JP2002323410A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To predict the check timing before failure occurrence and improve system reliability by totally controlling diagnosis information of actuator and the like with the use of self-diagnosis function of a controller loaded on vehicles of individual users and making use of it. SOLUTION: When vehicle information is received, it is discriminated to examine whether diagnosis results of failure exist (S100 to S102). When there is a failure, various data are gained to estimate a failure position and determine a service procedure (S103 to S105) so that preparation of corresponding parts and work plans are made smooth. When there is no failure, all information including vehicle operation information is gained to operate the degradation states of parts and systems and estimate the degradation characteristics and life so that necessary timing of service is operated (S106 and S110). Then, service timing and the results are informed to the users and various kinds of information are informed to dealers and recorded in a data base (S111 to S113), so that the check timing is forecasted to the users before the failure occurrence of actuator and cost and time necessary for repair are reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle management system capable of managing a vehicle health condition of an individual user's vehicle, and more particularly to a vehicle management system for collectively managing and effectively utilizing diagnostic information of actuators.

[0002]

2. Description of the Related Art Generally, in an engine control of a vehicle such as an automobile, various actuators such as a solenoid valve, a drive motor, and a relay are used in large numbers. Is deteriorated, and effects such as deterioration of exhaust gas emission occur.

For this reason, the on-vehicle electronic control unit monitors whether the actuator is functioning normally by on-board diagnosis by a self-diagnosis function, and when an abnormality is detected as a result of the on-board diagnosis. Illuminates a warning light or the like to warn the driver, and encourages inspection and repair by entering a service factory such as a dealer. At the service factory, an external device such as a failure diagnosis device is connected to the on-board electronic control device to read out internal data such as a failed part and trouble data from the on-vehicle electronic control device, and perform inspection and repair based on the read data. .

[0004] As this kind of failure diagnosis apparatus, there is a failure diagnosis apparatus disclosed in Japanese Patent Publication No. 7-15427 by the present applicant. This failure diagnosis device is composed of a failure diagnosis device main body or a computer connected to an external expert system connected to the failure diagnosis device main body, and data in the on-vehicle electronic control device, that is, sensors and switches stored in the on-vehicle electronic control device. , A control signal output to actuators, operation data in the system, etc., can be read, and a defective portion or a cause of the failure can be searched, and necessary repair or adjustment can be performed.

[0005]

However, conventionally,
The on-board diagnosis of the vehicle is used only to the extent that, for example, a warning light is turned on when a failure actually occurs under the user's daily actual use conditions. Inspection and repair become possible only after the diagnosis data is read out by the failure diagnosis device of the above.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and collectively manages and effectively utilizes diagnostic information of actuators by a self-diagnostic function of a control device mounted on a vehicle of an individual user, to effectively utilize the diagnostic information before a failure occurs. It is an object of the present invention to provide a vehicle management system capable of giving a notice of an inspection time and improving system reliability.

[0007]

In order to achieve the above object, according to the present invention, diagnostic information of an actuator self-diagnosed by a control device mounted on each vehicle is stored in an external database. Analyzing the operation state of the actuator of each vehicle based on the diagnostic information stored in the database, and distributing the analysis result to at least one of the user of the vehicle and a department having an access right to the database. And

According to a second aspect of the present invention, in the first aspect of the present invention, the diagnostic information includes at least one of a parameter representing an operating state and a parameter representing a control state, in addition to the parameter used for diagnosing the actuator. It is characterized by including.

According to a third aspect of the present invention, in the first or second aspect of the present invention, the diagnosis information includes data when a failure level approaches a failure level even if the diagnosis result is within a normal range. I do.

[0010] In the fourth aspect of the invention,
The invention according to any one of Items 2 and 3, wherein the diagnostic information is information including data during a predetermined period from the start of the diagnosis or from the start of the diagnosis to the end of the diagnosis.

[0011] The invention according to claim 5 is the invention according to claims 1, 2, and 3.
In the invention described in any one of (3) and (4), each vehicle is provided with data communication means capable of wirelessly communicating data of a control device mounted on the vehicle to the outside in real time, and transmitted from the data communication means. The diagnostic information is received and stored in the database.

That is, according to the first aspect of the present invention, the diagnostic information of the actuator self-diagnosed by the control device mounted on each vehicle is stored in an external database, and the individual diagnostic information is stored based on the diagnostic information stored in the database. Analyze the operating state of the vehicle actuator. By distributing the analysis result to the user of the vehicle and at least one of the departments having access rights to the database, it is possible to notify the user before an abnormality actually occurs in the actuator of the vehicle, Feedback to the department can contribute to improving the reliability of the system through evaluation of diagnostic specifications and evaluation of engine controllability.

