JP2003345421A - Vehicle management system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make it possible to notify an inspection time prior to the occurrence of a trouble and to improve system reliability by integrally managing and effectively utilizing diagnostic information on a sensor system relating to the control of a transmission installed in an individual user's vehicle. <P>SOLUTION: When a host computer receives vehicle information, the computer identifies the information and checks whether the information includes a diagnosed result with a trouble (S100-S102). If a trouble is found, the computer obtains various data, identifies the trouble portion, and determines a service plan (S103-S105) for previous arrangement of corresponding parts to smoothly carry out the work plan. If a trouble is not found, the computer obtains all information of the vehicle, calculates a degraded state of each part or the system, predicts degradation characteristics and life, and calculates a time necessary for a service (S106-S110). Then, the computer notifies the user of the result and time for the service and also notifies a dealer of various information, and records the information in a database (S111-S113). Thus, the system notifies the user of the inspection time prior to the occurrence of a trouble of the sensor system relating to the transmission control, to thereby reduce repair cost and time. <P>COPYRIGHT: (C)2004,JPO

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 collectively managing and effectively utilizing diagnostic information of a sensor system related to transmission control. The present invention relates to a vehicle management system.

[0002]

2. Description of the Related Art Generally, in transmission control of a vehicle such as an automobile, on-board diagnosis by a self-diagnosis function of an on-vehicle electronic control unit monitors whether a sensor system related to transmission control is functioning normally. If an abnormality is detected as a result of the on-board diagnosis, a warning light or the like is turned on to warn the driver and to prompt inspection and repair by entering a service factory such as a dealer. I have. 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. .

[0003] As a failure diagnosis apparatus of this type, there is a failure diagnosis apparatus disclosed in Japanese Patent Publication No. 7-15427 by the present applicant. This failure diagnosis device detects the data in the on-vehicle electronic control device, that is, the sensors stored in the on-vehicle electronic control device by connecting the failure diagnosis device main body or an external expert system computer to the failure diagnosis device main body. It is possible to read signals, control signals output to actuators, operation data inside the system, etc., to search for a defective portion or cause of a failure, and to perform necessary repair or adjustment.

[0004]

However, conventionally,
The on-board diagnosis of the vehicle is utilized 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, and after a failure occurs in the sensor system, Inspection and repair become possible only after the diagnostic data is read out by an external failure diagnostic device.

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 a sensor system related to control of a transmission mounted on a vehicle of each user, and performs inspection before a failure occurs. It is an object of the present invention to provide a vehicle management system that enables advance notice of time and improves system reliability.

[0006]

In order to achieve the above object, according to the present invention, diagnostic information of a sensor system related to control of a transmission mounted on each vehicle is stored in an external database. Analyzing the operation state of the sensor system 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. A vehicle management system characterized in that:

According to a second aspect of the present invention, in the first aspect of the 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 parameters used for diagnosing the sensor system. 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 the diagnosis result approaches the failure level even if the diagnosis result is within the normal range. I do.

The invention according to claim 4 is the invention according to claims 1, 2, 3
In the invention described in any one of the above items, the diagnostic information is information including data during a predetermined period from the start of diagnosis or from the start of diagnosis to the end of diagnosis.

[0010] The invention according to claim 5 is based on claims 1, 2, and
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, diagnostic information of a sensor system related to control of a transmission mounted on each vehicle is stored in an external database, and individual diagnostic information is stored based on the diagnostic information stored in the database. The operating state of the sensor system of the vehicle is analyzed. Then, by distributing the analysis result to at least one of the user having the right to access the database and the user of the corresponding vehicle, it is possible to notify the user before an abnormality actually occurs in the sensor system of the vehicle,
Feedback to related departments can contribute to improving the reliability of the system through evaluation of diagnostic specifications and controllability of transmission control.

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 sensor system. As described in the third aspect of the present invention, it is desirable to include data at the time of approaching the failure level even if the diagnosis result is within the normal range. Further, as in the invention according to claim 4, the diagnostic information is:
It is desirable to use 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.

Furthermore, 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.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 8 relate to one 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, and FIG. 3 is a circuit configuration diagram of a transmission control system. 4 is a flowchart of a diagnostic routine applied to an analog output sensor system, FIG. 5 is a flowchart of a diagnostic routine applied to a digital output sensor system (1), and FIG. 6 is a digital output sensor system (2).
Flowchart of a diagnostic routine applied to the vehicle, FIG. 7 is a flowchart of a diagnostic information processing routine on the vehicle side,
FIG. 8 is a flowchart of an information processing routine on the central information management center side.

