JPH0734190Y2 - Abnormality handling device for drive wheel slip controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an abnormality processing device for a vehicle drive wheel slip control device, and more particularly to an abnormality processing device for a drive wheel slip control device including a plurality of electronic control units.

(Prior Art) It has been conventionally practiced to configure a control device such as a drive wheel slip control device with a plurality of electronic control units (hereinafter referred to as “ECU”) connected to each other via signal lines. For example, the applicant of the present application has an ECU (hereinafter referred to as "TCS-ECU") for detecting a slip state of a driving wheel, a TC
The ECU that controls the output of the prime mover that drives the drive wheels based on a level signal that is input from the U-ECU and that represents the slip state (degree of slip) of the drive wheels as a continuous amount (hereinafter "ENG-E"
Has already been proposed (for example, Japanese Patent Application No. 63-310588).

Further, in the drive wheel slip control device as described above,
When the level signal is not within the predetermined upper and lower limit values, a method for determining that an abnormality has occurred in a signal line or the like that transfers the level signal is also generally known.

(Problems to be solved by the invention) When an abnormality in the level signal is detected by the above determination method, the level signal does not accurately indicate the degree of slip of the driving wheel, so the driving wheel slip control is promptly prohibited. It is desirable to do.

However, if an abnormal level signal is detected during excessive slip control, if the control is immediately stopped, the driving wheel torque will rapidly increase, and the driver's burden of performing accelerator control under such circumstances will increase. Becomes

The present invention has been made in view of the above-mentioned points, and when the abnormality of the level signal indicating the slip degree of the driving wheel is detected, the abnormality processing of the driving wheel slip control device capable of performing appropriate fail-safe processing. The purpose is to provide a device.

(Means for Solving the Problem) In order to achieve the above object, the present invention provides a level signal generating means for detecting an excessive slip state of a drive wheel of a vehicle and generating a level signal representing the slip state of the drive wheel, In the abnormality processing device of the drive wheel slip control device, which is provided with the level signal and has abnormality determination means for determining abnormality of the level signal, when abnormality of the level signal is determined during execution of the drive wheel slip control, A drive wheel output reducing means for setting the drive wheel output reduction amount to a predetermined amount is provided.

Further, the predetermined amount is 60 km / km at the maximum output when the output reduction amount of the driving wheels is set to the predetermined amount.
It is desirable that the amount can be traveled at a speed of 100 km / hour from time.

Further, it is desirable that the drive wheel output reduction means includes a reduction amount recovery means that reduces the output reduction amount with the passage of time.

Furthermore, from the time when the abnormality is determined by the abnormality determining means, the operating state of the prime mover that drives the drive wheels is determined,
It is desirable to provide control prohibiting means for prohibiting the operation of the drive wheel slip control device when it is determined that the operating state is other than during acceleration.

(Operation) When the level signal is determined to be abnormal during the drive wheel slip control, the drive wheel output reduction amount is set to a predetermined amount.

Further, the output reduction amount set to the predetermined amount is reduced with the passage of time.

Further, the operation of the drive wheel slip control device is prohibited when the driving state of the prime mover driving the driving wheels is an operating state other than during acceleration.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram of a drive wheel slip control device and an abnormality processing device of the control device according to an embodiment of the present invention. A throttle body 3 is provided in the middle of an intake pipe 2 of an engine 1. A throttle valve 3'is arranged inside thereof. A throttle valve opening (θ _TH ) sensor 4 is connected to the throttle valve 3 ', and an electric signal corresponding to the opening of the throttle valve 3 is output to output an electronic control unit for fuel supply control (hereinafter referred to as "ENG- ECU ”) 5
Supply to.

The fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3'and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). It is also electrically connected to the ENG-ECU 5, and the valve opening time of fuel injection is controlled by a signal from the ENG-ECU 5.

On the other hand, immediately downstream of the throttle valve 3 ′, an intake pipe absolute pressure (P _BA ) sensor 8 is provided via a pipe 7, and the absolute pressure signal converted by the absolute pressure sensor 8 into an electric signal is the ENG -Supplied to ECU5. Further, an intake air temperature (T _A ) sensor 9 is attached downstream thereof, detects the intake air temperature T _A , outputs a corresponding electric signal, and supplies it to the ENG-ECU 5.

The engine water temperature (Tw) sensor 10 mounted on the body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) Tw and outputs a corresponding temperature signal to output the ENG-ECU5.
Supply to. The engine speed (Ne) sensor 11 and the cylinder discrimination (CYL) sensor 12 are mounted around the cam shaft or crank shaft (not shown) of the engine 1. The engine speed sensor 11 outputs a pulse (hereinafter referred to as "TDC signal pulse") at a predetermined crank angle position for each predetermined angle rotation of the crankshaft of the engine 1, that is, one rotation of the camshaft causes the same number of TDC signal pulses as the number of cylinders. The cylinder discrimination sensor 12 outputs a signal pulse at a predetermined crank angle position of a specific cylinder, and each of these signal pulses is supplied to the ENG-ECU 5. Further, the ENG-ECU 5 is supplied with a battery voltage sensor 13 that detects a battery voltage, and the sensor 13 supplies the detection signal to the ENG-ECU 5.

Further, an electronic control unit (hereinafter referred to as “TCS-ECU”) 20 for detecting the drive wheel slip is connected to the ENG-ECU 5 via signal lines TCSTB, TCFC, TCINH described later.
The TCS-ECU 20 includes drive wheel speed sensors 21 and 22 for detecting rotation speeds W _FR and W _FL of left and right drive wheels (not shown) and rotation speed W _{RR of} left and right driven wheels (not shown). , Driven wheel speed sensors 23 and 24 for detecting W _RL are connected, and these sensors 21 to 24 supply their detection signals to the TCS-ECU 20. TCS
-The ECU 20 is further connected with an off lamp 14 that indicates that the drive wheel slip control is not being executed and a warning lamp 15 that indicates an abnormality detection of the control system.The TCS-ECU 20 has these lamps 14, 15 Lighting control.

In the present embodiment, the ENG-ECU 5 is an abnormality determining means,
The drive wheel output reduction means including the reduction amount recovery means and the control prohibition means are constituted, and the TCS-ECU 6 constitutes level signal generation means.

The ENG-ECU5 shapes the input signal waveforms from various sensors and the TCS-ECU20, corrects the voltage level to a predetermined level, and converts the analog signal value into a digital signal value. Circuit (hereinafter referred to as "CPU") 5
b, a storage means 5c for storing various calculation programs executed by the CPU 5b and calculation results, an output circuit 5d for supplying a drive signal to the fuel injection valve 6, and the like.

The CPU 5b discriminates various engine operating states based on the above-mentioned various engine parameter signals, and according to the engine operating state, based on the following equation (1), the fuel injection of the fuel injection valve 6 synchronized with the TDC signal pulse. Calculate time T _OUT .

T _OUT = Ti × K ₁ + K ₂ (1) where Ti is the basic fuel amount, specifically engine speed Ne
_Is a basic fuel injection time determined in accordance with the intake pipe absolute pressure P _BA, and as a Ti map for determining this Ti value, a normal Ti map used in a normal engine operating state and a traction described later. A traction control Ti map used during control (driving wheel slip control) is stored in the storage means 5c. The Ti value of this traction control Ti map is leaner than the theoretical air-fuel ratio (eg A / F = 1
It is set to obtain an air-fuel ratio of 8.0).