At this time, the diagnostic information includes at least one of a parameter representing an operating state and a parameter representing a control state, in addition to the parameters used for diagnosing the actuator, as in the second aspect of the present invention. As in the third aspect of the present invention, it is desirable to include data when approaching the failure level even if the diagnosis result is within the normal range. Further, as in the invention according to claim 4, it is desirable that the diagnosis information be information including data during a predetermined period from the start of diagnosis or from the start of diagnosis to the end of diagnosis.

Further, it is desirable that the diagnostic information be transmitted wirelessly from the individual vehicles via the data communication means and stored in a database as described in the fifth aspect of the present invention. Diagnosis information can be easily collected, and it is possible to cope with an abnormality that appears only during traveling or an abnormality with low reproducibility.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 7 relate to an embodiment of the present invention, FIG. 1 is an overall configuration diagram of a vehicle management system, FIG. 2 is an explanatory diagram showing a network system of a vehicle, FIG. 3 is an overall diagram of an engine system, FIG. Is a circuit configuration diagram of the engine electronic control system, FIG. 5 is a flowchart of an actuator function diagnosis routine on the vehicle side, FIG. 6 is a flowchart of a diagnosis information processing routine on the vehicle side, and FIG. 7 is a flowchart of an information processing routine on the central information management center side. It is.

FIG. 1 shows an example of accumulating and managing initial values of vehicle control information on a production line of a factory, managing vehicle health status of each vehicle of each user in the market in real time for 24 hours, 1 shows a vehicle management system for providing vehicle information (health status). In this vehicle management system, a wireless communication terminal 110 is provided for each vehicle 100 in the market as data communication means capable of wirelessly communicating data (vehicle information) of a vehicle-mounted control device to the outside in real time. Is transmitted to the central information management center 151 and stored in the database DB of the host computer 151a.

The vehicle 100 and the central information management center 151
A mobile radio communication system via a base station (not shown), a satellite communication system via an artificial satellite (not shown), and the like can be used for data communication between the mobile phone and the mobile phone. The wireless communication terminal 110 that transmits the vehicle information of the vehicle 100 may be a communication terminal connected to the control device of the vehicle 100 via a harness. However, the wireless communication terminal 110 may perform wireless communication with a control device mounted on the vehicle. It is desirable to adopt a small communication terminal that is portable separately from the vehicle 100. In this embodiment, a dedicated mobile phone (mobile phone) having a built-in communication circuit for wireless communication with an in-vehicle control device is adopted as the portable communication terminal. Description will be made as 110. If the user already has a mobile phone, a communication terminal that connects to the user's mobile phone and transmits data may be used.

For this reason, in this embodiment, the vehicle 100
When a single control device is mounted on the control device, a communication circuit for controlling wireless communication is built in the control device. In addition, the vehicle 100 is provided with a plurality of control devices, for example, FIG.
, The control devices # 01, # 02, # 03, # 0
Are mounted, the control devices # 01, # 02, # 03, # 04, # 05,... Are connected to each other via the network 101, and the control information is unified. Preferably, a predetermined control device in the network 101, for example, the control device # 01 includes a communication circuit # 01a for controlling wireless communication. The network 101 is a vehicle network suitable for real-time control. As a wireless communication system with a vehicle-mounted control device, for example, communication according to the Bluetooth (Bluetooth) standard for short-range wireless communication is performed. A scheme and other communication schemes can be adopted.

The communication circuit # 01a provided in the control device of the vehicle 100 not only enables wireless communication with the user's dedicated mobile phone 110, but also, as described below, the production line of the factory. Wireless communication with a line-end inspection tool and a service tool at a service factory such as a dealer. Also,
Each control device # 01, # 02, # mounted on vehicle 100
03, # 04, # 05, ..., the power of the control device is turned off.
A firmware is provided that can rewrite various constant items, that is, various learning values and various control constants, which are sometimes stored, according to a command from a line-end inspection tool.

On the other hand, the central information management center 151, as shown in FIG.
Development Headquarters 152, Software Development Environment 153, Sales
It is connected to a plurality of departments such as the service headquarters 154 and the inspection and quality assurance headquarters 155, and also has a chassis dynamometer 156 at a line end 156 in a factory production line.
inspection tool 156b for inspecting vehicle 100 on a
It is connected to the. The inspection tool 156b includes the vehicle 10
0 is provided with a communication adapter for performing wireless communication with the communication circuit # 01a provided in the control device of the control unit No. 0. Also, dedicated networks 160, 170,... Such as dealers in various locations are connected to the dedicated network 150, and service tools 161, 171,. A vehicle management system that enables actual diagnosis and repair of the vehicle 100 based on the management information of the central information management center 151 via the tools 162, 172,...
Further, each dedicated network 150, 160, 170,
Are interconnected to the Internet 180 as a public network, and can provide information via a personal computer (PC) PC of each user in addition to providing information via the mobile phone 110.