FIG. 1 shows an example of storing and managing initial values of vehicle control information on a production line of a factory, managing the vehicle health status of each vehicle of each user in the market in real time for 24 hours, and giving the user the latest self-service. 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.

Vehicle 100 and 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 user needs to use the mobile phone 1 dedicated to the vehicle 100.
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 time-series history information for each user. 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, as the management contents of the vehicle 100 by the above-described vehicle management system, management of diagnostic information of a sensor system related to transmission control of the vehicle will be described. First, the electronic control system of the transmission will be described, and then the processing related to the diagnosis of the sensor system related to the transmission control and the information processing of the central information management center 151 will be described.

In FIG. 3, reference numeral 70 denotes a transmission control unit (TCU) for controlling a transmission mounted on the vehicle 100.
And 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. In the present embodiment, a torque converter 51 having a lock-up clutch 50 for engaging an impeller and a turbine as a speed change drive system connected to the output shaft of the engine 1.
A transmission 52 having a clutch mechanism unit including various hydraulic clutches and various hydraulic brakes for performing forward / reverse switching and speed change switching, and a main transmission mechanism unit including planetary gears is connected in series. Automatic transmission. The transmission 52 is provided with a hydraulic control unit 53 integrally formed including various control valves such as a linear solenoid valve and a switching solenoid valve for controlling a line pressure and a pilot pressure to each mechanism unit. .

The TCU 70 is an electronic control unit mainly composed of a microcomputer.
ROM 72, RAM 73, backup RAM 74, network controller 75 for in-vehicle network, counter / timer group 76, and I / O interface 7
7 are connected to each other via an internal bus 70a,
It is interconnected from the network controller 75 to another control device mounted on the vehicle via the external bus 101a.

The ROM 72 includes a mask ROM in which data is printed by a photomask in a manufacturing stage, and an EEPROM in which data can be electrically rewritten, for example, a flash ROM in which data can be erased collectively 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. In the EEPROM, meaningful data is not stored at an early stage of the product, and when the TCU 70 is incorporated in the vehicle, the inspection tool 15 of the line end 156 is not stored.
Data according to the vehicle type, such as a transmission control program and control constants, is written via 6b.

The counter / timer group 76 includes various counters such as a free-run counter, a counter for counting the input of various signals, a timer for a periodic interrupt for generating a periodic interrupt, and a watchdog timer for monitoring a system abnormality. Various timers are collectively referred to for convenience, and other various software counters and timers are used.

The TCU 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 power is supplied to each unit in the TCU 70, backup power is always supplied to the backup RAM 74 regardless of whether the ignition switch 83 is ON or OFF. 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.

An input port of the I / O interface 77 has an ignition switch 83, a vehicle speed sensor 84 for detecting a vehicle speed from a transmission output shaft speed, and a turbine speed as a transmission input shaft speed. , A front wheel rotation sensor 86 for detecting the rotation speed of the vehicle front wheel, a rear wheel rotation sensor 87 for detecting the rotation speed of the vehicle rear wheel, and ON by the brake operation.
A brake switch 88 to be turned on, an inhibitor switch 89 to be turned on in accordance with an operation position of a select mechanism (not shown), and the like are connected. Further, the I / O interface 77
The throttle opening sensor 90 for detecting the throttle opening through an A / D converter 80
A cooling water temperature sensor 91 for detecting a cooling water temperature, an ATF oil temperature sensor 92 for detecting an automatic transmission oil (ATF) oil temperature, a hydraulic sensor 93 for detecting a pressure of a hydraulic circuit, and the like are connected. , And the battery voltage VB is input and monitored. On the other hand, the I / O interface 77
The output ports are connected to a relay coil of a power supply relay 81 and actuators such as a linear solenoid valve and a switching solenoid valve of the hydraulic control unit 53 via a drive circuit 79.

In the TCU 70, a control program stored in a ROM 72 is executed by a CPU 71, and a detection signal from sensors and the like, a battery voltage VB and the like input through an I / O interface 77 are processed.
Various data stored in 3 and backup RAM 7
4 based on various learning value data stored in the ROM 72, fixed data stored in the ROM 72, and the like, the engagement state (engagement, slip, release) and the shift pattern of the lock-up clutch 50 are determined in accordance with the operation state. Each actuator of the control unit 53 is driven to perform transmission control.