K ₁ and K ₂ are other correction coefficients and correction variables calculated according to various engine parameter signals, respectively, so that various characteristics such as fuel consumption characteristics and engine acceleration characteristics according to the engine operating state can be optimized. To a predetermined value.

The CPU 5b outputs a drive signal for opening the fuel injection valve 6 based on the fuel injection time T _OUT obtained as described above, to the output circuit 5d.
Is supplied to the fuel injection valve 6 via.

FIG. 2 is a block configuration diagram showing an internal configuration of the TCS-ECU 20, and the detection signals of the left and right driving wheel speed sensors 21, 22 are input to the first average value calculation circuit 201, respectively. The first average value calculation circuit 201 calculates the average value V of the left and right driving wheel speeds.
w (= (W _FL + W _FR ) / 2) is calculated, and the calculated value is S
Input to the _LVL calculation circuit 204.

On the other hand, the detection signals of the left and right driven wheel speed sensors 23, 24 are input to the second average value calculation circuit 202, respectively. Second
The average value calculation circuit 202 calculates the average value Vv of the left and right driven wheel speeds W _RL and W _RR (= (W _RL + W _RR ) / 2) as the vehicle speed,
The calculated value is input to the reference drive wheel speed (Vref) calculation circuit 203. The reference drive wheel speed Vref calculation circuit 203 calculates the vehicle speed Vv.
The target value V _RP of the drive wheel speed and the first predetermined drive wheel speed V _R1 are calculated as the reference drive wheel speed (Vref) corresponding to the above, and the calculated values are input to the S _LVL calculation circuit 204.

The two reference drive wheel speeds V _R1 and V _RP correspond to drive wheel speeds at which the slip ratio λ (= (Vw−Vv) / Vw) of the drive wheels becomes 5% and 8%, respectively, When the detected drive wheel speed Vw exceeds the first reference drive wheel speed V _R1 (that is, the slip ratio λ exceeds 5%), traction control described later is performed.

The S _LVL calculation circuit 204 calculates the slip level S _LVL as a parameter according to the degree of the drive wheel slip based on the detected drive wheel speed Vw and the reference drive wheel speeds V _R1 and V _RP , and the calculation The result is input to the first output circuit 207.
The first output circuit 207 generates a pulse signal having a duty ratio according to the slip level S _LVL, and uses the pulse signal as a level signal for the first signal line TCFC (hereinafter referred to as “TCFC line”).
) Via ENG-ECU5. The slip level S _LVL becomes larger as the slip ratio λ of the driving wheels becomes higher.

On the other hand, the detected drive wheel speed Vw is input to the non-inverting input of the comparison circuit 205, and the first reference drive wheel speed V _R1 is input to the inverting input. The comparator circuit 205 outputs a binary signal that is high level when Vw> V _R1 is satisfied and a low level when Vw <V _R1 is satisfied, that is, a binary signal that is high level in a slip state in which traction control is performed. Then, the binary signal is output and input to the second output circuit 208. The second output circuit 208 uses the binary signal as a status signal for the second output.
ENG- via the signal line TCSTB (hereinafter referred to as "TCSTB line")
Supply to ECU5.

A control circuit 206 is connected to the output circuits 207 and 208, and the off lamp 14 and the warning lamp 15 are connected to the control circuit 206.

The control circuit 206 detects an abnormality of the TCS-ECU 20 due to, for example, a drop in the power supply voltage, and inputs the detection result from the ENG-ECU 5 via the third signal line TCINH (hereinafter referred to as “TCINH line”). Traction control execution command signal (hereinafter "TC
Output signal of the output circuits 207 and 208 and lighting control of the off lamp 14 and the warning lamp 15 based on the "command signal"). When the control circuit 206 detects an abnormality in the TCS-ECU 20 itself, both outputs of the control circuits 207 and 208 are fixed to a high level to notify the ENG-ECU 5 of the abnormality. The T
Control based on the TC command signal input from the ENG-ECU 5 via the CINH line will be described later.

Since the input terminals on the ENG-ECU5 side of the TCFC line and TCSTB line are connected (pulled up) to the power supply via a resistor,
When these signal lines are disconnected, the input signal of ENG-ECU 5 is fixed at high level. This is because the control on the safer side (the side that further reduces the engine output) is performed immediately after the disconnection occurs.

FIG. 3 shows engine output control by performing a fuel cut to make the air-fuel ratio lean of the air-fuel mixture supplied to the engine 1 based on the slip level S _LVL in the ENG-ECU 5.
That is, it is a flowchart of a program that executes traction control. This program is executed in synchronization with every TDC signal pulse generated.

In step S1, it is determined whether or not the engine 1 is being started. If the answer is affirmative (Yes), that is, if the engine is being started, a traction control level (hereinafter referred to as "TC level"), which will be described later, is set to LVLN ( In step S12), normal fuel supply control is performed (step S13). The answer to step S1 is negative (N
o) In other words, if the engine 1 is in a self-sustaining operation without starting, the level signal input via the TCFC line is converted into an analog voltage by the integration circuit, and A / D conversion input is performed ( Step S2). The value thus read corresponds to the slip level S _LVL . Then TCFC
A line abnormality check is performed based on the flowchart shown in FIG. 4 (step S3).

In step S21 of FIG. 4, it is determined whether or not the second TCFC flag F _TCFC2 set in step S30, which will be described later, has a value of 1, and when the answer is affirmative (Yes), that is, F _TCFC2 = 1. Immediately end this routine. When the answer to step S21 is negative (No), that is, when F _TCFC2 = 0, it is determined whether or not the slip level S _LVL is higher than a predetermined upper limit value TCFCFSH (step S22). The answer to step S22 is negative (N
o), that is, when S _LVL ≤TCFCFSH, it is further determined whether or not the slip level S _LVL is smaller than a predetermined lower limit value TCFCFSL (stopper S23). If the answers to both steps S22 and S23 are negative (No), that is, TCFCFSL ≤ S _LVL ≤ TCFCFSH, TCFC
It is determined that the line is normal, the first TCFC flag F _TCFC1 is set to the value 0 (step S24), and this routine ends.

The answer to step S22 or S23 is affirmative (Yes), that is, S _LVL > TCF
When CFSH or S _LVL <TCFCFSL, the first TCF
It is determined whether or not the C flag F _TCFC1 has a value of 1 (step S25). When the answer is negative (No), that is, when F _TCFC1 = 0, the first TCFC flag is set to the value 1 (step S2
6), the t _TCFC timer is set to a predetermined time t _TCFC (for example, 0.3 seconds) and started (step S27), and this routine is finished.

When the answer to step S25 is affirmative (Yes), that is, when F _TCFC1 = 1, it is determined whether the battery voltage V _B is higher than a predetermined voltage V _BTC (for example, 8 V) (step S28). When the answer to step S28 is negative (No), that is, when V _B ≤V _BTC , the above step is performed.
While proceeding to S27, the answer in step S28 is affirmative (Yes), that is, V
_{When B} > V _BTC , it is determined whether or not the count value of the t _TCFC timer is 0 (step S29). When the answer to step S29 is negative (No), that is, when t _TCFC > 0, this routine is immediately terminated, and the answer to step S29 is affirmative (Yes), that is,
When t _TCFC = 0, the second TCFC flag F _TCFC2 is set to 1
Is set (step S30), and this routine ends.