In the above vehicle management system, the inspection tool 15 is provided at the line end 156 of the production line of the factory.
6b, the initial values (initial information) of the control information of the individual vehicles are accumulated, and the optimal learning values and optimal constants obtained by analyzing the accumulated vehicle initial information are set in the control device before shipment. . After shipment to the market, the vehicle information is added to the initial information and stored. In this case, each user can wirelessly transmit his / her vehicle information to the central information management center 151 whenever the vehicle 100 is in operation, regardless of whether the vehicle is stopped or running.

That is, when the user wants to know the state of his or her own vehicle 100, the mobile phone 1 dedicated to the vehicle 100 is used.
By transmitting the vehicle information to the central information management center 151 by using the information management device 10, it is possible to receive information related to the vehicle health such as the maintenance state of the vehicle and the presence or absence of a problem. In particular, since data can be transmitted in real time from a moving vehicle by wireless communication, failures that have been difficult to quickly identify in the past, such as abnormalities that appear only during driving and abnormalities with low reproducibility, are difficult. On the other hand, it is possible to quickly determine the cause and take action.

In order for the user to transmit the vehicle information of his / her vehicle 100 to the central information management center 151, the vehicle 100
It is only necessary to use the dedicated mobile phone 110 and press a specific number preset on the mobile phone 110, and the wireless communication with the control device # 01 of the vehicle 100 is automatically on standby and the central information management center 151 is set. Call. When the connection between the mobile phone 110 and the central information management center 151 is established, data of each control device via the network 101 in the vehicle 100 is transmitted to the control device #.
01 is transmitted to the mobile phone 110 with the body number added thereto, and further transmitted with the identification code of the user and the like through the mobile phone 110 and transmitted to the central information management center 151.

The initial vehicle information and market information (vehicle information for each user) stored in the database DB of the central information management center 151 are stored in the database DB.
Each department that has been given access to
0 to manage vehicle health and provide various services. In other words, collection of usage frequency information of various parts in the user's vehicle, evaluation of control algorithms, real-time diagnosis and troubleshooting, predictive diagnosis by grasping changes over time and learning values of each part, and Diagnosis, etc. is performed by the relevant department, and information collection for improvement of control algorithms and new development is performed by the relevant department. In addition, as a part of the user service, a pre-diagnosis of the user's vehicle 100 before entering the warehouse, a warehouse contact such as a periodic inspection corresponding to an individual user, and the like are performed in the corresponding department, and information is distributed to a dealer or the like, and the service tool 161 ( The inspection or diagnosis according to 171) is instructed. In addition, the relevant department performs absolute quality evaluation at the component level in the market, collection of real-time raw statistical data, relative quality evaluation of each component manufacturer, and feedback of the evaluation result to each department.

Information such as data analysis results and diagnosis results for each user's vehicle is accumulated in the central information management center 151 as history information for each user in chronological order. Then, it is provided to each user through a homepage on the Internet 180 or directly through the mobile phone 110. That is, each user accesses the corresponding homepage from his / her personal computer PC via the Internet 180 or directly accesses the central information management center 151 from the mobile phone 110, and registers his / her own identification number, name, and password in advance. And the like, and the user can browse his / her own vehicle information. It is also possible for an authorized user to access the host computer 151a of the central information management center 151 via a personal computer PC, but in this case, access is restricted from the user in consideration of security. Therefore, only browsing of general information such as a diagnosis result regarding the own vehicle is permitted.

Next, management of diagnostic information on actuators according to the present invention will be described as the management content of the vehicle 100 by the above-described vehicle management system. First, vehicle 1
The engine system mounted on 00 is explained,
The electronic control system that controls the engine system, the process related to the diagnosis of the actuator function of the engine control device, and the information processing of the central information management center 151 will be described.

As shown in FIG. 3, in the configuration of the engine system of the vehicle 100, the engine 1 mounted on the vehicle 100
In this embodiment, is a horizontally opposed four-cylinder engine in which a cylinder block 1a is divided into two banks (a left bank on the right side and a right bank on the left side in the figure) around a crankshaft 1b. Cylinder heads 2 are provided in both left and right banks of a cylinder block 1a of the engine 1, respectively.
And an exhaust port 2b.

