JP2018189029A - Abnormality monitoring system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance monitoring accuracy, in an abnormality monitoring system for monitoring the presence or absence of a malfunction of an engine start system part on the basis of a start time of an engine.SOLUTION: An abnormality monitoring system 70 monitors the presence or absence of a malfunction of an engine start system part on the basis of a start time of a vehicle A. A data transmission device which can transmit the start time and variation elemental information to an information center 71 is mounted to the vehicle A. A server 72 which can receive the start time and the variation elemental information from a plurality of other vehicles B, C, D, ... is arranged at the information center 71. When the start time of the vehicle A is longer than start times of a plurality of the other vehicles B, C, D, ..., the server 72 determines whether the elongation of the start time of the vehicle A is caused by the malfunction on the basis of a comparison between a plurality of the other vehicles B, C, D, ... and the vehicle A related to a variation element and a correlation between the variation element and the start time, or results from a use form, and transmits a determination result to a driver of the vehicle A.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an anomaly monitoring system, and more particularly to an anomaly monitoring system for monitoring the presence or absence of a failure in an engine starting system component.

  Conventionally, various systems have been constructed for monitoring the presence or absence of vehicle component failures based on the state of the vehicle. For engine start system components, the presence or absence of failure is monitored based on the engine start time. There are many.

  For example, in Patent Document 1, the relationship between the starting voltage and the starting time is monitored by a battery state detection device electrically connected to the battery, and a phenomenon in which the starting time becomes long despite the high starting voltage has appeared. In this case, a battery state detection device that warns of an abnormality in the starting system is disclosed.

JP 2009-40070

  In the above-mentioned Patent Document 1, when the electric contact of the starting system is deteriorated, the resistance value of the contact is fluctuated to increase the starting time, and there is a phenomenon that the starting time becomes long despite the high starting voltage. When it appears, an abnormality in the starting system is detected.

  However, the phenomenon that the start-up time becomes longer is not only caused by deterioration, but may be caused by factors unrelated to deterioration such as low engine water temperature and long soak time.

  Moreover, even if it is said that the deterioration is a bit, there are normal aging deterioration that occurs depending on the mode of use, etc., and deterioration that has an unexpectedly short life (so-called failure). It is not easy to make a clear distinction based on this. This is because when the starting time is long, for example, it is possible to distinguish between a failure if the total traveling distance is short and a normal aging deterioration if the total traveling distance is long, but even if the total traveling distance is short, This is because the start-up time may be prolonged due to factors unrelated to deterioration as described above, and in such a case, there is a risk of erroneous determination as a failure.

  The present invention has been made in view of such a point, and an object of the present invention is to improve monitoring accuracy in an abnormality monitoring system that monitors the presence or absence of a failure of an engine starting system component based on the engine starting time. Is to provide.

  In order to achieve the above object, in the abnormality monitoring system according to the present invention, the start time and the variation factors that affect the start time are obtained from a plurality of other vehicles, and the start time and the variation factors in the plurality of other vehicles. Based on the comparison, it is determined whether or not the extension of the start time of the target vehicle is due to the usage mode (how the vehicle is used).

  Specifically, the present invention is directed to an abnormality monitoring system that includes a plurality of vehicles and an information center, and monitors the presence or absence of a failure in an engine start system component based on the engine start time in the target vehicle.

  The target vehicle is equipped with transmission means capable of transmitting the start time and the variable factor information related to the variable factors affecting the start time to the information center, and the information center has the same type of transmission as described above. A server capable of receiving start time and variation factor information from a plurality of other vehicles equipped with the means is provided, and the server compares the start time of the target vehicle with the start times of the plurality of other vehicles. If the start time of the target vehicle is longer due to a failure based on a comparison between the other vehicles and the target vehicle regarding the fluctuation factors and the correlation between the fluctuation factors and the start time, It is configured to determine whether it is due to the usage mode and to transmit the determination result to the driver of the target vehicle.

  In the present invention, the “engine starting system component” is not only a component directly used for starting the engine such as a battery, a fuel pump, or an injector, but also indirectly such as an engine water temperature sensor or a fuel pressure sensor. Includes parts related to engine start control.

  Also, in the present invention, “failure” is different from the normal aging that occurs with use within the service life. Etc.).

  Further, in the present invention, the “variation factor” means, for example, the total travel distance, the use load region, the fuel pressure (fuel pressure), the engine water temperature, the compression pressure, etc. Mean something that affects.

  In the present invention, “correlation between the variation factor and the start time” represents the relationship between the variation factor and the start time. For example, (variation factor, start time) is represented by (x, y). The slope of the approximate line obtained by linearly approximating the obtained point sequence, the correlation coefficient calculated based on the fluctuation factor, the standard deviation and the covariance of the starting time, and the like can be mentioned.

  Based on the above, according to the present invention, when the start time of the target vehicle is equal to or shorter than the start times of a plurality of other vehicles, the server naturally determines that there is no failure.

  On the other hand, when the start time of the target vehicle is longer than the start times of a plurality of other vehicles, a comparison between the plurality of other vehicles and the target vehicle is performed with respect to the variation factor and the correlation between the variation factors and the start time. .

