JP2005247234A - Diagnosing device, control device, and power train of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To speedily detect an abnormality and inform an occupant of it by detecting actual energy outputted from a predetermined element (engine, motor, torque converter, clutch, transmission, final speed reduction gear, or the like), and by performing abnormal diagnosis of the element, in an automobile power train. <P>SOLUTION: This diagnosing device comprises an input section for inputting a signal of a torque sensor 7 for detecting an output torque of the element, and an output parameter determining section for determining an output parameter of the element based on the signal from the input section. The diagnosing device performs the abnormal diagnosis of the element according to the output parameter determined in the output parameter determining section. The output parameter is compared with a reference output parameter of the element determined using a means different from the torque sensor, thereby performing the abnormal diagnosis of the element. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automobile power train, and a diagnostic device and a control device thereof.

  In an automobile system, a power train (power transmission system) that transmits power from a driving force source (engine, motor, etc.) to driving wheels (tires) is an important factor.

  As a system for performing an abnormality determination of each element of the power train, there is known a system in which abnormality determination information of various sensors, each part of an automatic transmission and each part of an engine is collectively managed by an engine controller (for example, see Patent Document 1). By displaying these abnormality determination information in a lump, the occupant can recognize the abnormality.

JP-A-7-295627

  Abnormalities in the vehicle powertrain have a significant effect on driving performance. An object of the present invention is to quickly detect an abnormality in elements (engine, motor, torque converter, clutch, transmission, final reduction gear, etc.) constituting a power train.

  Abnormalities in the elements constituting the power train appear first as the efficiency of the elements deteriorates. For example, if some of the elements fail and the actual output parameters are lower than the reference output parameters such as the estimated output energy and target output energy that are output if the efficiency has not deteriorated, the efficiency will deteriorate. You can think that you are.

  Therefore, the output parameter of the element is obtained based on the signal of the torque sensor that detects the output torque of the element, and abnormality diagnosis of the element is performed according to the output parameter.

  Further, the abnormality diagnosis of the element is performed by comparing the output parameter with a reference output parameter of the element obtained by using a means different from the torque sensor.

  It is possible to quickly detect an abnormality in the elements constituting the power train.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a configuration diagram of an automobile system according to an embodiment of the present invention.

  In the automobile power train shown in FIG. 1, an engine 1 is provided as a driving force source, and the power of the engine 1 is transmitted to driving wheels 10 via a torque converter 5, a transmission 8, and a final reduction gear 9. It has a configuration.

  In the engine 1, an intake air amount is controlled by an electronically controlled throttle 2 (comprising a throttle valve, a drive motor, and a throttle sensor) provided in the intake pipe 15, and a fuel amount corresponding to the air amount is a fuel injection device (not shown). Is injected from. Further, the ignition timing is determined from signals such as the air-fuel ratio and engine speed determined from the air amount and the fuel amount, and ignition is performed by an ignition device (not shown). The fuel injection device has an intake port method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder, and is determined by an operating range (engine torque and engine speed) required for the engine. It is desirable to select an engine that can reduce fuel consumption and has good exhaust performance.

  Inside the torque converter 5 interposed between the engine 1 and the input shaft 12 of the transmission 8 are three types of impellers (not shown): a turbine runner, a pump impeller, and a stator, which are filled with oil. Yes. Of these, the pump impeller is connected to the crankshaft 11 of the engine 1, and the turbine runner is connected to the input shaft 12. Oil is transmitted during this time. The stator functions to change the flow of oil in the stator. When the power of the engine 1 is transmitted via the torque converter 5, the force is transferred using oil, that is, fluid, so that a slight rotational difference between the crankshaft 11 and the input shaft 12 can be absorbed. Power can be transmitted from the state where the car is stopped.