An intake manifold 3 communicates with the intake port 2a. A throttle chamber 5 communicates with the intake manifold 3 through an air chamber 4 in which intake passages of the respective cylinders are gathered. An air cleaner 7 is attached via a pipe 6,
It is communicated with the air intake chamber 8. An exhaust pipe 10 communicates with the exhaust port 2b via an exhaust manifold 9, and a catalytic converter 11 is interposed at a junction of the exhaust pipes 10 from the respective banks and communicates with a muffler 12.

The throttle chamber 5 is provided with a throttle valve 5a linked to an accelerator pedal, and a bypass passage 13 for bypassing the throttle valve 5a is branched from the intake pipe 6. An idle speed control valve (ISC) that controls the idle speed by adjusting the amount of air flowing through the bypass passage 13 during idling is provided in the bypass passage 13.
Valve 14) is interposed. Further, an injector 15 is provided just upstream of the intake port 2a of each cylinder of the intake manifold 3, and an ignition plug 16 for exposing a discharge electrode at the tip to the combustion chamber 1c is attached to each cylinder of the cylinder head 2. An igniter 18 is connected to an ignition coil 17 connected to the ignition plug 16.

The injector 15 is connected to a fuel tank 20 via a fuel supply passage 19, and an in-tank type fuel pump 21 is provided in the fuel tank 20. The fuel from the fuel pump 21 is fed under pressure to the injector 15 and the pressure regulator 23 through the fuel filter 22 interposed in the fuel supply path 19, and is returned from the pressure regulator 23 to the fuel tank 20, where the fuel is supplied to the injector 15. The fuel pressure is adjusted to a predetermined pressure.

The upper part of the fuel tank 20 prevents fuel leakage when the vehicle falls down and prevents fuel from flowing into an evaporative purge system for purging evaporative fuel gas (evaporative gas) generated in the fuel tank 20. Is provided, a first evaporative purge passage 25 for guiding evaporative gas through the fuel cut valve 24 is extended, and communicates with an upper portion of a canister 26 having an adsorbing portion made of activated carbon or the like. . At the lower part of the canister 26, there is provided a fresh air inlet communicating with the atmosphere via an atmosphere opening valve 27 formed of an electromagnetic on-off valve, and fresh air from the fresh air inlet and evaporative gas stored in the adsorption section are provided. Lead the second
The evaporative purge passage 28 extends from the upper part and communicates with the intake system (at the position immediately downstream of the throttle valve 5a when the throttle valve 5a is fully closed) via a canister purge control (CPC) valve 29 for adjusting the amount of evaporative gas purge. ing.

Further, in order to recirculate the exhaust gas from the exhaust system of the engine 1 to the intake system, an exhaust gas recirculation (EGR) passage 30 extends from the exhaust manifold 9 of one bank and communicates with the air chamber 4. . An EGR valve 3 for adjusting the EGR amount is provided in the EGR passage 30.
1 is interposed, and a part of the exhaust gas is returned to the intake system in accordance with the degree of opening of the EGR valve 31.

Next, sensors for detecting the operating state of the engine will be described. Air cleaner 7 for intake pipe 6
Immediately downstream of the intake air amount / intake temperature measurement unit 50, which integrally incorporates an intake air amount sensor 50a for measuring an intake air amount and an intake air temperature sensor 50b for measuring the temperature of the intake air. It is interposed. A throttle sensor 51 having a throttle opening sensor 51a and an idle switch 51b that is turned on when the throttle is fully closed is connected to a throttle valve 5a provided in the throttle chamber 5, and a throttle valve 5a is provided downstream of the throttle valve 5a in the air chamber 4. An intake pipe pressure sensor 52 for detecting the intake pipe pressure of the intake pipe is mounted.

The cylinder block 1a of the engine 1
A knock sensor 53 is attached to the cooling water temperature sensor 54 at a merging passage 39 communicating the left and right banks of the cylinder block 1a. An EGR gas temperature sensor 55 for detecting the temperature of the EGR gas in the EGR passage 30.
And a front air-fuel ratio sensor 56 is provided upstream of the catalytic converter 11 and the catalytic converter 1
A rear air-fuel ratio sensor 57 is disposed downstream of the first air-fuel ratio sensor 1.

The crankshaft 1b of the engine 1
A crank angle sensor 59 is provided on the outer periphery of a crank rotor 58 which is axially mounted on the cam shaft 1d. A cylinder discriminating sensor 61 for discriminating a fuel injection target cylinder and an ignition target cylinder is provided in opposition. On the other hand, an internal pressure sensor 62 for detecting the pressure in the evaporative purge system is desired above the fuel tank 20, and a fuel level sensor 63 for detecting the fuel level and a fuel temperature for detecting the fuel temperature in the fuel pump 21 in the fuel tank 20. A fuel temperature sensor 64 is provided integrally.