  For example, when the total travel distance, fuel pressure, and engine water temperature are acquired as “variation factors”, the slope 1 (starting time / total travel distance) of the approximate line in a plurality of other vehicles is used as the “correlation”. Assume that 2 (starting time / fuel pressure) and slope 3 (starting time / engine water temperature) are acquired.

  Thus, in comparison with a plurality of other vehicles, for example, the total travel distance of the target vehicle is long and T1 = starting time / total travel distance does not deviate from the slope 1, and the fuel pressure of the target vehicle is average and It is assumed that a comparison result is obtained that T2 = starting time / fuel pressure deviates from the inclination 2, the engine water temperature of the target vehicle is average, and T3 = starting time / engine water temperature deviates from the inclination 3. From this comparison result, since the fuel pressure and the engine water temperature are average, the deviation between T2 and inclination 2 and the deviation between T3 and inclination 3 are presumed to be influenced by the total travel distance. One of the criteria for determining that a longer vehicle start-up time depends on the usage mode (total travel distance).

  Further, in comparison with a plurality of other vehicles, for example, the total travel distance of the target vehicle is average and T1 is out of inclination 1, the fuel pressure of the target vehicle is low and T2 is not out of inclination 2, It is assumed that the comparison result that the engine water temperature of the target vehicle is average and T3 is out of the inclination 3 is obtained. From this comparison result, it is estimated that the deviation between T1 and the inclination 1 and the deviation between T3 and the inclination 3 are influenced by the fuel pressure. Therefore, the comparison result shows that the start time of the target vehicle is prolonged, such as an injector, a high-pressure fuel pump, etc. It becomes one judgment material according to the failure.

  Further, in comparison with a plurality of other vehicles, for example, the total travel distance of the target vehicle is average and T1 is out of the inclination 1, the fuel pressure of the target vehicle is average, and T2 is out of the inclination 2. It is assumed that a comparison result is obtained that the engine water temperature of the target vehicle is average and T3 is out of the inclination 3. From these comparison results, these deviations are presumed to be due to the erroneous detection of the fuel pressure or the engine water temperature. Therefore, the comparison results indicate that the prolonged start time of the target vehicle is due to the failure of the fuel pressure sensor or the engine water temperature sensor. It becomes one judgment material.

  As described above, in the present invention, the cause of the increase in the start time of the target vehicle is analyzed from a multifaceted basis based on the fluctuation factor and the correlation between the change factor and the start time. It is possible to improve the accuracy of determining whether the conversion is due to a failure or due to a usage mode, thereby improving the monitoring accuracy in the abnormality monitoring system.

  Then, by transmitting the determination result to the driver of the target vehicle, information on the target vehicle is presented to the driver, for example, prompting the repair of the faulty part, or the driver feeling uncomfortable that the start time is slow Can give a sense of security.

  As described above, according to the abnormality monitoring system of the present invention, it is possible to improve the monitoring accuracy of the presence or absence of a failure of an engine start system component based on the engine start time.

It is a figure showing typically an important section of an engine mounted in a vehicle concerning an embodiment of the present invention. It is a block diagram which shows typically ECU mounted in a vehicle. It is a figure explaining an abnormality monitoring system typically. It is a map figure which shows typically an example of the use load area | region log | history memorize | stored in ECU. It is a figure which illustrates typically the processing procedure of the database by a server. It is a flowchart which shows an example of the control by the side of a vehicle. It is a flowchart which shows an example of the control by the side of an information center. It is a figure which illustrates typically the use mode of the judgment result by an abnormality monitoring system, the figure (a) shows the case where extension of the starting time of vehicles depends on a use mode, and the figure (b) shows the case of vehicles. The case where the start-up time is prolonged due to a failure is shown.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

-Vehicle-
FIG. 1 is a diagram schematically showing a main part of an engine 1 mounted on a vehicle A (see FIG. 3) according to the present embodiment. Although only one cylinder 11 (cylinder) is shown in FIG. 1, the engine 1 of this embodiment includes, for example, a cylinder block 12 in which four cylinders 11 are arranged in a row, and a cylinder attached to the top of the cylinder block 12. And a head 13. A piston 14 connected to the crankshaft 16 via a connecting rod 15 is inserted into each cylinder 11 so as to be able to reciprocate.

  An oil pan 18 for storing oil O is attached to the lower portion 12 a of the cylinder block 12, and a crankcase 19 in which the crankshaft 16 is accommodated is configured by the oil pan 18 and the lower portion 12 a of the cylinder block 12. Yes. A crank position sensor 91 is provided inside the crankcase 19. An engine oil temperature sensor 92 that detects the temperature of the oil O is provided at the bottom of the oil pan 18. Further, an engine water temperature sensor 93 that detects the engine water temperature is provided on the side wall of the cylinder block 12.

