JP2006300284A - Method and device for troubleshooting vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a device for troubleshooting a vehicle capable of detecting a trouble if it occurs at a portion related to clutch control without increasing cost by newly installing a sensor and a detection circuit. <P>SOLUTION: This method of troubleshooting the vehicle comprises a step for controlling a hydraulic pump 11 connected to a shift unit 20 by a control unit 10 integratedly controlling the vehicle having the shift unit 20 and monitoring the operation of the hydraulic pump 11, a step for comparing a current instruction value (a) to the hydraulic pump 11 with a current feedback value (b) to the hydraulic pump 11, and a step for determining that the control function of the shift unit 20 fails when the hydraulic pump 11 is not operated as instructed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle failure diagnosis method and apparatus, and more particularly to a vehicle failure diagnosis method and apparatus in a hybrid electric vehicle.

  Conventionally, in a hybrid electric vehicle (HEV), a plurality of clutches (linear solenoids) are mounted to perform shift control. Engagement / disengagement of these clutches is carried out using hydraulic pressure, and a hydraulic switch operated by a digital signal is used as a sensor for detecting whether each clutch is currently engaged or disengaged. It is installed.

  The shift control of the continuously variable transmission (E-IVT) or the stepped transmission provided in such a hybrid electric vehicle is one of the control units that integrally control the hybrid electric vehicle, for example, This is performed by a hybrid controller module (HCM). For this reason, the current control circuit of the linear solenoid and the input circuit of the hydraulic switch are mounted on the hybrid controller module.

By the way, in order to detect a failure of a linear solenoid or a hydraulic switch, a failure diagnosis device for an automatic transmission (see Patent Document 1) using a hydraulic sensor (analog sensor) and a disconnection detection circuit of the linear solenoid are installed. Such a failure diagnosis device (see Patent Document 2) that is newly provided with failure detection means is known.
Japanese Patent Laid-Open No. 08-326855 JP 09-146630 A

However, not only the failure of the linear solenoid and the hydraulic switch, but also when a failure occurs in a part related to the clutch control such as a failure of the control unit or the hydraulic circuit, the shift control cannot be normally performed. If the shift control cannot be performed normally, not only will the transmission fail, but it may also cause the vehicle to stop.
Note that a failure diagnosis device (see Patent Document 1) and a failure diagnosis device (see Patent Document 2) that are newly provided with a failure detection means can detect a failure of a linear solenoid or a hydraulic switch. Therefore, it is necessary to newly provide an analog oil pressure sensor and a disconnection detection circuit, which inevitably increases costs.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle failure diagnosis method and apparatus capable of detecting when a failure occurs in a part related to clutch control without providing a new sensor or detection circuit and increasing the cost. That is.

  In order to achieve the above object, a vehicle failure diagnosis method according to the present invention controls an operation of an actuator connected to the transmission unit by a control unit that integrally controls a vehicle including the transmission unit, and the actuator If the actuator is not moving according to the command from the comparison result, the process of comparing the operation command value to the actuator and the actual operation detection value of the actuator, and the comparison result, the control function of the transmission unit is And a process for determining that a failure has occurred.

  The vehicle failure diagnosis apparatus according to the present invention comprises a control unit having a function of integrally controlling a vehicle having a transmission unit, and controls the operation of an actuator connected to the transmission unit and controls the operation of the actuator. The operation command value to the actuator is compared with the actual operation detection value of the actuator, and if the actuator is not moving as commanded, it is determined that the control function of the transmission unit has failed.

According to the present invention, the control unit that integrally controls the vehicle including the transmission unit controls the operation of the actuator connected to the transmission unit and monitors the operation of the actuator. The actual operation detection values are compared, and if it is determined from the comparison result that the actuator is not operating as commanded, it is determined that the control function of the transmission unit has failed. For this reason, it is possible to detect when a failure has occurred in a part related to clutch control without increasing the cost by providing a new sensor or detection circuit.
The vehicle failure diagnosis apparatus according to the present invention can realize the vehicle failure diagnosis method.