The transmission 8 is a mechanism that transmits the rotational speed of the input shaft 12 to the output shaft 13 by decelerating it with a predetermined reduction ratio. The state in which a car travels varies greatly depending on the surrounding environment and the driver's intention. For example, when starting and accelerating and cruising at high speed, the power of the engine 1 cannot be used efficiently unless the ratio of the rotational speed of the engine 1 and the rotational speed of the drive wheel 10 is changed. 8, the rotation speed ratio between the input shaft 12 and the output shaft 13, that is, the reduction ratio needs to be switched. The transmission has a manual transmission (MT: Manual) that is switched by the driver.
Transmission) and an automatic transmission that automatically determines the driving state and shifts to an optimum reduction ratio. In general, an automatic transmission called AT (Automatic Transmission) is a mechanism that automatically selects a reduction gear ratio according to a running state by using a planetary gear and a friction clutch, and is combined with a torque converter. Widely used. In recent years, from the viewpoint of improving efficiency, a continuously variable transmission (CVT) that can continuously change the reduction ratio and an automatic MT that automates the mechanism of a conventional manual transmission have been commercialized. In the future, further improvements in transmission performance are expected.

  A final reduction gear 9 is connected to the output shaft 13 of the transmission 8, and the final reduction gear 9 finally adapts the rotational speed of the output shaft 13 to the rotational speed of the drive wheels 10. When the engine 1 and the transmission 8 are mounted in the vertical direction with respect to the vehicle, the rotation direction is converted by the final reduction gear 9.

  Next, the case of diagnosing a torque converter that is one of the elements of the power train in the automobile power train diagnostic apparatus of the present invention will be described.

  The diagnosis apparatus 100 of FIG. 1 includes an output parameter determination unit 101, a diagnosis unit 102, and a notification unit 103. The diagnostic apparatus 100 includes an input processing unit, an output processing unit, and a computer (not shown), but includes an engine controller that controls the engine 1 and a transmission controller that controls the torque converter 5 and the transmission 8. It is also possible to use a part of these controllers as the diagnostic apparatus 100. Further, the diagnostic device 100 includes the rotational speed NE of the engine 1 detected by the rotational speed sensor 3, the actual torque RTE of the engine 1 detected by the torque sensor 4, and the rotation of the input shaft 12 detected by the rotational speed sensor 6. The number NI and the actual torque RTI of the input shaft 12 detected by the torque sensor 7 are input.

  Next, a configuration example of the torque sensor will be described with reference to FIG. FIG. 12 is a schematic diagram of a torque sensor, and is applicable to all the embodiments of the present application.

An alternating current is passed through the exciting coil 1202, an alternating magnetic field is generated, and the surface of the torque transmission shaft 1201 is alternatingly magnetized in the circumferential direction. The detection coil 1203 detects an AC magnetization component in a direction orthogonal to the excitation coil 1202, that is, in the axial direction of the surface of the torque transmission shaft 1201. Torque detection uses the magnetostriction effect of the torque transmission shaft 1201 that is a ferromagnetic material. As shown in FIG. 12, when the torque T is applied to the torque transmission shaft 1201, tensile stress + σ and compressive stress −σ are generated in the direction of 45 ° with respect to the axial direction. The circumferential magnetization vector generated by the excitation coil 1202 is rotated in the 45 ° direction, which is the direction of stress generation, by the magnetostriction effect, and an axial component of the magnetization vector is generated. The axial component of this magnetization vector increases as the applied torque increases. Therefore, the induced voltage from the detection coil 1203 that detects the axial component of the magnetization vector corresponds to the torque applied to the shaft. Such a magnetostrictive coil type torque sensor has advantages such as high sensitivity, high response, and non-contact detection, and is highly practical as a torque sensor for automobiles.

  Next, the output parameter determination unit 101 will be described with reference to FIG.

  FIG. 2 is a flowchart showing the processing contents of the output parameter determination means 101. In step 201, the actual torque RTE and the input shaft of the engine 1 input to the diagnostic device 100 through an input unit (not shown) (connector and wireless communication means; hereinafter, all output parameter determination means have an input unit not shown). Each parameter such as 12 actual torques RTI is read. Next, in step 202, the output parameter RPO is determined by calculating or selecting the function parameter fPO based on the actual torque RTO output from a predetermined element. The output parameter RPO is a parameter indicating energy such as torque and rotation speed, and is preferably calculated using an optimum parameter according to an element to be diagnosed and a diagnostic purpose, or it is desirable to select the parameter itself. In the embodiment shown in FIG. 1, the actual torque RTI of the input shaft 12 is selected as an output parameter, and comparison is made by referring to the target torque TTI (reference output parameter) of the input shaft 12 determined by the characteristics of the torque converter 5. Diagnose the torque converter 5.