At the same time, the TCU 70 monitors whether there is any abnormality in the transmission system including the transmission and its peripherals by a self-diagnosis function, and when an abnormality is detected, turns on or blinks a warning light (not shown). Backup RAM 7
Store the trouble data in 4. In this case, when diagnosing a sensor system (including sensors and its input system) related to transmission control, not only when an abnormality is determined, but also when the state is close to the failure level even in the normal range. In addition to the parameters used in the diagnosis, the operating state parameters and the control state parameters, especially the operating state parameters and other related parameters detected by the sensor, the control state and other related parameters based on the signal from the sensor, etc. are mainly used for diagnosis. Before and after the diagnosis, the information is stored in the backup RAM 74 and transmitted from the network 101 of the vehicle 100 to the central information management center 151 via the mobile phone 110.

Next, the diagnosis of the sensor system and the processing of the diagnostic information related to the transmission control will be described with reference to the flowcharts shown in FIGS. In this embodiment, T
An example in which a sensor diagnosis is performed by the CU 70 will be described. This diagnosis is performed by a network 150 such as a central information management center 151, a development headquarters 152, a software development environment 153, a sales and service headquarters 154, and an inspection and quality assurance headquarters 155. May be performed in the corresponding department connected to the. In this case, the diagnosis program is not required for each vehicle, and the calculation load on the TCU 70 is reduced. Also, only the data to be diagnosed is transmitted from the vehicle to the central information management center 151 at the time of communication, so that the burden of communication is reduced.

FIG. 4 shows a throttle opening sensor 90, a cooling water temperature sensor 91, an ATF oil temperature sensor 92, a hydraulic pressure sensor 93, and other components such as an accelerator pedal sensor and a suction pipe pressure sensor. It is a diagnostic routine applied to a sensor system with analog output such as
First, in step S10, a sensor value VIN output from a sensor to be diagnosed is input, and this sensor value VIN is input.
Is determined to be equal to or less than a first determination threshold V1 for the sensor to be diagnosed.

If VIN> V1, it is checked in step S11 whether the sensor value VIN exceeds a second determination threshold V2 for the sensor to be diagnosed. The first determination threshold V1 corresponds to the lower limit of the output of the range normally obtained by the characteristics of each sensor, and the second determination threshold V2 is the upper limit of the output of the range normally obtained by the characteristics of each sensor. It is equivalent to a value.

As a result, in steps S10 and S11, V1
If <VIN ≦ V2 and the sensor value of the sensor to be diagnosed falls between the lower limit value and the upper limit value, the process proceeds to step S12, and first and second timers (both are down count timers) described later. ) Set the set times TSET1 and TSET2 that define the diagnosis time in TM1 and TM2 respectively, and in step S13, determine that the sensor to be diagnosed is normal and exit the routine.

On the other hand, in step S10, VIN ≦
VI, and if the sensor value VIN of the sensor to be diagnosed is equal to or less than the lower limit value, the process proceeds from step S10 to step S14 to set the set time TSET2 in the second timer TM2, and then in step S15, the first timer TM1 is 0
Find out if you have reached If TM1 ≠ 0, the first timer TM1 is counted down in step S16 (TM1 ← TM1-1), and the routine exits.
If M1 = 0, that is, if the state in which the sensor value is equal to or lower than the lower limit value continues to reach the diagnosis time determined by the set time TSET1, it is determined in step S20 that a failure has occurred in the diagnosis target sensor. The warning light is turned on or blinked to warn the driver, and the routine exits.

In step S11, VIN>
V2, and if the sensor value VIN of the sensor to be diagnosed exceeds the upper limit, the process proceeds from step S11 to step S11.
Proceeds to 17 to set the first timer TM1 to the set time TSET1.
Is set in step S18, the second timer TM
Check if 2 has reached 0. And TM2 ≠
In the case of 0, the second timer TM1 is counted down in step S19 (TM2 ← TM2-1), and the routine exits. In the case of TM2 = 0, that is, the state where the sensor value exceeds the upper limit continues. If the diagnosis time determined by the set time TSET2 has been reached, in step S20, it is determined that a failure has occurred in the sensor to be diagnosed, and a warning lamp is turned on or blinked to warn the driver and the routine exits.