The best mode for carrying out the present invention will be described below with reference to the drawings.
FIG. 1 is an explanatory block diagram showing a schematic configuration of a vehicle failure diagnosis apparatus according to an embodiment of the present invention. As shown in FIG. 1, a control unit 10 that is a vehicle failure diagnosis apparatus is mounted on a vehicle having a hydraulic pump (electric pump) 11 that is an electric actuator, for example, a hybrid electric vehicle (HEV). It has a function of integrated control. An example of such a control unit 10 is a hybrid controller module (HCM).

  In this embodiment, a hybrid controller module (HCM) is used as the control unit 10, and the hybrid electric vehicle includes a continuously variable transmission (E-IVT). Note that the vehicle subjected to the failure diagnosis is not limited to the continuously variable transmission (E-IVT), and may include a stepped transmission.

  A 12V battery 12 is connected via an ignition 13 to the input side of the control unit 10 mounted on the hybrid electric vehicle, and a pump driver 14 of the hydraulic pump 11 is connected. The pump driver 14 is connected to the downstream side of the high voltage relay 16 connected to the high voltage battery 15 via a DC / DC converter 17.

  The output side of the control unit 10 includes a plurality of (for example, seven illustrated) clutches (linear solenoids) 18 and a plurality of (for example, six illustrated) for performing speed control of the continuously variable transmission (E-IVT). A transmission unit 20 having a hydraulic switch 19 (shown) is connected. Drive power from the high-power battery 15 is supplied to the high-power unit (not shown) connection side, and is also supplied to the hydraulic pump 11 via the DC / DC converter 17 and the pump driver 14.

  The pump driver 14 is a driver dedicated to the hydraulic pump 11 mounted on the hydraulic pump 11, and controls the operation of the hydraulic pump 11 based on the pump rotation speed output from the driver. The pump output from the hydraulic pump 11 is sent to a hydraulic circuit (not shown). For example, an electric actuator such as an electric pump is used as the hydraulic pump 11, and the operation of the electric actuator is controlled via an actuator driver (pump driver 14).

  In this way, one of the control units (for example, HCM) that controls the hybrid electric vehicle (HEV) performs a shift control of the continuously variable transmission (E-IVT) unit and generates a hydraulic pressure ( The electric pump is also controlled, and at the same time, it has a function as a vehicle fault diagnosis device.

  FIG. 2 is a block diagram showing a circuit configuration of the control unit of FIG. As shown in FIG. 2, the control unit 10 includes a CPU (Central Processing Unit) 21, a switching element 22, a shunt resistor 23, and an operational amplifier 24.

  A PWM (Pulse Width Modulation) output signal a from the CPU 21 is input to the switching element 22 and is input from the switching element 22 through the shunt resistor 23 to the linear solenoid 18 as a current command value. The current feedback signal (current feedback value) b of the linear solenoid 18 when the current command value a is input to the linear solenoid 18 is input to the operational amplifier 24. Then, the current feedback signal b from the operational amplifier 24 and the hydraulic switch signal c from the hydraulic switch 19 are input to the CPU 21.

  That is, the control unit 10 includes, as hardware, at least “a circuit that generates and outputs a current command value a to be output to the linear solenoid 18”, “a circuit that can monitor the actual current flowing through the linear solenoid 18”, Three circuit functions of “a circuit to which a signal from the hydraulic switch 19 is input” are provided.

  FIG. 3 is an explanatory diagram showing, with a graph, the time change of the current command value and the monitor value when the clutch control system is normal and the hydraulic switch on. FIG. 4 is an explanatory diagram showing the time change of the current command value and the monitor value and the time when the hydraulic switch is turned on when the control unit hardware or the linear solenoid fails. FIG. 5 is an explanatory diagram showing, with a graph, changes over time in the current command value and the monitor value and when the hydraulic switch is turned on when the electric pump fails.

  As shown in FIG. 3 to FIG. 5, stepwise current command values (linear solenoid command values) a are output to the linear solenoids 18 in a state where the hydraulic pressure before the vehicle travels is circulated. The state of the current feedback value (monitor value) b and the time when the hydraulic switch 19 is turned on are checked.

As shown in FIG. 3, when the clutch control system is normal, the current feedback value b follows the current command value a, and the hydraulic switch 19 has a current feedback value b equal to the hydraulic switch on threshold value (hydraulic SWON threshold value). Turns on when it reaches the vicinity of).
As shown in FIG. 4, if the current feedback value b does not follow the current command value a and the deviation P between the current command value a and the current feedback value b is larger than the failure determination threshold, the hardware of the control unit 10 or It is determined that a failure has occurred in the linear solenoid 18. The hydraulic switch 19 is on and normal when the current feedback value b reaches the vicinity of the hydraulic switch on threshold.