  Next, the diagnosis unit 102 will be described with reference to FIG.

  FIG. 3 is a flowchart showing the processing contents of the diagnostic means 102 when diagnosing the torque converter 5.

  In step 301, each parameter is read, and in step 302, the speed ratio RTSPD of the torque converter 5 is calculated according to equation (1).

RTSPD = NI ÷ NE (1)
Next, at step 303, the torque ratio RRTRQ of the torque converter 5 is calculated according to the equation (2) according to the speed ratio RTSPD calculated at step 302.

RTTRQ = g (RTSPD) (2)
Here, the function g is a function determined by the characteristics of the torque converter. A method for obtaining the torque ratio from the speed ratio is known, for example, from Japanese Patent Application Laid-Open No. 09-242853 and others, and will not be described in detail here.

  Next, at step 304, the target torque TTI of the input shaft 12 is calculated according to the equation (3) according to the torque ratio RRTRQ calculated at step 303 and the actual torque RTE of the engine 1.

TTI = RTE × RTTRQ (3)
Next, in step 305, the target torque TTI calculated in step 304 and the actual torque RTI of the input shaft 12 are compared, and it is determined whether or not the torque converter 5 is normal by the equation (4).

TTI-RTI> predetermined value (4)
If the expression (4) is not established, it is determined that the torque converter 5 is normal, the process proceeds to step 306, the diagnosis flag fNGEC is cleared, and the process is terminated. When the expression (4) is established in step 305, it is determined that the torque converter 5 is not normal, the process proceeds to step 307, the diagnosis flag fNGEC is set, and the process is terminated.

  Here, the reference output parameter TTI is obtained based on the characteristics of the rotational speed sensors 3 and 6, which are different from the torque sensor 7, and the torque converter 5. In this case, the rotation speed sensor operates as an energy sensor that detects the rotation speed that is input energy of the torque converter 5.

  A diagnostic flag fNGEC is input to the notification unit 103 in FIG. The notification means 103 notifies the occupant whether or not the torque converter 5 is normal by a warning light or an alarm according to the value of the diagnostic flag fNGEC. For example, when the diagnosis flag fNGEC is cleared, it is determined that the torque converter 5 is normal, and thus processing such as not turning on the warning lamp or sounding an alarm is performed. Further, when the diagnosis flag fNGEC is set, it is determined that the torque converter 5 is not normal, and thus processing such as turning on a warning lamp or sounding an alarm is performed.

  As described above, by calculating the output parameter of the element according to the signal of the torque sensor that detects the torque output from the element of the vehicle powertrain, and diagnosing the element according to the output parameter, When an abnormality occurs in the element, it is possible to notify the passenger of the abnormality.

  In the embodiment shown in FIG. 1, the torque sensor 4 is used to detect the input side torque, that is, the torque of the engine 1, but various signals used for controlling the engine 1 are used. It is also possible to calculate the estimated torque TE of the engine 1 by a calculation method as shown in FIG.

  FIG. 4 is a control block diagram showing an engine torque estimation method.

  A block 401 is a map for calculating the internal torque Tei of the engine 1, and calculates the internal torque Tei based on the air amount TP in the intake pipe and the engine speed NE. In the embodiment shown in FIG. 4, the air amount TP is used, but parameters such as the intake pipe pressure, the intake pipe flow rate, and the throttle opening may be used. The internal torque Tei corresponds to the torque generated by the combustion with the ignition timing optimized and the air-fuel ratio stoichiometric. A block 402 is a table for calculating the torque efficiency ηel of the engine 1 when the fuel is increased / decreased by air-fuel ratio control, and ηel is calculated based on the equivalent ratio λ calculated according to the equation (5).