Next, among the sensor systems related to the transmission control, a diagnosis for a digital output sensor will be described by taking a turbine rotation sensor 85, a front wheel rotation sensor 86, and a rear wheel rotation sensor 87 as examples. The front wheel rotation sensor 8
6 and the rear wheel rotation sensor 87 as a digital output sensor system (1) with reference to the flowchart of FIG. 5, and a digital output sensor system (2) for the turbine rotation sensor 85 and the front wheel rotation sensor 86. ) Will be described with reference to the flowchart of FIG.

FIG. 5 shows a routine for diagnosing the front wheel rotation sensor 86 and the rear wheel rotation sensor 87 based on the consistency of their output values. First, in step S30, the output pulse of the front wheel rotation sensor 86 is output. Front wheel speed N1 based on
Is less than or equal to the determination threshold A3. As a result, N1 <
In the case of A3, further in step S31, the rear wheel rotation sensor 87
It is determined whether or not the rear wheel rotation speed N2 based on the output pulse is less than the determination threshold value A3. The judgment threshold value A3 is determined by each rotation sensor 8
This is for confirming the presence or absence of the pulse output from 6, 87.

As a result, if N1 <A3 and N2 <A3, the process proceeds from step S31 to step S32, in which there is no pulse output from the front wheel rotation sensor 86 and the rear wheel rotation sensor 87, and the respective outputs match. Double rotation sensor 8
6, 87 determine that they are normal. And step S
At 33, a set value TSET3 for determining a diagnosis time is set in a timer (down counter) TM3, and the routine exits. In step S31, if N2 ≧ A3 (if N1 <A3 and N2 ≧ A3), step S31 is executed.
The process advances from step 31 to step S34 to check whether the timer TM3 has reached 0 and the count has ended. As a result, TM
If 3 ≠ 0, the timer TM3 is counted down in step S35 (TM3 ← TM3-1), and the routine exits.

Thereafter, the state of N1 <A3 and N2 ≧ A3 continues, and when TM3 = 0 in step S34,
That is, if the state in which the pulse is output from the front wheel rotation sensor 86 despite the output of the pulse from the rear wheel rotation sensor 87 continues for the diagnosis time determined by the set value TSET3, the process proceeds from step S34 to step S34. Proceeding to S36, it is determined that the front wheel rotation sensor 86 is abnormal, and the warning lamp is turned on or blinked to issue a warning to the driver, and the process exits the routine.

On the other hand, in step S30, N1 ≧ A3
In step S30, the process proceeds from step S30 to step S37, and it is determined whether or not the rear wheel rotation speed N2 based on the output pulse of the rear wheel rotation sensor 87 is less than the determination threshold A3. And
If N2 ≧ A3 (if N1 ≧ A3 and N2 ≧ A3), the process proceeds from step S37 to the above-described step S32, where there is a pulse output from the front wheel rotation sensor 86 and the rear wheel rotation sensor 87, and the outputs of both are matched. Therefore, both the rotation sensors 86 and 87 are determined to be normal.

In step S37, N2 <A
In the case of N3 (if N1 ≧ A3 and N2 <A3), the process proceeds from step S37 to step S38, where the timer TM3
To determine whether or not has reached 0 and the count has ended. As a result, if TM3 ≠ 0, step S3
9 to count down the timer TM3 (TM3 ← TM
3-1) Exiting the routine, when TM3 = 0, that is, a diagnosis time period in which the pulse output from the front wheel rotation sensor 86 but no pulse output from the rear wheel rotation sensor 87 is determined by the set value TSET3 If only the continuation is continued, it is determined in step S40 that the rear wheel rotation sensor 87 is abnormal, and the warning lamp is turned on or blinked to warn the driver, and the process exits the routine.

Next, the routine of FIG. 6 for diagnosing the turbine rotation sensor 85 and the front wheel rotation sensor 86 based on the consistency of the output values will be described.

In this routine, first, at step S50
Then, it is determined whether or not the front wheel rotation speed N1 based on the output pulse of the front wheel rotation sensor 86 is less than the determination threshold A4. as a result,
If N1 <A4, it is further checked in step S51 whether or not the turbine rotation speed Nt based on the output pulse of the turbine rotation sensor 85 is less than the determination threshold A4. The determination threshold A4 is for confirming the consistency between the presence / absence of a pulse output from the turbine rotation sensor 85 and the presence / absence of a pulse output from the front wheel rotation sensor 86.