The actuators and sensors / switches provided in the engine system are connected to an engine control unit (ECU) 70 shown in FIG. This ECU 7
0 corresponds to one of the control devices # 01, # 02, # 03, # 04, # 05,... Constituting the network 101 of the vehicle 100, for example, the control device # 02. And the CP
U71, ROM72, RAM73, backup RAM
74, a network controller 75 for a vehicle-mounted network, a counter / timer group 76, and an I / O interface 77 are connected to each other via an internal bus 70a.
01a and other control devices mounted on the vehicle.

The ROM 72 includes a mask ROM in which data is printed by a photomask at a manufacturing stage, and an EEPROM in which data can be electrically rewritten, for example, a flash ROM in which data can be collectively erased on board and easily rewritten. Is included. The mask ROM stores, for example, a communication program via the network controller 75, a program for writing a program, constants, and the like to the EEPROM through communication with an external device, and the EEPROM has a meaning in an early stage of a product. The data is not stored, and when the ECU 70 is installed in the vehicle, the inspection tool 156b of the line end 156 is used.
An engine control program such as fuel injection control and ignition timing control, and data corresponding to the vehicle type such as control constants are written via the CPU.

The counter / timer group 76 includes a free-run counter and a cylinder discrimination sensor signal (cylinder discrimination pulse).
Counters, such as an input counter, a fuel injection timer, an ignition timer, a periodic interrupt timer for generating a periodic interrupt, a timer for measuring an input interval of a crank angle sensor signal (crank pulse), and a system abnormality monitor For convenience, various timers such as a watch dog timer are generally used, and other various software counters and timers are used.

The ECU 70 includes a constant voltage circuit 78 for supplying a stabilized power to each unit, and an I / O interface 7.
7 and a peripheral circuit such as an A / D converter 80. The constant voltage circuit 78 is connected to the battery 82 via the first relay contact of the power supply relay 81 having two relay contacts, and is also directly connected to the battery 82, and the ignition switch 83 is turned on. When the contact of the power relay 81 is closed,
While supplying power to each unit in the ECU 70, the backup RAM 74 is always supplied with backup power regardless of whether the ignition switch 83 is ON or OFF. Further, the fuel pump 21 is connected to the battery 82 via a relay contact of a fuel pump relay 84, and the electric motor type radiator fan 48 is connected via a relay contact of a radiator fan relay 86.
A power supply line for supplying power from the battery 82 to each actuator is connected to the second relay contact of the power supply relay 81.

The input port of the I / O interface 77 is connected to an ignition switch 83, an idle switch 51b, a knock sensor 53, a crank angle sensor 59, a cylinder discriminating sensor 61, a vehicle speed sensor 65, and the like. Further, an input port of the I / O interface 77 is connected to an intake air amount sensor 50a, an intake air temperature sensor 50b, and a throttle opening sensor 5 through an A / D converter 80.
1a, intake pipe pressure sensor 52, cooling water temperature sensor 54, E
GR gas temperature sensor 55, front air-fuel ratio sensor 56,
A rear air-fuel ratio sensor 57, an internal pressure sensor 62, a fuel level sensor 63, a fuel temperature sensor 64, an atmospheric pressure sensor 66 built in the ECU 70, and the like are connected, and a battery voltage VB is input and monitored.

On the other hand, the output port of the I / O interface 77 has a relay coil of the power supply relay 81, a relay coil of the fuel pump relay 84, a relay coil of the radiator fan relay 86, the ISC valve 14, the injector 1
5, an atmosphere release valve 27, a CPC valve 29, an EGR valve 31, an alarm lamp (MIL lamp) 85 for notifying the occurrence of an abnormality, and the like are connected via a drive circuit 79, and the igniter 1
8 are connected.

In the ECU 70, the control program stored in the ROM 72 is executed by the CPU 71, and the ECU 70 processes the detection signals from the sensors and switches input via the I / O interface 77, the battery voltage VB, and the like. Various data stored in the RAM 73, various learning value data stored in the backup RAM 74,
Based on the fixed data and the like stored in the OM 72, a fuel injection amount, an ignition timing, a control amount for each actuator, and the like are calculated, and an air-fuel ratio control (fuel injection control), an ignition timing control, an idle speed control, an evaporative purge control, It performs engine control such as EGR control and radiator fan control.