λ = theoretical air-fuel ratio 14.7 ÷ actual air-fuel ratio (5)
A block 403 is a fuel cut state determination unit that calculates the torque efficiency ηec of the engine 1 when the fuel supplied to each cylinder is stopped by fuel cut control. A block 404 is a table for calculating the torque efficiency ηea of the engine 1 when the ignition timing is controlled, and calculates ηea based on the ignition timing retard amount ADV.

The estimated torque TE of the engine 1 is equal to the internal torque Tei calculated in the block 401, and the torque efficiency ηel, ηec,
It is calculated by multiplying ηea and subtracting the estimated disturbance (friction loss, pump loss, cooling loss, etc.).

  Next, the case where the engine 1 is diagnosed using the estimated torque TE of the engine 1 will be described with reference to FIG.

  FIG. 5 is a flowchart showing the processing contents of the diagnostic means 102 when diagnosing the engine 1.

  In step 501, each parameter is read. In step 502, the estimated torque TE of the engine 1 is calculated according to equation (6).

TE = h (NE, TP, λ, ADV) (6)
Here, the function h is a function determined by the characteristics of the engine 1, and is determined by the calculation method shown in FIG. Next, in step 503, the estimated torque TE of the engine 1 calculated in step 502 and the actual torque RTE of the engine 1 detected by the torque sensor 4 are compared, and whether or not the engine 1 is normal according to the equation (7). Make a decision.

TE-RTE> predetermined value (7)
If the expression (7) is not satisfied, it is determined that the engine 1 is normal, the process proceeds to step 504, the diagnosis flag fNGEC is cleared, and the process ends. If the expression (7) is established in step 503, it is determined that the engine 1 is not normal, the process proceeds to step 505, the diagnosis flag fNGEC is set, and the process ends.

  A diagnostic flag fNGEC is input to the notification unit 103 in FIG. The notification means 103 notifies the occupant whether or not the engine 1 is normal by a warning light or warning according to the value of the diagnostic flag fNGEC. For example, when the diagnosis flag fNGEC is cleared, it is determined that the engine 1 is normal, and therefore, a process of not turning on a warning lamp or sounding an alarm is performed. Further, when the diagnosis flag fNGEC is set, it is determined that the engine 1 is not normal, and thus processing such as turning on a warning lamp or sounding an alarm is performed.

  As described above, the engine that is the driving force source can be diagnosed by comparing the actual engine torque detected by the torque sensor and the estimated engine torque calculated in accordance with the control state. When an abnormality occurs in the vehicle, it is possible to notify the passenger of the abnormality.

  In the embodiment shown in FIGS. 1 to 5, the engine is used as the driving force source, but the case where the motor is used as the driving force source will be described with reference to FIGS. 6 and 7.

  FIG. 6 is a configuration diagram of an automobile system according to an embodiment of the present invention when a motor is used as a driving force source.

  In the automobile power train shown in FIG. 6, a motor 601 is provided as a driving force source, and the power of the motor 601 is transmitted to the driving wheels 610 through a final reduction gear 609.

  The motor 601 is an AC motor driven by an AC power supply, and is driven by the power of the battery 615. The inverter 616 is a controller that controls the torque / rotation speed of the motor 601 by converting direct current into alternating current. When a DC motor driven by a DC power source is used as the motor 601, the motor 601 is controlled by a DC motor control circuit instead of the inverter 616. Since AC motors and DC motors have advantages and disadvantages, it is desirable to select a motor with excellent cost performance according to the required power performance.

A final reduction gear 609 is connected to the output shaft 613 of the motor 601, and the final reduction gear 609 finally adapts the rotational speed of the output shaft 613 to the rotational speed of the drive wheels 610. When the motor 601 is mounted in the longitudinal direction with respect to the vehicle, the final reduction gear 609 also converts the rotational direction.

  Next, the case of diagnosing the motor 601 that is one of the elements of the power train and is also the driving force source in the automobile power train diagnostic apparatus of the present invention shown in FIG. 6 will be described.