As a result, if N1 <A4 and Nt <A4, the process proceeds from step S51 to step S52, where there is no pulse output from the front wheel rotation sensor 86 and no pulse output from the turbine rotation sensor 85. The output states match, and both rotation sensors 85 and 86 are determined to be normal. Then, in step S53, the timer (down counter) TM4 sets the diagnosis value T
Set SET4 and exit the routine.

In step S51, Nt ≧ A
4 (N1 <A4 and Nt ≧ A4), the process proceeds from step S51 to step S54, where the timer TM4
To determine whether or not has reached 0 and the count has ended. As a result, if TM4 ≠ 0, the timer T
Count down M4 (TM4 ← TM4-1) and exit the routine.

Thereafter, the state of N1 <A4 and Nt ≧ A4 continues, and when TM4 = 0 in step S54,
That is, if the state in which the pulse is output from the front wheel rotation sensor 86 despite the pulse output from the turbine rotation sensor 85 continues for the time determined by the set value TSET4, the process proceeds from step S54 to step S56. The process proceeds to determine that the front wheel rotation sensor 86 is abnormal, turns on or blinks a warning lamp to issue a warning to the driver, and exits the routine.

On the other hand, in step S50, N1 ≧ A4
If it is, the process proceeds from step S50 to step S57, and it is determined whether or not the turbine rotation speed Nt based on the output pulse of the turbine rotation sensor 85 is less than the determination threshold A4.
If Nt ≧ A4 (N1 ≧ A4 and Nt ≧ A4
), The process proceeds from step S57 to step S52 described above, where the front wheel rotation sensor 86 and the turbine rotation sensor 85
, And the output states of the two rotation sensors 85 and 86 are determined to be normal.

In step S57, Nt <A
4 (N1 ≧ A4 and Nt <A4), the process proceeds from step S57 to step S58, and the timer TM4
To determine whether or not has reached 0 and the count has ended. As a result, if TM4 ≠ 0, step S5
9 to count down the timer TM4 (TM4 ← TM
4-1), the routine is exited, and when TM4 = 0, that is, a state where a pulse is not output from the turbine rotation sensor 85 despite a pulse output from the front wheel rotation sensor 86 is determined by the set value TSET4. If the determination is continued for the determined time, it is determined in step S60 that the turbine rotation sensor 85 is abnormal, and the routine exits the routine by turning on or blinking a warning lamp to warn the driver.

The above diagnostic information of the sensor system is stored in the backup RAM 74 in the TCU 70 by the diagnostic information processing routine of FIG. This backup RAM 7
The diagnostic information in 4 is transmitted to the central information management center 151 as a part of the vehicle information of the vehicle 100 when the user transmits the vehicle information using the mobile phone 110, and is stored in the database DB.

In the diagnostic information processing routine shown in FIG.
In step S70, it is checked whether a failure determination has been made. Then, if the failure determination is made, step S
The routine proceeds from step 70 to step S71, in which operating state parameters relating to the function of the sensor to be diagnosed, for example, the turbine speed of the transmission (the input shaft speed of the transmission), the vehicle speed (the output shaft speed of the transmission), the front wheel speed, and the rear Wheel speed, throttle opening,
ATF oil temperature, cooling water temperature, hydraulic circuit pressure, engine start time, and other data transmitted from another control device mounted on the vehicle via the external bus 101a (for example, an engine transmitted from the engine control device to the TCU 70). Rotation speed etc.)
Are stored and stored in the backup RAM 74 for a predetermined time before and after the execution of the diagnosis.

Next, the routine proceeds to step S72, where control state parameters relating to the function of the sensor to be diagnosed, for example, the engagement state of the lock-up clutch 50 (engagement, slip,
Release), and the transmission ratio and other parameters are stored and saved in the backup RAM 74 for a predetermined time before and after the execution of the diagnosis. Then, in step S73, the diagnostic parameters directly used in the diagnosis of the sensor system are stored in association with the regions according to the operating state and the control state, and in step S74, the failure code corresponding to the occurrence of the failure is stored. Proceed to step S78. 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 specifications of the target sensor, the parameters may be limited to representative parameters strongly related to the operation of the sensor.