  An oil pump 17 that is driven by the crankshaft 16 via a chain or the like is provided inside the crankcase 19. The oil pump 17 is configured to suck up the oil O stored in the oil pan 18 through the oil strainer 17a and supply the oil O to each lubricating portion of the engine 1, such as the bearing of the piston 14 and the crankshaft 16. Yes.

  On the other hand, a spark plug 4 is provided for each cylinder 11 on the lower surface of the cylinder head 13 that closes the upper end of the cylinder 11, and at the intake port 20 that is the downstream end of the intake passage 2 and the upstream end of the exhaust passage 3. A certain exhaust port 30 is opened. The intake port 20 and the exhaust port 30 are provided with an intake valve 21 and an exhaust valve 31, respectively. The intake valve 21 and the exhaust valve 31 are respectively provided by an intake camshaft 22 and an exhaust camshaft 32 of a valve operating system. It is designed to be opened and closed.

  In the intake passage 2, a throttle valve 23 driven by a throttle motor 23a and a surge tank 24 are provided on the downstream side of an air cleaner (not shown), and an intake manifold 25 is connected to the downstream side thereof. . The intake passage 2 is provided with an air flow meter 94 incorporating an intake air temperature sensor, and a throttle opening sensor 95 for detecting the opening of the throttle valve 23 (throttle opening).

  In addition, an injector 5 is provided in the intake passage 2 and fuel is injected into the intake port 20 by the injector 5 to generate an air-fuel mixture. The air-fuel mixture sucked into the cylinder 11 in the intake stroke is ignited by the spark plug 4 that has received a high voltage from the igniter 41. The injector 5 is provided with a fuel pressure sensor 84 that detects the fuel injection pressure (fuel pressure) of the injector 5.

  The fuel supply system to each injector 5 includes a fuel tank 50, a fuel supply pipe 51, and a high-pressure fuel pump 52. The high-pressure fuel pump 52 pressurizes and discharges the sucked fuel, for example, when the plunger is driven by a drive cam provided on the intake camshaft 22. The fuel tank 50 is provided with a fuel sensor 90 that detects the amount of remaining fuel in the fuel tank 50.

  On the other hand, an exhaust manifold 33 is provided in the exhaust passage 3 so as to collect the exhaust ports 30 of the cylinders 11. A catalyst 34 for purifying exhaust gas such as a three-way catalyst is provided on the downstream side of the exhaust manifold 33, and an A / F sensor (air-fuel ratio sensor) 96 is provided on the upstream side thereof. An oxygen sensor 97 is provided on the downstream side.

-ECU-
FIG. 2 is a block diagram schematically showing the ECU 10 mounted on the vehicle A. As shown in FIG. The ECU (Electric Control Unit) 10 is, for example, a CPU (Central Processing Unit) 61, a ROM (Read Only Memory) 62 in which a program executed by the CPU 61, a map, and the like are stored in advance, and the CPU 61 temporarily stores data as necessary. It includes a so-called microcomputer having a RAM (Random Access Memory) 63, a backup RAM 64 that retains data even when the power is shut off, an input / output interface 65, and the like. The CPU 61 executes various controls of the vehicle A by performing signal processing in accordance with a program stored in the ROM 62 in advance while using the temporary storage function of the RAM 63.

  The ECU 10 includes a fuel pressure sensor 84, a fuel sensor 90, a crank position sensor 91, an engine oil temperature sensor 92, an engine water temperature sensor 93, an air flow meter 94, a throttle opening sensor 95, an A / F sensor 96, and an oxygen sensor. From 97, signals representing various detection results and the like are input. Further, as shown in FIG. 1, a signal representing the accelerator opening is input to the ECU 10 from an accelerator opening sensor 99 that detects an operation amount (accelerator opening) of an accelerator pedal (not shown).

  Further, as shown in FIG. 2, the ECU 10 includes image data around the vehicle A captured by the camera 80, signals indicating start times and end times of various operations measured by the clock 81, an ignition switch, and the like. 85, a signal representing ignition on or ignition off, a signal representing the outside air temperature detected by the outside air temperature sensor 86, a signal representing the rotational speed of the wheel detected by the wheel speed sensor 87, and a current sensor 88. A signal representing the current value of the battery (not shown), a signal representing the voltage value of the battery detected by the voltmeter 89, and the like are input.

  The ECU 10 controls the operation of the engine 1 by executing various control programs based on signals input from these sensors and the like. Specifically, based on the accelerator opening, the load factor of the engine 1, the rotational speed, the vehicle speed, etc., the target torque of the engine 1 is calculated, and the ignition timing is controlled by the spark plug 4 so as to output this target torque. Then, fuel injection control by the injector 5 and throttle opening control by the throttle motor 23a are executed. Further, the ECU 10 executes start control of the engine 1 by the starter motor 6.

  In addition, a navigation device 82, a data transmission device 7, and a data reception device 8 are connected to the ECU 10, respectively. The navigation device 82 receives signals transmitted from a plurality of GPS satellites via the GPS antenna 83. The navigation device 82 is configured to output the current location information of the vehicle A to the ECU 10 when the current location of the vehicle A is specified by receiving a signal from a GPS satellite. The data transmission device 7 is configured to transmit various data to a server 72 (see FIG. 3) provided in an information center 71 at a remote location. The information center 71 is a facility that provides various service information to the driver using vehicle information transmitted from the vehicle A and information acquired from a website or the like. On the other hand, the data receiving device 8 is configured to receive various data from the server 72.