The diagnostic device 6100 of FIG. 6 includes an output parameter determination unit 6101, a diagnostic unit 6102, and a notification unit 6103. The diagnostic device 6100 includes an input processing unit, an output processing unit, and a computer (not shown), but when the inverter 616 that controls the motor 601 is provided, a part of the inverter 616 is used as the diagnostic device 6100. Is also possible. Further, the diagnosis device 6100 includes a rotational speed NM of the motor 601 (output shaft 613) detected by the rotational speed sensor 603, an actual torque RTM of the motor 601 (output shaft 613) detected by the torque sensor 604, and an inverter 616. The drive voltage VM and the drive current IM of the motor 601 to be controlled are input.

  The processing content of the output parameter determining means 6101 is the same as that of the output parameter determining means 101 in FIG. 1, and the output torque RTO of the element is the actual torque RTM of the motor 601. For example, the output parameter RPO is calculated according to the equation (8) as the output energy of the motor 601.

RPO = KT × NM × RTM (8)
Here, KT is a coefficient for converting the number of revolutions [r / min] × torque [Nm] into the power [W].

  Next, the diagnosis unit 6102 will be described with reference to FIG.

  FIG. 7 is a flowchart showing the processing contents of the diagnosis means 6102 when diagnosing a motor.

  In step 701, each parameter is read. In step 702, the energy TPI input to the motor 601 is calculated according to equation (9).

TPI = VM × IM (9)
Next, in step 703, the actual efficiency ηr of the motor 601 is calculated according to the equation (10) according to the input energy TPI calculated in step 702.

ηr = RPO ÷ TPI (10)
Next, in step 704, the ideal efficiency ηi of the motor 601 is calculated according to equation (11).

ηi = j (NM) × k (VM, IM) (11)
Here, the functions j and k are determined by the characteristics of the motor 601 and the inverter 616. The function j is a function for calculating the single efficiency of the motor 601 according to the rotational speed of the motor 601 and the like, and the function k drives the motor 601. This is a function for calculating the single unit efficiency of the inverter 616 according to the voltage / current to be operated. Next, in step 705, the actual efficiency ηr calculated in step 703 and the ideal efficiency ηi calculated in step 704 are compared, and it is determined whether or not the motor 601 is normal using equation (12).

ηi−ηr> predetermined value (12)
If the expression (12) is not established, it is determined that the motor 601 is normal, the process proceeds to step 706, the diagnosis flag fNGEC is cleared, and the process is terminated. If the expression (12) is established in step 705, it is determined that the motor 601 is not normal, the process proceeds to step 707, the diagnosis flag fNGEC is set, and the process ends.

  Here, ηr is an output parameter, and ηi is a reference output parameter.

  The notification unit 6103 receives the diagnosis flag fNGEC. The notification means 6103 notifies the occupant whether or not the motor 601 is normal by a warning light or an alarm according to the value of the diagnostic flag fNGEC. For example, when the diagnosis flag fNGEC is cleared, it is determined that the motor 601 is normal, and thus processing such as not turning on a warning lamp or sounding an alarm is performed. Further, when the diagnosis flag fNGEC is set, it is determined that the motor 601 is not normal, so processing such as turning on a warning lamp or sounding an alarm is performed.

  As described above, the actual efficiency is calculated according to the motor output energy obtained from the rotation speed and the actual torque, the motor input energy obtained from the drive voltage and the drive current, and the ideal efficiency determined by the characteristics of the motor. By comparing the actual efficiencies, it is possible to diagnose the motor that is the driving force source, and when the abnormality occurs in the motor, it is possible to notify the occupant of the abnormality.

  Next, the case where a clutch is used instead of the torque converter in the automobile power train shown in FIG. 1 will be described with reference to FIGS.

  FIG. 8 is a configuration diagram of an automobile system according to an embodiment of the present invention when diagnosing a clutch.