At the same time, the ECU 70 monitors whether or not there is any abnormality in the engine system including the engine 1 and the peripheral devices by using a self-diagnosis function.
Store trouble data in M74. In this case, in the self-diagnosis of the actuator, in addition to the parameters used for the diagnosis, in addition to the parameters used for the diagnosis, in addition to the parameters used for the diagnosis, in addition to the parameters used for the diagnosis, not only at the time of abnormality determination but also in the normal range. The operation state parameters and control state parameters that affect the control amount of the actuator, the operation state parameters and the control state parameters that are changed by the operation of the actuator, are mainly stored in the backup RAM 74 at the time of diagnosis and before and after the diagnosis. The mobile phone 11 from the network 101
0 to the central information management center 151.

Next, the function diagnosis of the actuator by the self-diagnosis function of the ECU 70 and the processing of the diagnosis information will be described.

The function diagnosis of the actuator is performed by the routine shown in FIG. In this routine, first,
In step S10, it is determined whether or not a diagnosis execution condition is satisfied. Then, when the diagnosis execution condition is not satisfied, the routine exits as it is, and when the diagnosis execution condition is satisfied,
The process proceeds to step S11 to execute the diagnosis.

In step S11, a signal for driving the actuator to be diagnosed is output. In step S12, input values such as operating state parameters and control parameters to be changed with the operation of the actuator are used for diagnosis. It is used as an input parameter to check whether or not the diagnostic input parameter has a predetermined change. Then, as shown in the following diagnostic examples (1) to (8), when there is a predetermined change in the diagnostic input parameters, step S1 is executed.
In 3 it is determined that the actuator to be diagnosed is normal,
If there is no predetermined change in the diagnostic input parameters, it is determined in step S14 that the diagnostic target actuator is abnormal. In the following diagnostic examples, in all diagnoses, when the abnormal state is continued for a predetermined time or more or a predetermined rotation or more, it is finally determined that the abnormality is abnormal.

(1) Function Diagnosis of the Evaporation Purge System for the Atmospheric Release Valve 27 After the leak diagnosis is completed by closing the negative pressure by using the evaporative purge system as a closed circuit, the atmosphere open / close valve 27 of the canister 26 is switched from closed to open. The pressure in the evaporation purge system detected by the internal pressure sensor 62 is used as a diagnostic input parameter. And when the change of the system pressure is below the set value,
It is determined that the air release valve 27 is stuck in the closed state and air is not introduced into the evaporative purge system from the fresh air inlet of the canister 26, and it is determined that the air release valve 27 is abnormally closed and stuck.

(2) Diagnosis of Function for CPC Valve 29 of Evaporative Purge System Before the negative pressure is introduced into the evaporative purge system and leak diagnosis is started, the evaporative purge detected by the internal pressure sensor 62 when the evaporative purge system is closed. The system pressure is used as a diagnostic input parameter, and when the change in the system pressure is greater than or equal to a set value in the negative direction, the CPC valve 29 is opened despite the control of the valve closing operation. Assuming that the negative pressure of the intake system is introduced into the evaporative purge system, C
It is determined that the PC valve 19 is stuck in the open state and is stuck open.

(3) Function diagnosis for the heater of the front air-fuel ratio sensor 56 (heater of the rear air-fuel ratio sensor 57) When an energization control signal, for example, a duty control signal is output to the heater and the heater is energized, the sensor element The impedance is measured and used as a diagnostic input parameter. If the impedance of the sensor element is larger than the set value in spite of the fact that the duty ratio is larger than the set value (the energization amount is large), it is determined that an abnormality such as deterioration of the sensor element or heater disconnection has occurred.

(4) Function Diagnosis of ISC Valve 14 During the idle operation, the opening of the ISC valve 14 is controlled to control the engine speed to the target speed. If the engine speed does not converge within the set value range with respect to the target speed in spite of the control of the engine speed, it is determined to be abnormal.

(5) Diagnosis of function for radiator fan 48 In the idling state, the radiator fan 48
After the change from the FF operation to the ON operation, if the cooling water temperature does not decrease using the cooling water temperature as a determination input parameter, it is determined that an abnormality has occurred.

(6) Diagnosis of function for supercharging pressure control valve (in the case of supercharged engine) Control of reduction of supercharging pressure when the control amount for the supercharging pressure control valve, for example, the duty ratio of the duty control signal is equal to or less than a set value. In the state, the supercharging pressure is used as a parameter for determination input, and when the supercharging pressure is equal to or higher than a set value, it is determined that an abnormality is present.

(7) Function Diagnosis for Electric Throttle (Electronically Controlled Throttle Type Engine) In the electric throttle opening control, the actual throttle opening detected by a sensor or the like is used as a diagnostic input parameter to determine the target throttle opening and the target throttle opening. If the difference from the actual throttle opening is equal to or larger than the set value, it is determined that there is an abnormality.