  As shown in FIG. 5, the current feedback value b follows the current command value a, and the deviation between the current command value a and the current feedback value b is normal. However, since the hydraulic switch 19 is not turned on when the current feedback value b reaches the vicinity of the hydraulic switch on threshold value, it is determined that a failure has occurred in the hydraulic switch 19 or the hydraulic circuit.

That is, the current feedback value b of the linear solenoid 18 and the ON / OFF state of the hydraulic switch 19 when the current command value a is output to the linear solenoid 18 are compared,
If the hydraulic switch 19 is not turned on between the hydraulic pressure SWON threshold-allowable width <current feedback value b <hydraulic pressure SWON threshold + allowable width, it is determined that a failure has occurred in the hydraulic system such as the hydraulic switch 19 and the hydraulic circuit.

  FIG. 6 is an explanatory diagram showing an example of a startup sequence of the control unit of FIG. As shown in FIG. 6, first, when the ignition (IGN) is turned on, a control unit (HCM) 10 that performs overall control operation as a main electronic control unit includes an engine controller module (ECM) 25, a motor controller. A start signal is transmitted to (Motor / Controller: M / C) 26 and a battery controller (Battery / Controller: B / C) 27.

The engine controller module 25 that performs engine control such as engine start control, the motor controller 26 that controls the motor generator, and the battery controller 27 that calculates the battery capacity receive the activation signal and are activated.
Next, before the high power relay 16 is turned on, the control unit (HCM) 10 transmits a relay diagnosis request to the motor controller 26 in order to confirm that the high power relay 16 is not broken. The motor controller 26 receives the relay diagnosis request, performs diagnosis, and transmits the diagnosis result to the control unit (HCM) 10.

  After completion of the relay diagnosis, the control unit (HCM) 10 receives a high power on permission signal from the battery controller 27. When the high-power relay permission signal is received, the high-power relay (charge relay) 16 is ready to be turned on, so the high-power relay (charge relay) 16 is turned on. An ON signal indicating that the high voltage relay (charging relay) 16 is turned on is transmitted to the motor controller 26.

Next, the motor controller 26 that has received the ON signal indicating that the high voltage relay (charge relay) 16 is turned on, the capacitor provided inside the inverter (not shown) that supplies drive power to the motor generator (not shown). Check the charge status. When charging of the capacitor is completed, a charging completion signal is transmitted to the control unit (HCM) 10.
The control unit (HCM) 10 that has received the charge completion signal turns on the high-power relay (main relay) 16, transmits a high-power supply completion signal to the motor controller 26, and outputs an activation signal to the DC / DC converter 17. .

  Thereafter, the control unit (HCM) 10 receives a control preparation completion signal notifying completion of control preparation of the engine controller module 25, the motor controller 26 and the battery controller 27. After receiving the control ready signal, the control unit (HCM) 10 performs a clutch control diagnosis before the vehicle is ready to travel, and checks whether the clutch control system is normal before traveling the vehicle. . After performing the clutch control diagnosis, the control unit (HCM) 10, the engine controller module 25, the motor controller 26, and the battery controller 27 are in a vehicle travelable state.

  FIG. 7 is a flowchart showing a flow of vehicle failure diagnosis processing by the control unit of FIG. As shown in FIG. 7, when performing vehicle failure diagnosis processing by the control unit (HCM) 10, first, an activation sequence (see FIG. 6) is performed (step S <b> 101). Next, a clutch control diagnosis is performed (step S102), and then a step-like current command value a is output to each linear solenoid 18 (step S103).

Next, whether or not the absolute value of the difference between the current command value a and the current feedback value b is larger than the failure determination threshold (| current command value (command value) a−current feedback value (F / B value) b |> failure) Determination threshold value?) Is determined (step S104).
If the result of determination in step S104 is greater than the failure determination threshold (yes), it is determined that the clutch control system has failed (step S105), and the vehicle is stopped (step S106). Thereafter, the process ends. On the other hand, if it is not larger than the failure determination threshold (no), it is determined whether or not the hydraulic switch 19 is turned on when the current feedback value b reaches the vicinity of the hydraulic switch on threshold (hydraulic SWON threshold) (step S107).