As described above, when the slip level S _LVL is outside the predetermined upper and lower limit values, the first TC indicating the temporary abnormality detection of the TCFC line is detected.
The FC flag F _TCFC1 is set to the value 1, and when the state is continued for a predetermined time t _TCFC or more, the second TCFC flag F _TCFC2 indicating the abnormality detection confirmation of the TCFC line is set to the value 1. However, if the battery voltage V _B is less than the predetermined voltage V _BTC , TC
Considering that the S-ECU20 may not operate normally due to the low power supply voltage and may return to the normal state if the battery voltage V _B rises, the second TCFC flag
The value of _FTCFC2 is not set to 1.

By the subroutine of FIG. 4, it is possible to detect the high level or low level fixed state of the level signal on the TCFC line, and thus to detect the disconnection or ground fault of the TCFC line. In addition, even if the TCS-ECU20 malfunctions due to a power supply voltage drop, etc.
Since the level signal on the CFC line is fixed to high level,
In case of abnormality due to low battery voltage, the first TCFC
Flag F _TCFC1 only, first in case of other anomalies
And the second TCFC flags F _TCFC1 and F _TCFC2 are both set to the value 1.

Returning to FIG. 3, in step S4, the first TCFC flag F _TCFC1
There it is determined whether or not the value 1, the answer to this question is negative (No), i.e. F _TCFC1 = when 0, the slip level S _LVL as shown in FIG. 5 for example in response to TC level (traction control level) Is selected. That is, the TC level is determined as follows.

When TCFCFSL ≤ S _LVL <TCFCLVL0 TC level = LVLN TCFCLVLi ≤ S _LVL <TCFCLVL (i + 1) TC level = LVLi (where i = 0 to 5) TCFCLVL6 ≤ S _LVL ≤ TCFCFSH TC level = LVL6 Where: TCFCFSL and TCFCFSH are the lower and upper limits, and TCFCLVL0 to TCFCLVL6 are predetermined values set within the upper and lower limits.

When the slip level S _LVL is larger than the first predetermined value TCFCLVL0 (S _LVL > TCFCLVL0), the drive wheel speed Vw detected by the TCS-ECU 20 is the first reference drive wheel speed V _R1.
Since this corresponds to a higher state, the status signal on the TCSTB line becomes high level (“H”) when S _LVL ≧ TCFCLVL0, and becomes low level (“L”) when S _LVL <TCFCLVL0. The right side of FIG. 5 shows this.

FIG. 6 is a table for determining the content of traction control according to the TC level. In the figure, L indicates that the air-fuel ratio of the air-fuel mixture supplied to the engine is lean, and F / C is the fuel cut. It means to do. Further, the cylinder corresponding number M on the horizontal axis is the cylinder corresponding to M = 1 as the cylinder to which fuel should be first injected after the start of the traction control, and the cylinders sequentially performing fuel injection thereafter are the cylinder corresponding numbers M = 2 to 6
Correspond to each. For example, when TC level = LVL0, the air-fuel ratio of the air-fuel mixture supplied to all cylinders is made lean, and when TC level = LVL3, the fuel cut is for the cylinders corresponding to M = 1, 3, 5 and the other cylinders ( Cylinder corresponding to M = 2,4,6)
The air-fuel ratio is made leaner.

The LVLN in FIG. 5 indicates that traction control is not performed, that is, normal fuel supply control is performed.

Returning to FIG. 3, the fuel supply control according to the TC level selected in step S5 is performed in step S11, which will be described later. In steps S6 to S9, the presence or absence of an abnormality other than the abnormality detected in step S3 is checked. It is determined whether the traction control can be executed.

In step S6, it is determined whether or not the activation check end flag F _TCSIF indicating that the activation check of the TCS-ECU 20 is finished is a value 1, and the answer is affirmative (Yes), that is, F _TCSIF =
When it is 1 and the activation check of the TCS-ECU 20 is completed, the activation check OK flag F indicating that the result of the activation check is OK (no abnormality is detected).
It is determined whether _TCSIOK has a value of 1 (step S7).
Start check end flag F _TCSIF and start check OK
The flag F _TCSIOK is set in the TCS-ECU activation check subroutine shown in FIG. 8 described later.

If the answer to step S7 is affirmative (Yes), that is, F _TCSIOK = 1 and the TCS-ECU 20 startup check result is OK, the stop flag F _TCSTP indicating that the traction control should be immediately stopped is a value of 1. It is determined whether or not there is (step S8). The stop flag F _TCSTP is set in the TCSTB / TCFC intermediate fixed check subroutine shown in FIG. 9 and the TC stop determination subroutine shown in FIG. 10 which will be described later.

When the answer to step S8 is negative (No), that is, when F _TCSTP = 0 and there is no need to immediately stop traction control, it indicates that the traction control enable condition (hereinafter referred to as “TC condition”) is satisfied. It is determined whether or not the condition flag F _TCENBL is 1 (step S9). This TC condition flag F _TCENBL is a value when the engine operating state detected by the throttle valve opening θ _TH , the engine speed Ne, the engine water temperature Tw, the intake air temperature T _A, etc. is within a predetermined traction control executable range. It is set to 1.

When the answer at step S6 or S7 or S9 is negative (No), or when the answer at step S8 is affirmative (Yes), that is, when F _TCSIF = 0 and the activation check of TCS-ECU 20 is not completed, Or when F _TCSIOK = 0 and the result of the start check of TCS-ECU20 is NG (abnormality is detected), or
When F _TCSTP = 1 and the traction control should be immediately stopped, or when F _TCENBL = 0 and the TC condition is not satisfied, the TC level is set to LVLN (step S12), and normal fuel supply control is performed ( Step S13).

On the other hand, step S6 passes through steps S7 and S8
Proceed to 9 and the answer in step S9 is affirmative (Yes), that is, F _TCENBL
= 1 and the TC condition is met, the TC level is LV.
It is determined whether or not it is LN (step S10). Step S
When the answer to step 10 is affirmative (Yes), that is, when the TC level is LVLN, the process proceeds to step S13. When the answer to step S10 is negative (No), that is, when the TC level is any of LVL0 to LVL6, the TC level is set. Accordingly, the air-fuel ratio is made leaner or the fuel is cut (step S11). Here, the lean air-fuel ratio was read from the traction control Ti map.
The Ti value is applied to the above equation (1). Note that the ignition timing may be advanced or retarded according to the engine speed Ne together with the lean air-fuel ratio.

When the answer to the step S4 is affirmative (Yes), that is, when F _TCFC1 = 1 and the temporary abnormality of the TCFC line is detected, it is determined whether or not the activation check OK flag F _TCSIOK has the value 1 (step S14). ). The answer to step S14 is negative (No), that is,
F _TCSIOK = 0 and TCS-ECU20 start check result is NG
If so, the TC level is set to LVLN and the process proceeds to step S6. On the other hand, the answer in step S14 is affirmative (Yes),
That is, when F _TCSIOK = 1 and the start check result of TCS-ECU 20 is OK, the TC level selection subroutine at TCFC failure is executed to determine the TC level (step S1.
6), proceed to step S8.