(8) Diagnosis of Function for Variable Valve Timing Control Valve (In the Case of Engine with Variable Valve Timing Mechanism) In valve timing control by the variable valve timing mechanism, the actual valve timing detected by a sensor or the like is used as a diagnostic input parameter, If the difference between the valve timing and the actual valve timing is equal to or greater than the set value, it is determined that an abnormality has occurred.

Thereafter, the process proceeds to step S15, and it is diagnosed whether there is a cause of an abnormality not detected in the diagnosis based on the previous operation of the actuator, or whether there is a disconnection or a short-circuit that causes the detected abnormality. The diagnosis of the disconnection / short circuit is made by checking whether the output value to the actuator to be diagnosed is too small or too large and out of a specified range in the specification. Then, when it is finally determined that there is an abnormality in the actuator to be diagnosed itself or the peripheral system, the MIL lamp 85 is turned on or blinked to warn the driver, and the diagnostic processing ends.

The function diagnosis information of the actuator described above includes:
The information is stored in the backup RAM 74 in the ECU 70 by the diagnostic information processing routine of FIG. The diagnostic information in the backup RAM 74 is stored on the mobile phone 11 by the user.
When the vehicle information is transmitted using 0, the vehicle information is transmitted to the central information management center 151 as a part of the vehicle information of the vehicle 100, and is stored in the database DB.

In the diagnostic information processing routine shown in FIG.
In step S50, it is determined whether a failure determination has been made. Then, if the failure determination is made, step S
From step 50, the process proceeds to step S51, in which operating state parameters such as engine speed, engine load, cooling water temperature, vehicle speed, time after engine start, fuel temperature, fuel level, etc. The data is stored and saved in the backup RAM 74 by the amount.

Next, the routine proceeds to step S52, in which the fuel injection amount, air-fuel ratio, air-fuel ratio correction amount, air-fuel ratio learning value, ignition timing,
The control state parameters such as the evaporation purge amount and the ISC control amount are stored and stored in the backup RAM 74 for a predetermined number of times of ignition or a predetermined time before and after the execution of the diagnosis. Then, in step S53, the diagnostic parameters directly used in the function diagnosis of the actuator are stored in association with the operation state and the control state, and
In step S54, a failure code corresponding to the occurrence of the failure is stored, and the process proceeds to step S58. In addition, the operation state parameter,
The control state parameters are respectively stored in the backup RAM
Considering the storage capacity of 74 and the diagnostic specification of the target actuator, the parameters may be limited to representative parameters strongly related to the operation of the actuator.

On the other hand, in step S50, if the failure determination is not established and the failure is not a clear failure, the process proceeds from step S50 to step S55, where the diagnosis result approaches the failure level, and a failure will occur in the near future. Check whether the possibility is within the setting range. If the diagnostic result is not within the set range, the process jumps from step S55 to step S58. If the diagnostic result is within the set range, the process proceeds from step S55 to step S56 and subsequent steps. In steps S56 and S57, Step S52,
As in S53, the control state parameters and the diagnostic parameters used in the diagnosis are stored and saved in the backup RAM 74, and the process proceeds to step S58.

In step S58, the user's mobile phone 1
It is checked whether or not there is a data transmission request associated with the vehicle information transmission operation of No. 10. If there is no data transmission request, the process exits the routine. If there is a data transmission request, the process proceeds to step S59 to transmit the data in the backup RAM 74 via the in-vehicle network 101 and exit the routine. The diagnostic information in the backup RAM 74 excluding the trouble data is cleared after the data is transmitted to the central information management center 151 to secure a storage area for the next diagnosis.

On the other hand, in the central information management center 151,
The information processing shown in FIG. 7 is executed by the host computer 151a. In this process, first, the first step S10
At 0, it is determined whether or not vehicle information has been received from the user's access from the mobile phone 110. If no data is received, the process exits the routine. If data is received, the process proceeds to step S101, and the data type and correspondence of the vehicle information are determined based on the vehicle number, the user identification code, the mileage, the date and time of data reception, and the like. In step S102, it is checked whether or not the vehicle information includes a diagnosis determination result indicating that there is a failure.

As a result, if the result of the determination that there is a failure is not included, and if there is no particular abnormality, the process jumps from step S102 to step S106. If there is a failure determination result, the process proceeds from step S102 to step S102.
Proceeding to 103, various data such as operating state parameters, control state parameters, and diagnostic parameters corresponding to the occurrence of the failure are obtained. Next, the process proceeds to step S104, in which the obtained data is analyzed to estimate the failure site of the system or the component. In step S105, a service procedure for repair / inspection is determined, and the process proceeds to step S106.