  If the result of determination in step S107 is that the hydraulic switch 19 has been turned on (yes), it is determined that the hydraulic circuit has failed (step S108), and the vehicle is stopped (step S106). Thereafter, the process ends. On the other hand, when the hydraulic switch 19 is not turned on (no), the vehicle is allowed to travel (step S109), and the hybrid electric vehicle (HEV) is controlled (step S110).

Next, it is determined whether or not the ignition is off (IGNOFF) (step S111). If the ignition is not off (no), the control returns to step S110 to control the hybrid electric vehicle (HEV), and the ignition is off (yes). ), The process ends.
As described above, one of the control units (for example, HCM) that controls the hybrid electric vehicle (HEV) performs shift control of the continuously variable transmission (E-IVT), for example, a linear solenoid, etc. By also controlling the electric actuator, vehicle fault diagnosis is performed.

In other words, the control unit (HCM) 10 outputs the current command value a, the current feedback value b, and the hydraulic switch signal c to the electric actuator (linear solenoid 18). Then, for example, the stepped current command value a is output to the linear solenoid 18, and the current command value a and the current feedback value b are compared,
If | current command value a−current feedback value b |> failure determination threshold, it is determined that a failure has occurred in the control circuit system such as the hardware of the control unit (HCM) 10 and the linear solenoid 18.

  Thereby, since it is possible to detect that the hardware of the control unit (HCM) 10 and the linear solenoid 18 are out of order, it is possible to avoid traveling without knowing that the unit or the vehicle has failed. Further, since it is not necessary to newly install a sensor or the like for detecting a failure, a failure diagnosis function can be realized without increasing costs. Furthermore, since current is passed through the linear solenoid 18, not only disconnection / short circuit but also characteristic deviation (intermediate failure) can be detected, and reliability is improved.

Further, the current feedback value b of the linear solenoid 18 and the on / off state of the hydraulic switch 19 when the current command value a is output to the linear solenoid 18 are compared,
If the hydraulic switch 19 is not turned on between the hydraulic pressure SWON threshold-allowable width <current feedback value b <hydraulic pressure SWON threshold + allowable width, it is determined that a failure has occurred in the hydraulic system such as the hydraulic switch 19 and the hydraulic circuit.

  Thereby, since the hydraulic switch 19 or the hydraulic circuit failure can be detected in advance, it is possible to avoid traveling without knowing that a unit failure or a vehicle failure has occurred. Further, since it is not necessary to newly install a sensor or the like for detecting a failure of the hydraulic pump 17, a failure diagnosis function can be realized without increasing the cost. Furthermore, since it is possible to distinguish between a failure in the control circuit and a failure in the hydraulic circuit, it is possible to reduce the number of inspection steps for specifying the failed part.

Further, after determining whether the hardware of the control unit (HCM) 10 or the linear solenoid 18 is broken, the hydraulic switch 19 or the hydraulic circuit is broken, the vehicle is controlled to be in a safe state, for example, a notification means such as a buzzer or a lamp. To notify the driver of the failure (i.e., perform fail-safe processing and notify the driver).
As a result, it is possible to avoid traveling without knowing that a unit failure or vehicle failure has occurred. In addition, by notifying the driver of the occurrence of a failure, repair / inspection of the failure location can be promoted.

  Further, the diagnosis of the clutch control system is performed before the vehicle can travel in the start sequence control. Thus, it is possible to confirm whether or not there is a failure before the vehicle is ready to travel, and it is possible to prevent the occurrence of clutch control failure or hydraulic circuit failure during traveling. In addition, since diagnosis is performed in a state where each unit environment (temperature, hydraulic pressure, etc.) before the vehicle travels is stable, the diagnosis accuracy is improved and the reliability of the diagnosis function is improved.

  Note that the failure determination threshold value and the hydraulic switch-on threshold value are derived from values obtained based on experimental results by the control unit (HCM) 10 and the numerical models and calculation formulas obtained thereby. Furthermore, when the fault diagnosis is performed, the current feedback value is monitored and reflected every time based on the parameter value obtained based on the experimental result or the like, so that the reliability can be remarkably improved.