  A clutch 805 is provided between the engine 1 and the input shaft 12 of the transmission 8. In a conventional manual transmission, the operation is generally performed by a driver using a clutch pedal. In the automatic MT described above, the operation is automatically performed by a transmission controller or the like.

  8 includes an output parameter determination unit 810, a diagnosis unit 820, and a notification unit 830. Further, the diagnostic device 800 includes the rotational speed NE of the engine 1 detected by the rotational speed sensor 3, the rotational speed NI of the input shaft 12 detected by the rotational speed sensor 6, and the input shaft 12 detected by the torque sensor 7. The actual torque RTI, the stroke PSC of the clutch 805, etc. are input.

  The clutch 805 is a dry single plate clutch, and includes a clutch cover and a clutch disk (not shown). The clutch cover is fixed to a flywheel (not shown) of the engine 1 and includes a cover body, a pressure plate that slides with the clutch disk, and a spring that applies an axial load to the pressure plate. The clutch disk exists between the flywheel and the clutch cover, and is attached to the input shaft 12 of the transmission 8 so as to be slidable in the axial direction. The clutch disk includes a damper portion that generates appropriate rigidity and hysteresis in the rotation direction, and a facing portion that slides with the flywheel and the pressure plate. In the case of a manual transmission, when the driver depresses the clutch pedal, the pressing load applied to the clutch disk coupled to the input shaft 12 is removed, and the clutch 805 is released. When the clutch pedal is released, the pedal returns by the spring reaction force in the clutch cover that generates a pressing load on the clutch disc, and the clutch 805 is engaged. Since the torque transmitted by the clutch 805 is determined by a spring that applies an axial load to the pressure plate, in automatic MT, it is transmitted by controlling the stroke of the clutch 805 (a value corresponding to the pedal stroke of the manual transmission). Adjust the torque.

  The processing content of the output parameter determining means 810 is the same as that of the output parameter determining means 101 of FIG. 1. In the embodiment shown in FIG. 8, the actual torque RTI of the input shaft 12 is selected as the output parameter, and the clutch 805 The clutch 805 is diagnosed by comparing with reference to the target torque TC.

  Next, the diagnostic means 820 will be described with reference to FIG.

  FIG. 9 is a flowchart showing the processing contents of the diagnostic means 820 when diagnosing the clutch 805.

  In step 901, each parameter is read, and in step 902, the estimated torque TE of the engine 1 is calculated according to the above-described equation (6). In step 903, the target torque TC of the clutch 805 is calculated according to equation (13).

TC = m (APS, VSP, NE, TE) (13)
Here, the function m is a function for determining the target torque TC according to the driver's accelerator pedal opening APS, the vehicle speed VSP, the engine speed NE and the estimated torque TE. When a sensor for detecting the stroke of the clutch 805 is provided, the target torque TC of the clutch 805 may be determined according to this stroke. Next, in step 904, the target torque TC calculated in step 903 and the actual torque RTI of the input shaft 12 are compared, and it is determined whether or not the clutch 805 is normal according to equation (14).

TC-RTI> predetermined value (14)
If the expression (14) is not established, it is determined that the clutch 805 is normal, the process proceeds to step 905, the diagnosis flag fNGEC is cleared, and the process ends. If the expression (14) is established in step 904, it is determined that the clutch 805 is not normal, the process proceeds to step 906, the diagnosis flag fNGEC is set, and the process is terminated.

  Here, RTI is an output parameter, and TC is a reference output parameter.

  A diagnosis flag fNGEC is input to the notification unit 830. The notification means 830 notifies the occupant whether or not the clutch 805 is normal by a warning light or alarm according to the value of the diagnostic flag fNGEC. For example, when the diagnosis flag fNGEC is cleared, it is determined that the clutch 805 is normal, and thus processing such as not turning on a warning lamp or sounding an alarm is performed. Further, when the diagnosis flag fNGEC is set, it is determined that the clutch 805 is not normal, so processing such as turning on a warning lamp or sounding an alarm is performed.