  The vehicle A including the engine 1 and the ECU 10 configured as described above constitutes a part of the abnormality monitoring system 70 of the present embodiment described below.

-Anomaly monitoring system-
FIG. 3 is a diagram schematically illustrating the abnormality monitoring system 70. This abnormality monitoring system 70 includes a plurality of vehicles B, C, D,... Including the vehicle A and an information center 71, and starts the engine based on the start time t (A) of the engine 1 in the vehicle A (target vehicle). It monitors the presence / absence of faults in system parts.

  The start time of the engine 1 refers to the time from when the engine is started by cranking until the engine speed reaches a predetermined speed due to combustion of fuel injected from the injector 5. Specifically, this is the time from when the ignition switch 85 is turned on (the starter motor 6 is turned on) until the engine rotational speed calculated based on the signal from the crank position sensor 91 reaches a predetermined rotational speed. Is measured by

  Further, in this embodiment, the “engine starting system component” is not only a component that is directly used for starting the engine, such as a battery, a spark plug 4, an injector 5, a high-pressure fuel pump 52, etc. Indirect but related components related to engine start control such as a fuel pressure sensor 84 are also included.

  Furthermore, in the present embodiment, “failure” is different from normal aging that occurs with use within the service life, and reaches the end of life in an unexpectedly short time despite being within the service life (operation). This means the case where a defect or the like occurs. Specifically, in the fuel supply system, the fuel pressure of the high-pressure fuel pump 52 is insufficient, the fuel pressure is misidentified due to the characteristic deviation of the fuel pressure sensor 84, and the valve opening failure of the nozzle of the injector 5 is further regarded as a friction failure. A decrease in compression pressure due to wear of the piston ring 14a (see FIG. 1) can be exemplified.

  Thus, when these engine start system parts have a “failure”, the start time t (A) of the engine 1 is delayed (longer) than when there is no “failure”. In the abnormality monitoring system 70 of the embodiment, basically, based on the start time t (A) of the engine 1 measured by the clock 81, the presence or absence of a failure of the engine start system component is monitored.

  However, the phenomenon that the start-up time becomes longer is not only caused by a failure, but may be caused by a factor (usage mode) unrelated to deterioration such as a low engine water temperature or a long soak time. .

  In addition, it is not easy to clearly discriminate between normal aging and failure that occur according to the usage mode and the like based on the start time. This is because when the starting time is long, for example, it is possible to distinguish between a failure if the total traveling distance is short and a normal aging deterioration if the total traveling distance is long, but even if the total traveling distance is short, This is because the start-up time may be prolonged due to factors unrelated to deterioration as described above, and in such a case, there is a risk of erroneous determination as a failure.

  Therefore, in the abnormality monitoring system 70 of the present embodiment, the start time and the variation factors that affect the start time are acquired from a plurality of other vehicles B, C, D,. Based on the comparison with the starting time and the fluctuation factors in..., It is determined whether or not the lengthening of the starting time t (A) of the vehicle A is due to the usage mode or the like.

  Specifically, on the vehicle A side to be monitored, in principle, every time the engine 1 is started, the ECU 10 in the vehicle A measured by the clock 81 via the data transmission device (transmission means) 7. The engine 1 is transmitted to the information center 71 with the start time t (A) of the engine 1 and the change factor information regarding the change factors affecting the start time t (A).

  Examples of such “variation factor information” include the following information.

(1) Fuel pressure Since the starting time tends to be longer if the fuel pressure is lower and the starting time is shorter if the fuel pressure is higher, the fuel pressure can be said to be a variable factor affecting the starting time. The fuel pressure is detected by a fuel pressure sensor 84. The fuel pressure is one judgment material that the prolonged start time t (A) is due to “failure” of the injector 5, the high-pressure fuel pump 52, and the fuel pressure sensor 84.

(2) Previous ignition off time and current ignition on time If the soak time, which is the difference between the current ignition on time and the previous ignition off time, is long, the start time tends to be long, and if the soak time is short, the start time tends to be short. For this reason, these times can be considered as fluctuation factors that affect the starting time. The previous ignition off and the current ignition on are detected by the clock 81 and the ignition switch 85. The soak time is one judgment material that the start-up time t (A) is prolonged according to the usage mode.

(2a) Engine water temperature at the most recent trip The engine water temperature at the most recent trip may be used to calculate the soak time. More specifically, from the engine water temperature at the most recent trip and the current engine water temperature detected by the engine water temperature sensor 93 and the outside air temperature detected by the outside air temperature sensor 86, how to increase the engine water temperature under the outside air temperature ( Alternatively, the soak time may be calculated by looking at the lowering).