As described above, according to the present invention, the control unit that integrally controls the vehicle including the transmission unit controls the operation of the actuator connected to the transmission unit, monitors the operation of the actuator, and operates the actuator. A new sensor and detection circuit are provided to determine that the control function of the transmission unit has failed if it is determined that the actuator is not moving according to the command from the comparison result. Thus, it is possible to detect when a failure has occurred in a part related to clutch control without increasing the cost.
The vehicle failure diagnosis apparatus according to the present invention can realize the vehicle failure diagnosis method.

1 is a block explanatory diagram showing a schematic configuration of a vehicle failure diagnosis apparatus according to an embodiment of the present invention. It is a block diagram which shows the circuit structure of the control unit of FIG. It is explanatory drawing which shows the time change of the electric current command value and monitor value when a clutch control system is normal, and the time of hydraulic switch ON. It is explanatory drawing which shows the time change of an electric current command value and a monitor value at the time of failure of a control unit hardware or a linear solenoid, and the time of hydraulic switch ON. It is explanatory drawing which shows the time change of the electric current command value and monitor value at the time of electric pump failure, and the time of hydraulic switch ON by a graph. It is explanatory drawing which shows an example of the starting sequence of the control unit of FIG. It is a flowchart which shows the flow of the failure diagnosis process of the vehicle by the control unit of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Control unit 11 Hydraulic pump 12 Battery 13 Ignition 14 Pump driver 15 High power battery 16 High power relay 17 DC / DC converter 18 Linear solenoid 19 Hydraulic switch 20 Speed change unit 21 CPU
22 switching element 23 shunt resistor 24 operational amplifier 25 engine controller module 26 motor controller 27 battery controller a current command value b current feedback value c hydraulic switch signal

Claims (10)

A process for controlling the operation of the actuator connected to the transmission unit and monitoring the operation of the actuator by a control unit that integrally controls the vehicle including the transmission unit;
A process of comparing an operation command value to the actuator and an actual operation detection value of the actuator;
A vehicle failure diagnosis method comprising: determining from a comparison result that the control function of the transmission unit has failed when the actuator is not moving as commanded. If the actuator is not moving as commanded,
2. The vehicle failure diagnosis method according to claim 1, wherein if | operation command value−actual operation detection value |> failure determination threshold value, it is determined that the control circuit system of the transmission unit has failed. If the actuator is not moving as commanded,
The actuator operation system of the transmission unit is determined to have failed if the actuator switch-on threshold-allowable width <actual operation detection value <actuator switch-on threshold + allowable width is not on. Vehicle failure diagnosis method.   The vehicle according to any one of claims 1 to 3, further comprising a process of controlling the vehicle to a safe state and a process of notifying the failure after determining a failure of the control system or a failure of the actuator operation system. Fault diagnosis method.   The vehicle failure diagnosis method according to any one of claims 1 to 4, wherein the process of determining that a failure has occurred is performed before the vehicle can run in the start-up sequence control of the control unit. It consists of a control unit that has the function of integrated control of a vehicle equipped with a transmission unit,
The operation of the actuator connected to the transmission unit is controlled and the operation of the actuator is monitored, and the operation command value for the actuator is compared with the actual operation detection value of the actuator, and the actuator is not moving as commanded. A failure diagnosis device for a vehicle that determines that the control function of the transmission unit has failed.   The vehicle failure diagnosis device according to claim 6, wherein an operation command value for operating the actuator is output to an actuator driver, and an actual operation detection value of the operated actuator is fed back from the actuator driver. If the actuator is not moving as commanded,
8. The vehicle failure diagnosis device according to claim 6, wherein if | operation command value−actual operation detection value |> failure determination threshold value, it is determined that the control circuit system of the transmission unit has failed. If the actuator is not moving as commanded,
The actuator operation system of the transmission unit is determined to have failed if the actuator switch-on threshold-allowable width <actual operation detection value <actuator switch-on threshold + allowable width is not on. The vehicle fault diagnosis device according to claim 1. The vehicle fault diagnosis device according to any one of claims 6 to 9, wherein the vehicle is controlled to be in a safe state and a failure is notified after determining a failure in the control circuit system or a failure in the actuator operation system. .

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