As described above, by comparing the target torque of the clutch with the actual torque, diagnosis of the clutch can be performed, and when an abnormality occurs in the clutch, it is possible to notify the passenger of the abnormality. 8 and 9, the dry single-plate clutch has been described as an example. However, wet multi-plate clutches conventionally used in AT, CVT and HEV
The same diagnosis can be made for the electromagnetic clutch used in (Hybrid Electric Vehicle) or the like.

  Next, a case where a transmission is diagnosed will be described with reference to FIGS. 10 and 11.

  FIG. 10 is a configuration diagram of an automobile system according to an embodiment of the present invention when a transmission is diagnosed.

  The configuration of the automobile power train is the same as that shown in FIG.

  10 includes an output parameter determination unit 1010, a diagnosis unit 1020, and a notification unit 1030. Diagnosis apparatus 1000 includes an input processing unit, an output processing unit, and a computer (not shown), but includes an engine controller that controls engine 1 and a transmission controller that controls clutch 805 and transmission 8. Some of these controllers can also be used as the diagnostic apparatus 1000. Further, the diagnostic device 1000 includes the rotational speed NE of the engine 1 detected by the rotational speed sensor 3, the rotational speed NO of the output shaft 13 detected by the rotational speed sensor 1003, and the output shaft 13 detected by the torque sensor 1004. An actual torque RTO T is input.

  The processing content of the output parameter determining means 1010 is the same as that of the output parameter determining means 101 in FIG. 1, and the output torque RTO of the element is the actual torque RTO of the output shaft 13. For example, the output parameter RPO as the output energy of the transmission 8 is calculated according to equation (15).

RPO = NO × RTOT (15)
Next, the diagnostic means 1020 will be described with reference to FIG.

  FIG. 11 is a flowchart showing the processing contents of the diagnostic means 1020 when diagnosing the transmission 8.

  In step 1101, each parameter is read. In step 1102, the energy TPI input to the transmission 8 is calculated according to equation (16).

TPI = NE × TE (16)
Equation (16) is applied when the clutch 805 is engaged. When the clutch 805 is not engaged, the input energy TPI may be calculated by detecting or estimating the rotation speed and torque of the input shaft 12. Next, in step 1103, the actual efficiency ηr of the transmission 8 is calculated according to equation (17).

ηr = RPO ÷ TPI (17)
Next, in step 1104, the ideal efficiency ηi of the transmission 8 is calculated according to equation (18).

ηi = n (GP) (18)
Here, the function n is a function for determining the ideal efficiency ηi according to the gear position GP (first speed, second speed,...) Of the transmission 8 and the control state. Depending on the type of transmission, the efficiency varies depending on the gear position. Therefore, it is desirable to determine the function n according to the type / characteristic of the transmission. Next, in step 1105, the actual efficiency ηr calculated in step 1103 is compared with the ideal efficiency ηi calculated in step 1104, and it is determined whether or not the transmission 8 is normal by equation (19).

ηi−ηr> predetermined value (19)
If the expression (19) is not satisfied, it is determined that the transmission 8 is normal, and the process proceeds to Step 1106, where the diagnosis flag fNGEC is cleared and the process ends. When the expression (19) is established in step 1105, it is determined that the transmission 8 is not normal, the process proceeds to step 1107, the diagnosis flag fNGEC is set, and the process is terminated.

  Here, ηr is an output parameter, and ηi is a reference output parameter.

  The notification unit 1030 receives the diagnosis flag fNGEC. The notifying means 1030 notifies the occupant whether or not the transmission 8 is normal by a warning light or warning according to the value of the diagnostic flag fNGEC. For example, when the diagnosis flag fNGEC is cleared, it is determined that the transmission 8 is normal, and thus processing such as not turning on a warning lamp or sounding an alarm is performed. Further, when the diagnosis flag fNGEC is set, it is determined that the transmission 8 is not normal, and thus processing such as turning on a warning lamp or sounding an alarm is performed.

  As explained above, the actual efficiency of the transmission is calculated according to the output energy obtained from the actual torque output from the transmission and the input energy obtained from the torque input to the transmission, and determined by the transmission characteristics, etc. The transmission can be diagnosed by comparing the ideal efficiency and the actual efficiency, and when an abnormality occurs in the transmission, it is possible to notify the passenger of the abnormality.