On the other hand, in step S70, if the failure determination is not established and the failure is not a clear failure, the process proceeds from step S70 to step S75, where the diagnosis result approaches the failure level, and a failure will occur in the near future. Check whether the probability is high. For example, in the above-described diagnosis of the analog output sensor system (see FIG. 4), the continuation time during which the sensor value VIN is equal to or less than the determination threshold value V1 corresponding to the lower limit value or exceeds the determination threshold value V2 corresponding to the upper limit value is determined in advance. Even when it is determined that the diagnosis value is normal without reaching the set diagnosis time, a state in which the duration during which the sensor value VIN is equal to or less than the determination threshold value V1 or exceeds the determination threshold value V2 is close to the diagnosis time frequently occurs. In this case, it is determined that there is a high possibility that a failure will occur in the near future.

If the diagnosis result does not approach the failure determination level and the possibility of occurrence of a failure in the near future is low, the process jumps from step S75 to step S78, where the diagnosis result approaches the failure determination level. If there is a high possibility that a failure will occur in the near future, the process proceeds from step S75 to step S76 and thereafter. In steps S76 and S77, similarly to steps S72 and S73, the control state parameters and the diagnostic parameters used in the diagnosis are stored and saved in the backup RAM 74, respectively.
Proceed to 78.

In step S78, 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 S79 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. 8 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 sensors related to the transmission control is determined to be faulty by the self-diagnosis of the vehicle (TCU 70), the sensor value input from the sensor,
Check the type and extent of the failure based on other related parameters, failure thresholds for failure determination, failure codes, and operating and control states at the time of diagnosis and before and after diagnosis, and the parts and services required for repair. Determine the procedure.

Thereafter, in step S106, all the information of the vehicle is obtained, and in step S107, the aging of components and systems 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 sensors and actuators 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, the 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 sensor system related to the transmission control is determined to be normal in the on-board diagnosis on the vehicle side, but is approaching the failure level,
Receives input values from the sensor system, other related parameters, diagnostic parameters such as thresholds for failure determination, operating and control states at the time of diagnosis and before and after diagnosis from the vehicle side, and the current state of the sensor system fails. With respect to the level, it is possible to grasp the level, and it is possible to determine 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 function of the sensor system is verified by feeding back the deterioration tendency of parts for each vehicle, the estimation result of the failed parts, the time or mileage to reach the failure, the influence on the exhaust gas emission to the related departments, etc. Confirmation and improvement of reliability and durability can be performed, and evaluation of diagnostic specifications and controllability in transmission control can be performed.

As a result, the user can be notified of the inspection time before a failure occurs in the sensor system related to the transmission control, so that not only the cost and time required for repair can be reduced, but also at the service factory. According to the delivered diagnostic information, it is possible to arrange the corresponding parts in advance and smoothly operate the work plan.

[0066]

As described above, according to the present invention, the diagnostic information of the sensor system related to the control of the transmission mounted on the vehicle of each user is collectively managed and effectively utilized, and the inspection before the occurrence of a failure is performed. Not only can the timing be announced, but also feedback to related departments can contribute to improving the reliability of the system through evaluation of diagnostic specifications and controllability.

[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 a circuit configuration diagram of a transmission control system.

FIG. 4 is a flowchart of a diagnostic routine applied to an analog output sensor system.

FIG. 5 is a flowchart of a diagnostic routine applied to a digital output sensor system (1).

FIG. 6 is a flowchart of a diagnostic routine applied to a digital output sensor system (2).

FIG. 7 is a flowchart of a diagnostic information processing routine on the vehicle side.

FIG. 8 is a flowchart of an information processing routine on the central information management center side.

[Explanation of symbols]

100 vehicles # 01, # 02, # 03, # 04, # 05 Control device 70 Transmission control device 110 Mobile phone (data communication means) DB database

   ────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Hiroshi Tanaka             Fuji, 1-7-2 Nishi Shinjuku, Shinjuku-ku, Tokyo             Heavy Industry Co., Ltd. F-term (reference) 2G024 AB01 AB09 BA11 CA09 CA16                       CA17 CA18 EA02 FA14                 3D026 BA26 BA28 BA29                 5H223 AA10 EE05 EE13 FF06 FF08

Claims (5)

[Claims] 1. A diagnostic system according to claim 1, wherein diagnostic information of a sensor system relating to control of a transmission mounted on each vehicle is stored in an external database, and said diagnostic system of each vehicle is stored based on the diagnostic information stored in said database. A vehicle management system that analyzes an operation state 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 sensor system. system. 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.