(3) Engine water temperature (when starting this time)
If the engine water temperature is low, the starting time tends to be long, and if it is high, the starting time tends to be short. Therefore, the engine water temperature can be said to be a variation factor affecting the starting time. The engine water temperature is detected by an engine water temperature sensor 93. The engine water temperature becomes one determination material according to the prolonged use of the start time t (A) according to the usage mode and one determination material according to the “failure” of the engine water temperature sensor 93.

(4) Outside air temperature When the outside air temperature is high, the oil tight leak of the injector 5 becomes large, the combustion state deteriorates, and the engine may start poorly. It can be said that it is a factor. The outside air temperature is detected by the outside air temperature sensor 86. The outside air temperature becomes one judgment material that the start time t (A) is prolonged according to the usage mode and one judgment material that the outside temperature sensor 86 is “failed”.

(5) Total travel distance If the total travel distance is long, the start time tends to be long, and if the total travel distance is short, the start time tends to be short. Therefore, the total travel distance can be said to be a variable factor affecting the start time. The total travel distance is calculated based on the detection result of the wheel speed sensor 87. The total travel distance is an effective determination material that the prolonged start time t (A) depends on the usage mode.

(6) Operating load area history Since the starting time tends to be longer if the time used under severe operating conditions in the past is longer, the starting time tends to be shorter if the operating time is shorter. It can be said that it is a factor. For example, as shown in FIG. 4, the usage load area history indicates how many times T _A , T _B ,..., T _L have been used for what load factor at what engine speed. Yes, mapped and stored in the ROM 62. The use load area history is a powerful judgment material that the prolonged start time t (A) depends on the use mode.

As will be described later, when the usage load area history of the other vehicles B, C, D,... And the usage load area history of the vehicle A are compared, for example, the use times T _{L at} high rotation and high load are calculated. By comparing, it can be determined whether the time when the vehicle A has been used under severe driving conditions in the past is longer than the other vehicles B, C, D,.

(6a) As one aspect of the travel distance use load area history in the most recent previous trip, the travel distance in the most recent previous trip may be adopted. That is, if the mileage in the last previous trip is too short, there is a high possibility that the ignition is turned off before the combustion state is improved, and this may be a factor in increasing the current start time t (A).

(7) Engine oil temperature If the engine oil temperature is low, the viscosity of the oil O becomes high and the starting time becomes long. If the engine oil temperature is high, the viscosity of the oil O tends to become low and the starting time tends to be short. Can be said to be a variable factor affecting the start-up time. The engine oil temperature is detected by an engine oil temperature sensor 92. The engine oil temperature becomes one judgment material that the start-up time t (A) is prolonged according to the usage mode, and one judgment material that the engine oil temperature sensor 92 is “failed”.

(8) Battery current and battery voltage Since the start time becomes longer when the battery current and the battery voltage are low, it can be said that these are fluctuation factors affecting the start time. The battery current and battery voltage are detected by a current sensor 88 and a voltmeter 89, respectively. The battery current and the battery voltage are one judgment material that the prolongation of the start time t (A) is due to the “failure” of the battery, the current sensor 88, and the voltmeter 89.

(9) Intake air amount Since the start time tends to be longer if the intake air amount is small, and the start time tends to be shorter if the intake air amount is large, it can be said that the intake air amount is a variable factor affecting the start time. The intake air amount is detected by an air flow meter 94. The intake air amount is one judgment material that the longer start time t (A) is due to the “failure” of the throttle motor 23a and the air flow meter 94.

(10) Although the image, current location information and fuel remaining amount image, current location information and remaining fuel amount cannot be said to be a variation factor that affects the start time by themselves, a variable factor that affects the start time by combining them It will contribute to the optimization of data. For example, the quality of the fuel is not usually a problem in normal cases, but in some areas low quality fuel may be refueled. Time is preferably removed as a singular point. However, since the fuel sensor 90 may detect an increase in the remaining amount of fuel when traveling on a slope or the like, it is not easy to determine whether or not the remaining amount of fuel has increased due to refueling. Absent. Therefore, for example, the gas station is confirmed by the image, the current location information from the navigation device 82 confirms whether or not it is an area where low quality fuel can be supplied, and the fuel sensor 90 confirms an increase in the remaining amount of fuel. In this case, the start time t (A) under such a situation can be removed from the database.

(10a) Travel distance after refueling The travel distance after refueling is not a variable factor that affects the start-up time by itself, but until when the phenomenon that the start-up time is obviously delayed by refueling with low quality fuel It will be continued or in other words, it will contribute to the optimization of the variable factor data affecting the start-up time by becoming a material for determining how long to remove as a singular point.

  On the other hand, as shown in FIG. 3, the information center 71 is provided with a server 72. The server 72 receives the start time t (A) and the variation factor information from the vehicle A, and Starting time and variation factor information are received from a plurality of other vehicles B, C, D,... Equipped with the same kind of ECU and data transmission device. As a result, the server 72 has a plurality of vehicles A, B, C, D,... To which the present invention is applied, starting time, fuel pressure, previous ignition off time, current ignition on time, and the latest previous trip time. Engine water temperature, engine water temperature (current start), outside air temperature, total travel distance, usage load area history, travel distance in the last previous trip, engine oil temperature, battery current, battery voltage, intake air volume, image, current location information In addition, information such as the remaining amount of fuel is accumulated.

