerator opening processing unit 103 switches the accelerator opening map data 130 used in the map conversion process from eco mode to normal mode. Therefore, the opening value at time Ta is higher than before time Ta.

[0051] In the embodiment, the accelerator opening degree processing unit 103 performs map conversion processing based on the accelerator opening degree map data 130 in eco mode from time 0 to Ta, and after time Ta performs map conversion processing based on the accelerator opening degree map data 130 in normal mode. Because the driving force characteristics in normal mode are higher than the driving force characteristics in eco mode, the required torque in the embodiment increases after time Ta compared to before time Ta.

[0052] On the other hand, in the comparative example, the map conversion process is not performed, so the opening value is larger than in the example. This is because, as shown in Figure 3, the opening value (see line L) without the map conversion process is larger than the opening value after the map conversion process in the normal mode.

[0053] Furthermore, regardless of whether or not there is a processing limit on the opening value, when in the ECO mode, the CPU 10b performs map conversion processing on the opening value based on the accelerator opening map data 130 for the normal mode, which has higher driving force characteristics than the ECO mode. The dashed dotted line indicates the opening value after map conversion processing on the sub-ECU 1b side.

[0054] The CPU 10b calculates the tolerance from the opening value after the map conversion process. The tolerance exceeds the required torque in the embodiment before time Ta and after time Ta. Therefore, the relationship of required torque≦tolerance is established, and no abnormality in the required torque is detected.

[0055] On the other hand, the required torque of the comparative example is the same as that of the embodiment from time 0 to Ta, but becomes larger than that of the embodiment after time Ta. This is because the opening value of the comparative example without map conversion processing is larger than the opening value of the embodiment with map conversion processing. Therefore, the required torque of the comparative example exceeds the allowable value at time Tb after time Ta.

[0056] At time Tb, the CPU 10b starts measuring the time during which the relationship of required torque > allowable value continues. When the relationship of required torque > allowable value continues for a predetermined time K, the CPU 10b changes the abnormality detection signal from 0 (normal) to 1 (abnormal) at time Tc (= Tb + K). Therefore, an abnormality in the required torque is detected.

[0057] In this way, in the comparative example, the difference between the accelerator opening used by the main ECU 1a to calculate the required torque and the accelerator opening used by the sub-ECU 1b to calculate the allowable value results in an erroneous detection of an abnormality in the required torque.

[0058] However, in this embodiment, the accelerator opening degree processing unit 103 performs map conversion processing regardless of whether or not there is a processing limit on the opening degree value, so it is possible to calculate an appropriate required torque in accordance with the driving force characteristics in normal mode. Specifically, the accelerator opening degree processing unit 103 and CPU 10b perform map conversion processing on the opening degree value based on the same accelerator opening degree map data 130 in normal mode. Therefore, erroneous detection of an abnormality in the required torque is suppressed.

[0059] (Main ECU operation example) 5 is a flowchart showing an example of the operation of the main ECU 1a, which is executed, for example, at regular intervals.

[0060] First, the sensor value acquisition unit 101 acquires an opening value from the accelerator opening sensor 94 (step St1). Next, the accelerator opening processing unit 103 determines whether or not there is a processing limit on the opening value (step St2).

[0061] If there is no processing limit (No in step St2), the accelerator opening processing unit 103 performs pre-processing on the opening value (step St4). Next, the accelerator opening processing unit 103 performs map conversion processing on the pre-processed opening value (step St5). At this time, the accelerator opening processing unit 103 uses accelerator opening map data 130 of the driving mode selected by the driving mode selection switch 97. Next, the accelerator opening processing unit 103 performs post-processing on the map-converted opening value (step St6).

[0062] If there is a processing restriction (Yes in step St2), the accelerator opening processing unit 103 performs map conversion processing on the opening value without performing the pre-processing and post-processing (step St3). At this time, the accelerator opening processing unit 103 uses the accelerator opening map data 130 in the normal mode.

[0063] After steps St3 and St6, the torque control unit 104 calculates the required torque from the processed opening value (step St7). Next, the torque control unit 104 determines whether or not there is an instruction to change the required torque from the sub-ECU 1b (step St8). If there is an instruction to change the required torque (Yes in step St8), the torque control unit 104 changes the required torque to the allowable value calculated by the sub-ECU 1b (step St9). If there is no instruction to change the required torque (No in step St8), the processing of step St9 is not performed.