  Thus, a vehicle powertrain diagnostic apparatus or method having a plurality of elements including a driving force source and driving wheels, and transmitting torque from the driving force source to the driving wheels by the plurality of elements, An output parameter of the element is calculated according to a signal of a torque sensor that detects torque output from at least one of the plurality of elements, and the element is diagnosed according to the output parameter.

  Preferably, a reference parameter is calculated according to the control state of the element, and the element is diagnosed by comparing the output parameter with the reference parameter.

  Preferably, when the abnormality of the element is detected by the diagnostic means, the abnormality of the element is notified to the occupant.

  Thus, the abnormality of the element can be quickly detected and notified to the occupant.

1 is a configuration diagram of an automobile system according to an embodiment of the present invention. It is a control flowchart which shows the processing content of an output parameter determination means. It is a control flowchart which shows the processing content of the diagnostic means in the case of diagnosing a torque converter. It is a control block diagram which shows the estimation method of an engine torque. It is a flowchart which shows the processing content of the diagnostic means in the case of diagnosing an engine. 1 is a configuration diagram of an automobile system according to an embodiment of the present invention. It is a flowchart which shows the processing content of the diagnostic means in the case of diagnosing a motor. 1 is a configuration diagram of an automobile system according to an embodiment of the present invention. It is a flowchart which shows the processing content of the diagnostic means in the case of diagnosing a clutch. 1 is a configuration diagram of an automobile system according to an embodiment of the present invention. It is a flowchart which shows the processing content of the diagnostic means in the case of diagnosing a transmission. It is an example of composition of a torque sensor used for one embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 4, 7 ... Torque sensor, 5 ... Torque converter, 8 ... Transmission, 9 ... Final reduction gear, 10 ... Drive wheel, 11 ... Crankshaft, 12 ... Input shaft, 13 ... Output shaft, 14 ... Axle DESCRIPTION OF SYMBOLS 100 ... Diagnostic apparatus 101 ... Output parameter determination means 102 ... Diagnostic means 103 ... Notification means.

Claims (6)

An automobile diagnostic apparatus for diagnosing elements constituting a power train of an automobile,
An input unit that inputs a signal of a torque sensor that detects an output torque of the element; and an output parameter determination unit that obtains an output parameter of the element based on a signal from the input unit;
An automobile diagnostic apparatus that performs abnormality diagnosis of the element according to the output parameter obtained by the output parameter determination unit. The automobile diagnostic apparatus according to claim 1,
An automobile diagnostic apparatus that performs an abnormality diagnosis of an element by comparing the output parameter with a reference output parameter of the element obtained by means different from the torque sensor. The automobile diagnostic device according to claim 2,
The vehicle diagnostic apparatus is a means for detecting or calculating input energy of the element, which is different from the torque sensor. The automobile diagnostic device according to claim 1,
The automobile diagnostic apparatus, wherein the element is at least one of an engine, a motor, a torque converter, a clutch, and a transmission. A control device for a vehicle that controls elements constituting a power train of a vehicle,
An input unit for inputting a torque sensor signal for detecting an output torque of the element;
An output parameter determination unit for obtaining an output parameter of the element based on a signal from the input unit;
A control apparatus for an automobile, comprising: a diagnosis unit that diagnoses abnormality of the element according to the output parameter obtained by the output parameter determination unit. A vehicle power train having a plurality of elements including a driving force source and driving wheels, and transmitting torque from the driving force source to the driving wheels by the plurality of elements,
A torque sensor provided on the output shaft of the element;
An energy sensor provided in an energy input portion of the element for detecting the input energy;
By obtaining an output parameter of the element based on the signal of the torque sensor, calculating a reference output parameter of the element based on the signal of the energy sensor, and comparing the output parameter with the reference output parameter, the abnormality of the element A diagnostic device for performing the diagnosis;
Automobile powertrain with

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