  First, the server 72 determines whether the start time t (A) of the vehicle A is longer than the start times of a plurality of other vehicles B, C, D,. Specifically, as shown in FIG. 3A, the server 72 indicates the start times transmitted from a plurality of vehicles A, B, C, D,... With the start time on the horizontal axis and the frequency on the vertical axis. A histogram is formed, and based on this histogram, it is determined whether the start time t (A) transmitted from the vehicle A is long (long).

  Here, for example, if the start time t (A) of the vehicle A is the mode value, the server 72 indicates that the start time t (A) of the vehicle A is not prolonged, in other words, “good start time”. The determination result is transmitted to the data receiving device 8 of the vehicle A.

  On the other hand, when the start time t (A) of the vehicle A is longer than the start times of the other vehicles B, C, D,..., In other words, as shown in FIG. If the start time t (A) of the vehicle A is significantly different from the mode value, the server 72 continues the determination process. Specifically, the server 72 determines the vehicle based on a comparison between the vehicle A with a plurality of other vehicles B, C, D,... With respect to the variation factor and the correlation coefficient (correlation) between the variation factor and the start time. It is determined whether the prolongation of the start time t (A) of A is due to failure or usage.

  The comparison target need not be all vehicles (a plurality of other vehicles B, C, D,...). For example, a group of vehicles that match a predetermined condition among a plurality of other vehicles B, C, D,. It may be a target. Specifically, among a plurality of other vehicles B, C, D,..., A plurality of other vehicles such as a vehicle group having a start time equivalent to that of the vehicle A and a vehicle group having a total travel distance equivalent to that of the vehicle A, for example. A group of vehicles whose start time and / or variation factors are similar to those of the vehicle A among the vehicles may be used as a comparison target. However, in the following, the determination process executed by the server 72 will be described assuming that all the vehicles (a plurality of other vehicles B, C, D,...) Are compared with the vehicle A.

  As shown in FIG. 3B, the server 72 stratifies the accumulated data for each variation factor. Note that the stratified variation factors need not be variation factors transmitted directly from a plurality of vehicles A, B, C, D,..., For example, by combining the variation factors or calculating based on the variation factors It may be a fluctuation factor obtained by doing. Specific examples of fluctuation factors include fuel pressure, travel distance after refueling, soak time, engine water temperature at the last previous trip, engine water temperature (at the time of this start), outside air temperature, intake air volume, battery current, battery voltage, total travel The distance, the travel distance in the most recent previous trip, the usage load area history, the maximum speed, the average vehicle speed, the number of compression loss, the cranking rotation speed, the A / F learning value, the throttle depot learning value, and the like can be mentioned.

  As described above, the server 72 extracts (removes) an abnormally long start time as a singular point from the data for each stratified variation factor based on the image, current location information, fuel remaining amount, travel distance after refueling, and the like. Then, as shown in FIG. 3C, based on the optimized data for each variation factor, each variation factor is histogrammed, and the correlation coefficient between each variation factor and the start time is histogrammed. For example, for fuel pressure, the fuel pressure and fuel pressure-starting time correlation coefficient are histogrammed. For soak time, the soak time and soak time-starting time correlation coefficient are histogrammed. The engine water temperature and the engine water temperature-starting time correlation coefficient are histogrammed. The correlation coefficient is calculated by (correlation coefficient) = (covariance) ÷ ((standard deviation of starting time) × (standard deviation of variation factor)).

  As shown in FIG. 3 (d), the server 72 uses the fluctuation factor histogram and the fluctuation factor-starting time correlation coefficient histogram obtained for each fluctuation factor to start time t (A) of vehicle A. Based on the comparison with each variation factor, it is determined whether the lengthening of the starting time t (A) is due to a failure or due to a usage mode.

  For example, in comparison with a plurality of other vehicles B, C, D,..., The fuel pressure (fluctuation factor) of vehicle A deviates from the mode value (lower) and the correlation coefficient hardly deviates from the mode value. The soak time (variation factor) of the vehicle A is the mode value and the correlation coefficient is out of the mode value, the engine water temperature (variation factor) of the vehicle A is the mode value, and the correlation coefficient is from the mode value. Suppose that the comparison result that it is off is obtained. From this comparison result, it is presumed that the correlation coefficient between the soak time and the engine water temperature deviates from the mode value even though the soak time and the engine water temperature are the mode values, due to the influence of the fuel pressure. Therefore, this comparison result is one determination material that the prolonged start time t (A) of the vehicle A is due to the failure of the injector 5 or the high-pressure fuel pump 52.