[0064] Next, the torque control unit 104 controls the output torque of the engine 2 and the MGs 51 and 52 based on the required torque (step St10). In this way, the main ECU 1a operates.

[0065] 6 is a flowchart showing an example of the operation of the sub-ECU 1b, which is executed, for example, at regular intervals.

[0066] First, the CPU 10b acquires an opening value from the accelerator opening sensor 94 (step St21). Next, the CPU 10b determines the driving mode selected by the driving mode selection switch (step St22). If the driving mode is the normal mode or the eco mode (Yes in step St22), the CPU 10b selects the accelerator opening map data 130 for the normal mode (step St23). If the driving mode is the power mode (No in step St22), the CPU 10b selects the accelerator opening map data 130 for the power mode (step St24).

[0067] Next, the CPU 10b performs map conversion processing of the opening value based on the selected accelerator opening map data 130 (step St25). Next, the CPU 10b calculates the allowable value of the required torque by referring to the torque map data 131 based on the map-converted opening value and the sensor value of the vehicle speed sensor 96 (step St26).

[0068] Next, the CPU 10b compares the required torque calculated by the main ECU 1a with the allowable value (step St27). At this time, the CPU 10b receives the required torque from the main ECU 1a via the communication port 14b.

[0069] If the relationship of allowable value≧requested torque is established (Yes in step St27), the CPU 10b determines that the requested torque is normal (step St28).

[0070] If the relationship of tolerance < required torque is established (No in step St27), the CPU 10b determines whether a predetermined time K has elapsed since the above relationship was first established (step St29). That is, it determines whether the relationship of tolerance < required torque has been maintained for the predetermined time K or more. If the predetermined time K has not elapsed (No in step St29), the CPU 10b executes the process of step St27 again. If the predetermined time K has elapsed (Yes in step St29), the CPU 10b determines that the required torque is abnormal (step St30). Next, the CPU 10b instructs the main ECU 1a to set the required torque to the tolerance value (step St31). At this time, the CPU 10b transmits the instruction to the main ECU 1a via the communication port 14b. The sub-ECU 1b operates in this manner.

[0071] The above-described embodiment is a preferred example of the present invention, but the present invention is not limited to this and can be modified in various ways without departing from the spirit of the present invention. [Explanation of symbols]

[0072] 9 vehicle, 1 vehicle control device, 1a main ECU, 1b sub ECU, 10a, 10b CPU, 101 sensor value acquisition unit, 102 restriction determination unit, 103 accelerator opening processing unit, 104 torque control unit, 130 accelerator opening map data

Claims

1. an acquisition unit that acquires an accelerator opening degree of a vehicle; a decision unit that decides whether or not to limit processing for the accelerator opening degree depending on the state of the vehicle; an accelerator opening degree processing unit that, when processing for the accelerator opening degree is not restricted, performs a first process for converting the accelerator opening degree acquired by the acquisition unit in accordance with a driving force characteristic of a driving mode of the vehicle and a second process that is independent of the driving force characteristic of the driving mode, and, when processing for the accelerator opening degree is restricted, performs the first process for the accelerator opening degree acquired by the acquisition unit and omits the second process; a calculation unit that calculates a driving force required for the vehicle from the accelerator opening degree processed by the accelerator opening degree processing unit; a determination unit that performs the first processing on the accelerator opening degree acquired by the acquisition unit, calculates a reference value of the driving force from the accelerator opening degree on which the first processing has been performed, and determines whether or not there is an abnormality in the driving force by comparing the driving force with the reference value. Vehicle control device.

2. When the processing for the accelerator opening is limited, the accelerator opening processing unit performs the first processing for the accelerator opening in accordance with the driving force characteristics of a first traveling mode, among the plurality of traveling modes, in which a change in the accelerator opening before and after the conversion is smallest. The vehicle control device according to claim 1 .

3. the determination unit performs the first processing according to the driving force characteristics of the second traveling mode when a second traveling mode in which the accelerator opening degree after conversion by the first processing is larger than that of the first traveling mode is selected from the plurality of traveling modes. The vehicle control device according to claim 2.

4. The determination unit determines that the driving force is abnormal when the driving force exceeds the reference value.

4. A vehicle control device according to claim 1.

5. When the driving force exceeds the reference value, the determination unit limits the driving force of the vehicle to the reference value. The vehicle control device according to claim 4.

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