FIG. 7 shows T at the time of TCFC failure executed in step S16.
It is a flowchart of a C level selection subroutine.

In step S161, it is determined whether or not the TC level is higher than a predetermined level LVLFS (for example, LVL2), that is, whether or not it is on the side of further reducing the engine output, and the answer is negative (No), that is, TC level ≤ LVLFS. In case of, it is determined whether or not the status signal on the TCSTB line is at a high level (step S1
62). When the answer to step S161 or S162 is affirmative (Yes), that is, when TC level> LVLFS is satisfied or the status signal is high level, the TC level is set to LVLFS (step S166), and the t _TCHLD timer is set to the predetermined time. t _TCHLD
(For example, 3 seconds) is set and started (step S167), and this routine is finished.

When the answers to steps S161 and S162 are both negative (No), that is, when TC level ≦ LVLFS and the status signal is low level, it is determined whether or not the TC level is LVLN (step S163). The answer in step S163 is affirmative (Ye
s), that is, when the TC level = LVLN, this routine is immediately terminated, and when the answer to step S163 is negative (No), that is, when the TC level is any of _{LVL0 to LVL6} , the count value of the t _TCHLD timer is 0. Determine if there is (step
S164). The answer to step S164 is negative (No), that is, the predetermined time.
When t _TCHLD has not elapsed, this routine is immediately terminated, and the answer to step S164 is affirmative (Yes), that is, the predetermined time t.
_{When TCHLD has} elapsed, the TC level is lowered by one level (step S165), and the process proceeds to step S167. Here, lowering the TC level by one level means, for example, changing LVL2 to LVL1.

In this routine, the answers to steps S4 and S14 in FIG. 3 are both affirmative (Yes), that is, the temporary abnormality of the TCFC line is detected (F
_TCFC1 = 1), and the result of the TCS-ECU20 startup check is OK.
When the traction control is not in progress (TC
If level = LVLN), the TC level is held in LVLN. Also, during traction control,
TC level is set.

It is immediately set to LVLFS and held at LVLFS while the status signal on the TCSTB line is high level.

When the status signal becomes low level, a predetermined time t
_Each time _TCHLD elapses, it can be lowered by one step until it becomes LVLN (for example, when LVLFS = LVL2, LVL2 → LVL1 → LVL sequentially
0 → LVLN).

It should be noted that the above-mentioned predetermined level LVLFS is set to maximize the output of the engine even when the TC level is held at this LVLFS.
The level is set such that the vehicle can travel at a speed of 60 to 100 [km / hour], and is set to LVL2, for example.

As a result, even if a temporary abnormality of the TCFC line is detected during traction control, the traction control of a predetermined level (LVLFS) is maintained according to the status signal on the TCSTB line, and the controllability of the vehicle can be ensured. Further, when the status signal becomes low level and the excessive slip condition of the driving wheels is eliminated, the driving wheel output torque is gradually increased, so that the drivability of the vehicle is not deteriorated and the burden on the driver is reduced. can do.

Next, the TCS-ECU20 start check method and stop flag F indicating that the traction control should be stopped immediately
_{The TCSTP} setting method will be described in detail.

FIG. 8 shows a flowchart of the TCS-ECU activation check subroutine. This routine is executed in the so-called background, and is therefore executed from the time when the ignition switch is turned on.

In step S41, it is determined whether or not the activation check OK flag F _TCSIOK has already been set to the value 1, and when the answer is affirmative (Yes), that is, F _TCSIOK = 1 the routine is immediately terminated. The answer to step S41 is negative (No), that is, F.
_{When TCSIOK} = 0, it is determined whether or not the engine 1 is in the independent operation (step S42). When the answer to step S42 is affirmative (Yes), that is, when the self-sustained operation is in progress, it is determined whether or not a first predetermined time t _I1 (for example, 5 seconds) has elapsed after the start of the self-sustained operation (step S43). The answer to step S43 is negative (N
o), that is, when t _I1 has not elapsed, the slip level
S _LVL is the first predetermined level TC for determining the TC level.
It is determined whether it is smaller than FCLVL0 (step S44).
When the answer to step S44 is affirmative (Yes), that is, when S _LVL <TCFCLVL0, it is determined whether or not the status signal on the TCSTB line is at high level (step S45). Immediately after starting self-sustaining operation, the TCS-ECU20 sets the TC level on the TCFC line and TCSTB line.
The signal to be LVLN, that is, the off-duty fixed signal (S _LVL <
Since the level signal fixed to the duty ratio of TCFCLVL0) and the low level fixed signal (status signal fixed to the low level) are output, the answer in step S44 is affirmative (Ye
s) and the answer in step S45 is negative (No), that is, S
_{When LVL} <TCFCLVL0 and TCSTB = "L" (low level), it is determined that the TCS-ECU20 is normal, and step S46
Proceed to. In step S46, it is determined whether or not a second predetermined time t _I2 (for example, 0.5 seconds) has elapsed after entering this loop,
When the answer is negative (No), that is, when t _I2 has not elapsed, this routine is immediately terminated, while when the answer in step S46 is affirmative (Yes), that is, when t _{I2 has} elapsed, the start check is OK.
The flag F _TCSIOK is set to the value 1 (step S47), the start check end flag F _TCSIF is set to the value 1 (step S48), and this routine is ended.

When the answer to step S42 is negative (No), that is, when the self-sustaining operation is not being performed, the startup check OK flag F _TCSIOK is set to 0, and this routine is ended. When the answer at step S43 is affirmative (Yes), the answer at step S44 is negative (No), or the answer at step S45 is affirmative (Yes), that is, the first predetermined time t _{I1 has} elapsed after the start of the self-sustaining operation. Or S _LVL ≧ T
When CFCLVL0 or TCSTB = "H", TCS-ECU2
It is judged that 0 is abnormal and the start check end flag F
_TCSIF is set to a value of 1 (step S49) and the start check OK flag F _TCSIOK is set to a value of 0 (step S5).
0), this routine ends.

According to the above startup check subroutine, S _LVL <TCFCLVL0 and T within the first predetermined time t _I1 after the start of the self-sustaining operation.
When CSTB = “L” is established and the state continues for the second predetermined time, the TCS-ECU 20 is determined to be the start check OK (F
_TCSIOK = 1), otherwise TCS-ECU20 is judged to be a startup check _failure (F _TCSIOK = 0). Also, regardless of whether the start check is OK or NG, when the start check ends,
The start check end flag F _TCSIF is set to the value 1.

FIG. 9 is a flow chart of the TCSTB / TCFC intermediate fixed check subroutine for checking the TCSTB line and the intermediate value fixed abnormality of the TCFC line. This routine is also TC
It is executed in the background like the S-ECU startup check subroutine.