  Further, in comparison with a plurality of other vehicles B, C, D,..., The fuel pressure of the vehicle A is the mode value and the correlation coefficient is out of the mode value, and the soak time of the vehicle A is out of the mode value. It is assumed that a comparison result is obtained that the deviation (short) and the correlation coefficient are hardly deviated from the mode value, the engine water temperature of the vehicle A is the mode value, and the correlation coefficient is deviated from the mode value. From this comparison result, it is presumed that the correlation coefficient between the fuel pressure and the engine water temperature deviates from the mode value due to the influence of the soak time. Therefore, this comparison result is one judgment material that the longer start time t (A) of the vehicle A depends on the usage mode (short soak time).

  Further, in comparison with a plurality of other vehicles B, C, D,..., The fuel pressure of the vehicle A is the mode value, the correlation coefficient is out of the mode value, the soak time is the mode value, and the correlation It is assumed that a comparison result is obtained that the number is out of the mode value, the engine water temperature is in the mode value, and the correlation coefficient is out of the mode value. From this comparison result, these deviations are presumed to be due to erroneous detection of fuel pressure or engine water temperature. Therefore, this comparison result is one determination material that the prolonged start time t (A) of the vehicle A is due to the failure of the fuel pressure sensor 84 or the engine water temperature sensor 93.

  In addition to the histogram of the variation factors and the variation factor-start time correlation coefficient obtained from all such vehicles (a plurality of other vehicles B, C, D,...), For example, FIG. As shown in FIG. 5B, a fluctuation factor histogram and a fluctuation factor-starting time correlation coefficient histogram obtained from a vehicle having a good start time (for example, in the top 20%), as shown in FIG. A fluctuation factor histogram and a fluctuation factor-starting time correlation coefficient histogram obtained from vehicles with poor time (for example, in the lower 20%) may be used for the determination. These histograms are also important judgment materials in searching for the cause of the prolonged start time t (A) of the vehicle A.

  As described above, it is possible to narrow down the cause of the prolonged start time t (A) by accumulating the comparison results one by one for a plurality of variation factors. In other words, in the present embodiment, the cause of the prolonged start time t (A) in the vehicle A is analyzed from various points based on the fluctuation factors and the correlation coefficient between the fluctuation factors and the start time. It is possible to improve the determination accuracy of whether the start time t (A) is due to failure or usage.

  Thus, for example, when the fuel pressure is unexpectedly low, or when the battery voltage and current are unexpectedly low, the start time t (A) of the vehicle A can be prolonged due to a failure of a specific engine start system component. If the property is high, the server 72 determines that “the starting time is bad due to a failure”.

  On the other hand, for example, because the engine water temperature is low, the soak time is short, the total travel distance is long, and the vehicle A has gone through a severe driving state (usage load area history). In the case where there is a high possibility that the extension of the period of time is due to a specific usage mode, the server 72 determines that “the startup time is poor due to the usage mode”.

  Here, it is natural to expect cases where the start-up time t (A) of the vehicle A is subtle whether it is due to a failure or usage, or may be due to multiple fluctuation factors. However, in these cases, the server 72 does not positively determine that “starting time failure due to failure”, but once determines “starting time failure due to use mode”. By doing in this way, further data will be accumulate | stored by the information transmission from several other vehicles B, C, D, ... by the time of starting of the engine 1 after the next time. Further, for example, when another vehicle in the same state as the vehicle A repairs a failure of a specific engine start system component, such information is also accumulated. Through these, the server 72 is learned, and the accuracy of the determination can be increased successively, so that the start time t (A) of the vehicle A can be prolonged after the next time even if the active determination is not performed this time. It is possible to determine whether the error is caused by a failure or usage.

  Then, as shown in FIG. 3 (e), the server 72 uses the data reception device of the vehicle A to determine the determination result such as “good start time”, “bad start time due to failure”, or “bad start time due to use mode”. 8 to send. The ECU 10 transmits these determination results to the driver through a display (not shown) or sound provided on the instrument panel.

-Flow chart-
Next, an example of control on the vehicle A side executed by the ECU 10 will be described with reference to the flowchart shown in FIG. 6, and an example of control on the information center 71 side executed by the server 72 is shown in FIG. This will be described with reference to a flowchart.

  As shown in FIG. 6, first, in step SA1, the ECU 10 determines whether or not cranking has been started based on a signal from the ignition switch 85. If the determination in step SA1 is NO, END is performed as it is. On the other hand, when the determination in step SA1 is YES, the ECU 10 stores the cranking start time measured by the clock 81, and proceeds to step SA2.

  In the next step SA2, the ECU 10 determines whether or not the engine start has been completed. The ECU 10 makes a negative (NO) determination when the engine rotational speed calculated based on the signal from the crank position sensor 91 has not reached the predetermined rotational speed. On the other hand, when the engine rotational speed reaches the predetermined rotational speed, the ECU 10 makes an affirmative (YES) determination and starts the start time t based on the cranking end time measured by the clock 81 and the stored cranking start time. After calculating (A), the process proceeds to step SA3.

  In the next step SA3, the ECU 10 determines whether or not the current location of the vehicle A is a position where information can be transmitted from the data transmission device 7 to the information center 71. When the determination at step SA3 is NO, while waiting for the transmission timing of information to the information center 71, when the determination at step SA3 is YES as the vehicle A moves, step SA4 is performed. Proceed to

  In the next step SA4, the ECU 10 transmits the start time t (A) of the vehicle A and the variation factor information to the information center 71 through the data transmission device 7, and then proceeds to step SA5. Now, let us move on to the description of the control on the information center 71 side.