That is, if any of the engine actuators is determined to be faulty by the self-diagnosis of the vehicle (ECU 70), the control amount of the actuator, the input parameters to be changed by the operation of the actuator,
Based on the determination threshold for failure determination, the failure code, and the operating and control states at the time of diagnosis and before and after diagnosis, the type of the failure and the degree of the failure are confirmed, and parts and service procedures required for repair are determined.

Then, in step S106, all the information of the vehicle is obtained, and in step S107, the aging of the parts and the system is grasped from the initial information of the vehicle, and the deterioration state is calculated. Then, the process proceeds to step S108 to estimate the deterioration characteristics of each component or system. For example, a change in data of the vehicle-mounted control device accumulated in time series, for example, a change in learning value data, a change in input / output data or control data (calculated data) under predetermined conditions, and a change with time of the system or component. By comprehending the information and comparing the initial information of the vehicle by the line end inspection with the corresponding data transmitted from the user, the deterioration progress of components and systems such as sensor system and actuator system is calculated.

Next, the process proceeds to step S109, in which the life of each component is estimated from the state of deterioration of each component or system, and in step S110, a time when service is required for the corresponding component is calculated. Then, in step S111, repair /
The user is notified of the location requiring inspection and the determination result of the service time. In step S112, a service factory such as a dealer is notified of vehicle information, notification information to the user, service procedure,
Notify various information such as service parts (preparation parts). Thereafter, the process proceeds to step S113, where the contents are recorded in the database DB together with the history data of each vehicle by the vehicle body number and the user identification code, and the process ends.

That is, even if the on-board diagnosis on the vehicle side determines that the actuators of the engine system are normal, if they are within the set range close to the failure level, the control amount of the actuators and the actuator Input parameters to be changed by the operation of the vehicle, diagnostic parameters such as a failure determination determination threshold, and operating and control states at the time of diagnosis and before and after the diagnosis are received from the vehicle side, and the current actuator state is compared with the failure determination level. It is possible to determine the level of the failure, and to judge whether or not a failure will occur in the near future together with the estimated deterioration state of each component. Then, the appropriateness of the actuator function is confirmed by feeding back to the relevant departments the deterioration tendency of parts for each vehicle, the estimation result of the failed parts, the time or mileage to reach the failure, the effect on exhaust gas emissions, etc. In addition, the reliability and durability can be improved, and the diagnostic specification and the engine controllability can be evaluated.

As a result, the user can be notified of the timing of the inspection before the actuator fails, not only can the cost and time required for repair be reduced, but also the diagnostic information distributed at the service factory. Thereby, advance arrangement of the corresponding parts and smooth operation of the work plan can be performed.

[0068]

As described above, according to the present invention, the diagnostic information of the actuators of the vehicle of each user is collectively managed and utilized effectively, and it is possible to notify the inspection time before the occurrence of the failure, With feedback to related departments,
Through evaluation of diagnostic specifications and evaluation of controllability, it is possible to contribute to improvement of system reliability.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle management system.

FIG. 2 is an explanatory diagram showing a network system of a vehicle;

FIG. 3 is an overall view of an engine system.

FIG. 4 is a circuit configuration diagram of an engine electronic control system.

FIG. 5 is a flowchart of an actuator function diagnosis routine on the vehicle side.

FIG. 6 is a flowchart of a diagnostic information processing routine on the vehicle side.

FIG. 7 is a flowchart of an information processing routine on the central information management center side.

[Explanation of symbols]

 Reference Signs List 100 vehicle # 01, # 02, # 03, # 04, # 05 control device 70 engine control device 110 mobile phone (data communication means) DB database

Claims (5)

[Claims] 1. The diagnostic information of an actuator self-diagnosed by a control device mounted on each vehicle is stored in an external database, and the operation state of the actuator of each vehicle is determined based on the diagnostic information stored in the database. A vehicle management system which analyzes and distributes the analysis result to at least one of a user of the vehicle and a department having an access right to the database. 2. The vehicle management system according to claim 1, wherein the diagnostic information includes at least one of a parameter representing an operating state and a parameter representing a control state, in addition to the parameters used for diagnosing the actuator. . 3. The vehicle management system according to claim 1, wherein the diagnosis information includes data when a failure level is approached even if the diagnosis result is within a normal range. 4. The diagnostic information according to claim 1, wherein the diagnostic information is information including data during a predetermined period from the start of the diagnosis or from the start of the diagnosis to the end of the diagnosis. Vehicle management system. 5. An individual vehicle comprising data communication means capable of wirelessly communicating data of a control device mounted on the vehicle to the outside in real time, receiving diagnostic information transmitted from the data communication means, and The vehicle management system according to claim 1, wherein the vehicle management system stores the information in a database.