In step S61, it is determined whether or not the engine 1 is in the self-sustaining operation. When the answer is affirmative (Yes), that is, in the self-sustaining operation, the value 1 is set in step S74, which will be described later, to confirm the abnormality detection of the TCSTB line. It is determined whether or not the second TCSTB flag _{FTCSTB2 shown} has a value of 1 (step S62). When the answer in step S61 is negative (No) or the answer in step S62 is affirmative (Yes), that is, when the autonomous operation is not being performed or when F _TCSTB2 = 1, the process immediately proceeds to step S75, and the answer in step S61 is affirmative (Yes). If the answer to step S62 is negative (No), that is, if the operation is self-sustaining and F _TCSTB2 = 0, the TCFC
It is determined whether or not the first TCFC flag F _TCFC1 indicating the temporary abnormality of the line has a value of 1 (step S63). If the answer to step S63 is affirmative (Yes), that is, if F _TCFC1 = 1, it is not possible to check whether the level signal on the TCFC line and the status signal on the TCSTB line conflict (steps S64 to S66), so immediately. Proceed to step S67, and the first TCSTB flag F
_{Set TCSTB1} to the value 0. Next, the t _TCSTB timer is set to a predetermined time t _TCSTB (for example, 0.3 seconds) and started (step S68), and the process proceeds to step S75.

When the answer to step S63 is negative (No), that is, when F _TCFC1 = 0, it is determined whether the status signal on the TCSTB line is at high level (“H”) (step S64). Whether the answer is affirmative (Yes) or negative (No), it is determined whether or not the slip level S _LVL is smaller than the first predetermined value TCFCLVL0 (steps S65, S66). When the answer in step S64 is negative (No) and the answer in step S65 is affirmative (Yes), and when the answer in step S64 is affirmative (Yes) and step
When the answer to S66 is negative (No), that is, TCSTB = "L" and
When S _LVL <TCFCLVL0 and TCSTB = "H" and S _LVL ≥ T
When CFCLVL0, the level signal on the TCFC line and the status signal on the TCSTB line do not conflict with each other (see Fig. 5).
Therefore, the TCSTB line is determined to be normal, and the process proceeds to step S67.

On the other hand, when both the answers in steps S64 and S65 are negative (No) and when the answers in steps S64 and S66 are both positive (Yes),
That is, when TCSTB = “L” and S _LVL ≧ TCFCLVL0, and TCS
When TB = “H” and S _LVL <TCFCLVL0, the level signal on the TCFC line and the status signal on the TCSTB line are inconsistent with each other, so it is determined that an abnormality may occur on the TCSTB line (TCFC line temporary error). First TCFC flag indicating F _TCFC1 = 0
(Because it is step S63), the process proceeds to step S69. In step S69, it is determined whether or not the count value of the t _TCSTB timer started in step S68 or step S72 described later is equal to the value 0, and the answer is negative (No), that is, t _TCSTB > 0.
In case of, the process immediately proceeds to step S75.

When the answer to step S69 is affirmative (Yes), that is, when the predetermined time t _{TCSTB has} elapsed from the detection of the contradiction, it is determined whether or not the first TCSTB flag F _TCSTB1 is 1 (step S).
70). When the answer is negative (No), that is, when _FTCSTB1 = 0, the first TCSTB flag _FTCSTB1 is set to the value 1 to indicate the temporary abnormality detection of the TCTTB line (step S71), and _{tTCSTB is set.}
The timer is set to a predetermined time t _TCSTB (for example, 0.3 seconds) and started (step S72), and the process proceeds to step S75. The answer in step S70 is affirmative (Yes), that is, F _TCSTB1 = 1
In case of, it is determined whether or not the battery voltage V _B is higher than the predetermined voltage V _BTC (step S73). This determination is based on the TCFC
This is performed in the same manner as the check subroutine (FIG. 4), and when this answer is affirmative (Yes), that is, when V _B > V _BTC , the second TCSTB flag F indicating the abnormality determination of the TCSTB line is established.
_{Set TCSTB2} to the value 1 (step S74) and step S75
On the other hand, the answer to step S73 is negative (No), that is, V _B ≦ V
_If it is _BTC, the process proceeds to step S72.

The above steps S61 to S74 are for checking the TCSTB line, the TCFC line is not abnormal (F _TCFC1 = 0), and the TC
When it is detected that the level signal on the FC line and the status signal on the TCSTB line conflict with each other, the first TCSTB flag F _TCSTB1 is set to the value 1 after a lapse of a predetermined time t _TCSTB from the detection of the conflict.
(TCSTB line temporary abnormality detection), and the second TCSTB flag F _TCSTB2 is set to a value 1 after a lapse of a predetermined time t _TCSTB from the temporary abnormality detection (TCSTB line abnormality detection confirmation). The first TCFC flag F _TCFC1 indicating the temporary abnormality of the TCFC line is set to the value 1 immediately when it is detected that the slip level S _LVL is not within the predetermined upper and lower limit values, whereas the TCSTB line is set. The first TCSTB flag F _TCSTB1 indicating the temporary abnormality is set to a value of 1 after a lapse of a predetermined time t _TCSTB after the detection of the discrepancy between the level signal and the status signal. This is because the TCFC line anomaly detection emphasizes swiftness, and the TCSTB line anomaly detection emphasizes certainty.

In the steps following step S75, the intermediate value fixing abnormality of the TCFC line is checked. That is, when the level signal on the TCFC line is fixed to an intermediate value (the slip level S _LVL is within the upper and lower limit values) by superimposing an unnecessary oscillation signal on the TCFC line, Since no abnormality is detected in the TCFC check subroutine, the TCFC line is rechecked after the TCSTB line has been checked.

In step S75, it is determined whether or not the stop flag F _TCSTP set to the value 1 in the step S83 described later or the stop determination subroutine in FIG. 10 is the value 1, and the answer is affirmative (Yes), that is, already stopped. When the flag F _TCSTP is set to the value 1, this routine is immediately terminated. When the answer to step S75 is negative (No), that is, when F _TCSTP = 0, it is determined whether or not the first TCFC flag F _TCFC1 is 1 (step S76). The answer to step S76 is negative (N
o), that is, when F _TCFC1 = 0, it is determined whether or not the second TCSTB flag F _TCSTB2 is 1 (step S7).
7). The answer to step S76 is negative (No) and step S77.
_{Is answered in} the affirmative (Yes), that is, F _TCFC1 = 0 and F
_{When TCSTB2} = 1, no abnormality is detected in the TCFC check subroutine, and when the abnormality detection of the TCSTB line is confirmed, the determination in step S78 and subsequent steps is performed.

In step S78, it is determined whether the engine 1 is in the idle state. This determination is made by, for example, whether the throttle valve is fully closed and the engine speed Ne is in a predetermined low rotation state. If the answer to step S78 is affirmative (Yes), that is, if the engine is in the idle state, the process immediately proceeds to step S80. If the answer to step S78 is negative (No), that is, if the engine is not in the idle state, the intake pipe absolute pressure P _BA is the predetermined pressure P _BNOTC ( Eg 3
00mmHg) It is determined whether it is less than or equal to. When the answer to step S79 is affirmative (Yes), that is, when P _{BA ≤P BNOTC} , it is determined that the engine 1 is in the decelerating state, and the process proceeds to step S80. The predetermined value P _BNOTC may be set as a function of the engine speed Ne corresponding to the unloaded state of the engine, in which case the deceleration state can be detected more quickly. In step S80, the slip level S _LVL is the first
It is determined whether the value is smaller than the predetermined value TCFCLVL0 of.

If the answer in step S76 is affirmative (Yes), the answer in step S77 or S79 is negative (No), or the answer in step S80 is affirmative (Yes), that is, F _TCFC1 = 1 and the temporary abnormality of the TCFC line is detected. When detecting, or when F _TCSTB2 = 0 and TCSTB
When the line abnormality detection is not confirmed, or when the engine 1 is not in the idle state or deceleration state, or S _LVL <
When TCFCLVL0 and the level signal on the TCFC line is not at the intermediate value, it is not possible to detect the intermediate value fixed abnormality of the TCFC line, or it is determined that it is not the intermediate value fixed abnormality, and the t _TCFCM timer _sets a predetermined time t _TCFCM (for example, 3 seconds). Set this as a set to start this and end this routine.

On the other hand, from step S76 through steps S77 to S79,
Alternatively, the process proceeds from step S76 through steps S77 and S78 to step S80, and when the answer in step S80 is negative (No), that is, F _TCFC1 = 0 and no abnormality is detected in the TCFC check subroutine. , And F _TCSTB2 = 1
When the abnormality detection of the TCSTB line is confirmed, the engine 1 is in the idle state or the deceleration state, and S _LVL ≧ TCFCLVL0 is satisfied, the intermediate value fixed abnormality of the TCFC line may have occurred. If the count value of the t _TCFCM timer started in step S81 is 0, it is determined (step S82). When the answer to step S82 is negative (No), that is, when the predetermined time t _TCFCM has not elapsed, this routine is finished and step S82
If the answer is YES, that is, if the predetermined time t _{TCFCM has} elapsed, it is determined that the intermediate value fixed abnormality has occurred, the stop flag F _TCSTP is set to the value 1, and this routine ends.

According to the above steps S75 to S83, when all of the above conditions (1) to (3) determined in steps S76 to S80 are continuously satisfied for a predetermined time, the intermediate value fixing abnormality of the TCFC line is detected, and the traction control is immediately stopped. _{Therefore, the} stop flag F _TCSTP is set to a value of 1. This detection method is such that when the engine operating state is the idle state or the decelerating state (condition), the slip state of the drive wheels does not occur, that is, the slip level. The focus is on the fact that S _LVL does not exceed the first predetermined value TCFCLVL0 (condition), and it is more reliable by determining the condition.
It is designed to detect the fixed intermediate value of the TCFC line.

When the fixed intermediate value of the TCFC line is detected, it is determined that the engine is in the idle state or the deceleration state and the traction control is not being executed, so the stop flag F _TCSTP is immediately set to the value 1. I am trying.

Even if F _TCSTB2 = 1 and the abnormality detection of the TCSTB line is confirmed, the level is fixed as long as the intermediate value fixed abnormality of the TCFC line is not detected when the engine is in the idle state or the deceleration state. Since the traction control according to the signal, that is, the slip level S _LVL is continued, the controllability of the vehicle can be ensured, and at the same time, the trouble caused by immediately stopping the traction control, that is, the sudden increase in the drive wheel torque is caused. It is possible to avoid increasing the burden on the driver.

FIG. 10 is a flow chart of the TC stop judgment subroutine for judging whether or not the traction control should be immediately stopped, and the stop flag is also used in this routine.
F _TCSTP is set. This routine is also executed in the background.

In step S91, it is determined whether or not the stop flag F _TCSTP has already been set to the value 1, and the answer is affirmative (Ye
s), that is, when F _TCSTP = 1, this routine is immediately terminated. The answer to step S91 is negative (No), that is, F _TCSTP
= 0, TCS-ECU20 start check OK flag F
It is determined whether _TCSIOK has a value of 1 (step S9
2). The answer to step S92 is negative (No), that is, F _TCSIOK = 0.
However, when an abnormality of the TCS-ECU 20 is detected in the startup check subroutine (Fig. 8), various sensors (throttle valve opening sensor 4, intake pipe absolute pressure sensor 8, intake air temperature) that detect the engine operating state are detected. It is determined whether or not any abnormality of the sensor 9, the engine water temperature sensor 10, the engine speed sensor 11, the cylinder determination sensor 12 and the like) is detected (step S95). This answer is affirmative (Yes),
That is, when any of the various sensors is detected to be abnormal, the stop flag F _TCSTP is immediately set to a value of 1 (step S102) and this routine is terminated, while the answer to step S95 is negative (No), that is, When no abnormality is detected in the various sensors, the process proceeds to step S96.

The answer to step S92 is affirmative (Yes), that is, F _TCSIOK = 1
However, if the TCS-ECU20 startup check is OK,
It is determined whether or not the TC command signal on the CINH line (third signal line) is fixed at a low level (step S93). This T
The C command signal is determined by a subroutine shown in FIG. 11, which will be described later, and is fixed at a low level when an abnormality in the TCFC line or the like is detected and traction control is prohibited.
When the answer to step S93 is affirmative (Yes), that is, when the TC command signal is fixed at a low level and traction control is prohibited, it is determined whether the TC level is LVLN (step S94). Both the answers in steps S93 and S94 are affirmative (Ye
s), that is, when the TC command signal is fixed at a low level and TC level = LVLN, it is determined that the traction control should be stopped, and the process proceeds to step S101, while the answer to step S93 or S94 is negative (No). At this time, that is, when the TC command signal is not fixed at the low level or when the TC level is not LVLN, the process proceeds to step S96.

In step S96, the first T indicating a temporary abnormality on the TCFC line.
It is determined whether or not the CFC flag F _TCFC1 has a value of 1, and when the answer is affirmative (Yes), that is, when F _TCFC1 = 1, it is determined whether or not the status signal on the TCSTB line is at a high level (step S97). When the answer in step S96 is negative (No) or the answer in step S97 is affirmative (Yes), that is, when F _TCFC1 = 0 or TC STB = “H”, it is not necessary or not necessary to stop the traction control. And
A predetermined time t _TCSTP (for example, 5 seconds) is set in the t _TCSTP timer and started (step S100), and this routine ends.

When the answer in step S96 is affirmative (Yes) and the answer in step S97 is negative (No), that is, F _TCFC1 = 1 and TCSTB =
When it is "L", it is determined whether or not the engine 1 is in the idle state (step S98). This answer is negative (N
o) That is, when not in the idle state, it is judged whether or not the intake pipe absolute pressure P _BA is less than or equal to the predetermined pressure P _BNOTC (step S99). When both steps S98 and S99 are negative (No), that is, when the engine 1 is neither in the idle state nor in the deceleration state, the process proceeds to step S100, and the stop flag is set.
The value of F _TCSTP is not set to 1. Step S98 or S99
If the answer is affirmative (Yes), that is, if the engine 1 is in the idle state or the deceleration state, it is determined whether or not the count value of the t _TCSTP timer is 0 (step S101). Step
When the answer to S101 is negative (No), that is, when the predetermined time t _TCSTP has not elapsed, this routine is immediately terminated and step S1
When the answer to 01 is affirmative (Yes), that is, when the predetermined time t _{TCSTP has} elapsed, the stop flag F _TCSTP is set to the value 1 and the present routine ends.

According to the above TC stop judgment subroutine, TCS-ECU2
0, when an abnormality in the TCFC line or TCSTB line is detected, after a lapse of a predetermined time t _{TCSTP in} a state (TC level = LVLN or engine operating state is idle or deceleration state) where it is clear that traction control is not being performed , Stop flag F
_TCSTP is set to the value 1. This is because, if an abnormality is detected during traction control, if the traction control is immediately stopped, the engine output may suddenly increase, which may deteriorate drivability. By setting the flag F _TCSTP , such a problem can be avoided.

FIG. 11 is a flowchart of the TCINH output subroutine that controls the output of the TC command signal supplied from the ENG-ECU 5 to the TCS-ECU 20 via the TCINH line. This routine is executed every fixed time (for example, 10 msec).

In step S111, the second TCFC flag F _TCFC2 has the value 1
, The answer is negative (No), that is, F
_{When TCFC2} = 0, the second TCSTB flag F _TCSTB2
It is determined whether or not is 1 (step S112). When the answer to step S112 is negative (No), that is, when F _TCSTB2 = 0, it is determined whether or not any abnormality of the engine operating state detection sensor is detected (step S113).
When the answer to step S113 is negative (No), that is, when the abnormality of the engine operating state detection sensor is not detected, it is determined whether or not the stop flag F _TCSTP is 1 (step S114). The answer to step S114 is negative (No), that is, F.
_{When TCSTP} = 0, the startup check OK flag F
It is determined whether _TCSIOK has the value 1 (step S11).
Five).

When the answer in any of steps S111 to _S114 is affirmative (Yes) or the answer in step S115 is negative (No), that is, F _TCFC2 = 1
And the abnormal detection of TCFC line is confirmed, or F
_{When TCSTB2} = 1 and the abnormality detection of the TCSTB line is confirmed, or when any abnormality of the engine operating state detection sensor is detected, or F _TCSTP = 1 and the traction control is immediately stopped. When should, or F
_TCSIOK = 0 and TCS-ECU20 start check result is NG
If it is, it is determined that the traction control is impossible due to the occurrence of an abnormality, and the TC command signal is fixed at a low level (step S1
19).

On the other hand, when the answers to steps S111 to S114 are all negative (No) and the answers to step S115 are affirmative (Yes), that is, when the following conditions are all satisfied, based on the detected engine operating state. TC condition flag to be set
It is determined whether F _TCENBL is 1 (step S11).
6).

Abnormal detection of TCFC line is not confirmed (F _TCFC2 = 0).

Abnormal detection of TCSTB line is not confirmed (F _TCSTB2 = 0).

No abnormality is detected in the engine operating state detection sensor.

The traction control should not be stopped immediately (F
_TCSTP = 0).

The TCS-ECU20 startup check result is OK (F _TCSIOK =
0).

Even if all of the above conditions are satisfied, step S116
If the answer is negative (No), there is no abnormality in the control system, but the TC condition is not satisfied (the engine operating state is a state in which traction control should not be executed). The signal is fixed to high level, and the TCS-ECU 20 side is instructed that traction control is not possible (step S117).

Further, all of the above conditions (1) to (3) are satisfied, and step S1
If the answer to step 16 is affirmative (Yes), that is, the TC condition is also satisfied, it is determined that the traction control is possible, and the TC command signal is set to 200 mse.
A pulse signal with a duty ratio of 50% in c cycles is set (step S118).

FIG. 12 is a diagram showing an example of control performed by the control circuit 206 (FIG. 2) of the TCS-ECU 20 based on the TC command signal output as described above, and the ignition switch is turned on at time t ₀ . is shows the case where the engine 1 has started the self-sustained operation at time t _2.

The figure (a) shows the case where the traction control can be executed from the time t ₃ after the start of the self-sustaining operation. When the ignition switch is turned on at the time t ₀ , the warning lamp 15 and the off lamp 14 are immediately turned on. After a predetermined time (for example, 2 seconds) has passed, the off lamp 14 is turned off. Time after the start of independent operation
As soon as a 50% duty pulse signal is input as the TC command signal from t _{3, the} warning lamp 15 is turned off ((a) in the figure).
(3), (a) (4)). The off lamp 14 is turned on for a predetermined time to check the lamp. The level signal and the status signal after the ignition switch is turned on, until the time t ₄ when TC command signal is confirmed to be 50% duty pulse signal off-duty / low level (state indicating the slip level S _LVL <TCFCLVL0) fixed and then, the time t ₄ to release the subsequent off-duty / low level fixed (i.e., to output the level signal and a status signal corresponding to the detected driving wheel speed and the driven wheel speed (FIG. (a) (2)).

In the figure (b), the TC condition is not satisfied after the start of the independent operation (F
_{This shows} the case where traction control cannot be executed because _TCENBL = 0) and becomes executable after time t ₅ . in this case,
Warning lamp 15 after the start self-sustained operation while TC command signal is turned off at time t ₃ when changing from low level to high level (Fig. (B) (3)), OffRamp 14 given after the ignition switch is turned on time lights, then TC command signal lights time t ₄ when it is confirmed that a high level fixed, TC command signal is turned off at time t ₆ to be confirmed to have changed to 50% duty pulse signal ( The same figure (b)
(4)). As a result, from time t ₄ to t ₆ , the warning lamp 15 is turned off and the off lamp 14 is turned on, indicating that the traction control cannot be executed because the TC condition is not satisfied. Also, the level signal and status signal are
The off-duty / low level is fixed until time t ₆ when the TC command signal is confirmed to be a 50% duty pulse signal, and the fixed release is made after time t ₆ ((b) in the figure).
(2)).

FIG. 7C shows a case where an abnormality of the control system is detected after the rotation operation is started. In this case, the TC command signal continues to be fixed at the low level, so that the warning lamp 15 does not go out and remains in the lit state ((c) and (3) in the same figure). The off lamp 14 only lights for a predetermined time after the ignition switch is turned on ((c) and (4) in the same figure), and the level signal and the status signal continue to be fixed at the off duty / low level.

When it is confirmed that the TC command signal is fixed at the low level or fixed at the high level, the arithmetic processing of the TCS-ECU 20 may be prohibited.

As described above, by performing lighting control of the off lamp 14 and the warning lamp 15 based on the TC command signal, the driver
It is possible to judge whether or not the traction control can be executed, and in the case where the traction control cannot be executed, whether it is due to the abnormality detection of the control system or the TC condition is not satisfied. As a result, the driver can take appropriate measures depending on the situation. For example, normally, the TC condition is not satisfied until the engine is warmed up. Therefore, if the TC condition is not satisfied and execution is not possible, it is highly possible that the driver will shift to the executable state if the operation is continued. It can be recognized that there is almost no need to immediately deal with failure checks and repairs.

The following is a summary of the abnormality detected in the above-described embodiment and the method of the fail-safe processing at the time of detecting the abnormality.

A. Abnormalities detected (1) Abnormality of TCS-ECU20 The abnormality of TCS-ECU20 itself is detected by the control circuit 206 inside TCS-ECU20.

In this case, since the level signal and the status signal are fixed to the high level, the ENG-ECU 5 side detects that the TCFC line is abnormal, and only the first TCFC flag F _TCFC1 or the first and second TCFC flags F is detected. _{Both TCFC1} and _FTCFC2 are set to the value 1 (see TCFC check subroutine in Fig. 4).

An error is detected when TCS-ECU20 is started.

In this case, the startup check OK flag F _TCSIOK is set to the value 0 (see FIG. 8, TCS-ECU startup check subroutine).

(2) Abnormality of TCFC line Disconnection or ground fault is detected.

In this case, the first TCFC flag F immediately after the abnormality is detected.
_TCFC1 is set to the value 1 and the same state remains for a certain time (eg
0.3 second), the second TCFC flag F _TCFC2 has the value 1
(Refer to Fig. 4 TCFC check subroutine).

Intermediate value fixed abnormality is detected.

In this case, the stop flag F _TCSTP is set to the value 1 to immediately stop the traction control (Fig. 9, TCST
B / TCFC intermediate fixed check subroutine).

(3) TCSTB line abnormality A break or ground fault in the TCSTB line is detected only when no abnormality in the TCFC line is detected (F _TCFC1 = 0). In this case, after a lapse of a predetermined time (for example, 0.3 seconds) after detecting the abnormality, the first
TCSTB flag F _TCSTB1 is set to a value 1, and after a predetermined time (for example, 0.3 seconds), the second TCSTB flag F _TCSTB2 is set to a value 1 (see FIG. 9, TCSTB / TCFC intermediate fixed check subroutine). .

B. Fail-safe processing (1) When the startup check flag F _TCSIOK = 0 Immediately set the TC level to LVLN (Fig. 3) and
The TC command signal is fixed at low level (Fig. 11), and that state is continued. As a result, the warning lamp 15 is kept on and the driver is warned. If the other conditions are also satisfied, the stop flag F _TCSTP is set to the value 1 (Fig. 10),
Immediately stop traction control.

(2) When the first TCFC flag F _TCFC1 = 1 If the traction control is not in progress, the TC level is immediately changed to LVLN.
Set to. When the traction control is in progress, the TC level is immediately set to LVLFS, and is held at LVLFS while the status signal on the TCSTB line is high level. When the status signal becomes low level, 1 is set until it becomes LVLN at every predetermined time.
Decrease the TC level step by step (Fig. 7).

As a result, even if a temporary abnormality on the TCFC line is detected during traction control (F _TCFC1 = 1), traction control at a predetermined level (LVLFS) is maintained according to the status signal on the TCSTB line, ensuring vehicle controllability. can do. Further, when the status signal becomes low level and the excessive slip condition of the driving wheels is eliminated, the driving wheel output torque is gradually increased, so that the drivability of the vehicle is not deteriorated and the burden on the driver is reduced. can do.

(3) Second TCFC flag F When _TCFC2 = 1, the TC command signal is fixed at a low level (FIG. 11), and therefore the warning lamp 15 is turned on.

(4) When the first TCSTB flag F _TCSTB1 = 1 Since the abnormality detection has not been finalized, failsafe processing is not performed.

(5) Second TCSTB flag F When _TCSTB2 = 1, the TC command signal is fixed at low level (Fig. 11), and the warning lamp 15 lights up. In addition, the determination of the intermediate fixing abnormality of the TCFC line is performed (Fig. 9).

When an intermediate value fixed error is detected, the stop flag
While setting F _TCSTP to the value 1, traction control according to the level signal, that is, the slip level S _LVL is continued unless an intermediate value fixed abnormality is detected when the engine operating state is the idle state or the deceleration state. As a result, the controllability of the vehicle can be ensured, and it is possible to avoid a problem caused by immediately stopping the traction control, that is, a sudden increase in the drive wheel torque and an increase in the burden on the driver. .

(6) When the stop flag F _TCSTP = 1, the traction control is stopped immediately and it is not executed thereafter.

(Effects of the Invention) As described in detail above, the present invention has the following effects.

According to the abnormality processing device of the first aspect, when the level signal is determined to be abnormal during the drive wheel slip control, the output reduction amount of the drive wheel is set to a predetermined amount, so that the output torque of the drive wheel suddenly increases. It is possible to prevent an increase in driver's burden without causing a large change.

According to the abnormality processing device of the second aspect, even when the abnormality of the level signal is detected, the vehicle can run at a speed of 60 to 100 km / hour.

According to the abnormality processing device of the third aspect, since the output torque of the drive wheels gradually increases, it is possible to smoothly shift the drive wheel slip control to the stopped state, and ensure good controllability of the vehicle. At the same time, it is possible to avoid a shock due to a sudden increase in torque.

According to the abnormality processing device of the fourth aspect, the smooth transition to the drive wheel slip control prohibited state is possible, and the same effect as the fourth aspect is achieved.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a drive wheel slip control device and an abnormality processing device for the control device according to an embodiment of the present invention, and FIG. 2 is an electronic control unit (TC) for drive wheel slip detection.
S-ECU) is a block diagram showing the internal configuration, FIG. 3 is a program flow chart for performing drive wheel slip control, and FIG. 4 is the first signal line (TCFC) inside the drive wheel slip control device.
Line), a flowchart of a program for detecting an abnormality, FIG. 5 is a diagram showing the relationship between the slip level (S _LVL ) and the traction control level and the status signal level, FIG.
The figure shows the table for deciding the cylinder that makes the air-fuel ratio lean and the cylinder that makes the fuel cut according to the traction control level (TC level). Figure 7 shows the TC level selection when the TCFC line abnormality is detected. Flow chart of the program to be executed, Fig. 8 is a flow chart of the program to check the start of the TCS-ECU, and Fig. 9 is an abnormality of the second signal line (TCSTB line) inside the drive wheel slip control device and a fixed intermediate value of the TCFC line. Flow chart of the program to detect anomalies,
FIG. 10 is a flowchart of a program for determining whether or not to stop the traction control, and FIG. 11 is a flowchart of a program for controlling a signal output to a third signal line (TCINH line) inside the drive wheel slip control device, Figure 12 shows
It is a figure showing an example of control according to a signal (TC command signal) on a TCINH line. 1 ... Internal combustion engine (motor), 5 ... Electronic control unit for engine control (ENG-ECU), 20 ... Electronic control unit for detection of drive wheel slip (TCS-EC)
U), 21,22 …… Drive wheel speed sensor, 23,24 …… Driven wheel speed sensor.

Claims (4)

[Scope of utility model registration request] 1. A level signal generating means for detecting an excessive slip condition of a drive wheel of a vehicle and generating a level signal representing the slip condition of the drive wheel, and the level signal being inputted to judge an abnormality of the level signal. In the abnormality processing device of the drive wheel slip control device including the abnormality determination means for
When abnormality of the level signal is determined during execution of the drive wheel slip control, drive wheel output reduction means for setting the output reduction amount of the drive wheel to a predetermined amount is provided. Anomaly processing device. 2. The predetermined amount is determined by the vehicle at the maximum output when the output reduction amount of the drive wheels is set to the predetermined amount.
The abnormality processing device for a drive wheel slip control device according to claim 1, wherein the amount is a value capable of traveling at a speed of 60 km / hour to 100 km / hour. 3. The abnormality processing device for a drive wheel slip control device according to claim 1, wherein the drive wheel output reduction means comprises reduction amount recovery means for reducing the output reduction amount over time. 4. The operation of the drive wheel slip control device for determining the operating state of a prime mover for driving the drive wheels from the time when the abnormality is determined by the abnormality determining means, and for determining the operating state other than during acceleration. 4. The abnormality processing device for a drive wheel slip control device according to claim 1, further comprising a control prohibiting means for prohibiting the above.