  As shown in FIG. 7, first, in step SB1, the server 72 determines whether or not the start time t (A) and the variation factor information are received from the data transmission device 7 of the vehicle A. If the determination in step SB1 is NO, END is performed as it is. On the other hand, when the determination in step SB1 is YES, the server 72 obtains the start time t (A) and the variation factor information of the vehicle A together with information received from a plurality of other vehicles B, C, D,. Accumulate and proceed to step SB2.

  In the next step SB2, the server 72 compares the start time t (A) with the start times of the other vehicles B, C, D,... And proceeds to step SB3. In the next step SB3, the server 72 determines whether or not the start time t (A) is longer than the start times of the other vehicles B, C, D,. If the determination in step SB3 is NO, the process proceeds to step SB4. After the server 72 determines that “the start time is good”, the process proceeds to step SB10. On the other hand, if the determination in step SB3 is yes, the process proceeds to step SB5.

  In the next step SB5, the server 72 calculates the correlation coefficient between the starting time and each variation factor based on the information received from the other vehicles B, C, D,..., And then proceeds to step SB6. In the next step SB6, the server 72 compares the other vehicle B, C, D,... With the vehicle A using the fluctuation factor and the correlation coefficient calculated in step SB5, and then proceeds to step SB7.

  In the next step SB7, the server 72 determines whether or not the start time t (A) is long due to a specific usage mode. Specifically, the server 72 makes an affirmative (YES) determination when there is a high possibility that the start time t (A) of the vehicle A is prolonged due to a specific usage mode. The server 72 also makes an affirmative (YES) determination when it is delicate whether it is due to a failure or usage, or when there is a possibility that it is caused by a plurality of fluctuation factors. On the other hand, the server 72 makes a negative (NO) determination when there is a high possibility that the start time t (A) of the vehicle A is prolonged due to a failure of a specific engine start system component. When the determination in step SB7 is YES, the process proceeds to step SB8, and after the server 72 determines that “the starting time is bad due to the usage mode”, the process proceeds to step SB10. On the other hand, if the determination in step SB7 is NO, the process proceeds to step SB9, and after the server 72 determines that “the starting time is bad due to a failure”, the process proceeds to step SB10.

  In the next step SB10, the server 72 transmits the determination result of step SB4, step SB8, or step SB9 to the vehicle A, and then ENDs. Here, the description of the control on the vehicle A side will be resumed.

  As shown in FIG. 6, in step SA5, the ECU 10 determines whether information from the information center 71 can be received. If the determination in step SA5 is NO, the process waits as it is. If the determination in step SA5 is YES, the process proceeds to step SA6.

  In the next step SA6, after the ECU 10 receives the determination results from the information center 71 (more precisely, the server 72), the ECU 10 proceeds to step SA7, and displays these determination results through the display and sound provided on the instrument panel. Communicate to the driver and then END.

  As described above, the abnormality monitoring system 70 according to this embodiment improves the determination accuracy of whether the increase in the start time t (A) of the vehicle A is due to a failure or due to a usage mode. It can be used as follows.

  When the prolongation of the start time t (A) of the vehicle A depends on the use mode, for example, as shown in FIG. 8A, the server 72 informs the driver that the start time is bad due to the use mode. At the same time (I), the dealer is informed of the “starting time failure due to use mode” (II). If the driver makes an inquiry to the dealer (III), the dealer will provide detailed information on the usage, and information on parts that have worn (aged deterioration) even before failure (IV) ) If necessary, perform maintenance and recommend replacing worn parts.

  On the other hand, when the start time t (A) of the vehicle A is prolonged due to a failure, for example, as shown in FIG. 8B, the server 72 informs the driver that the start time is bad due to the failure. At the same time (I), the dealer is informed of the “starting time failure due to failure” (II). In addition, the server 72 transmits to the manufacturer “starting time failure due to failure” and detailed vehicle data when the starting time failure occurs (III).

  The manufacturer analyzes the cause of the failure based on the detailed vehicle data received from the server 72 and reports the cause of the failure to the dealer (IV).

  When the driver makes an inquiry to the dealer (V), the dealer informs the customer that repair of the failed part is necessary (VI). The dealer orders replacement parts from the manufacturer before the driver enters the vehicle A into the dealer (VII). Thereby, when the driver enters the vehicle A into the dealer, a replacement part is prepared, and the failure can be repaired promptly.

(Other embodiments)
The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  In the above-described embodiment, the determination result is received using the data receiving device 8. However, the determination result is not limited thereto, and for example, the determination result may be received using a smartphone or the like carried by the driver. Good.

  In the above embodiment, the correlation coefficient is used as the “correlation”. However, the present invention is not limited to this. For example, the point sequence in which (variation factor, start time) is represented by (x, y) is linearly approximated. The slope of the obtained approximate straight line may be adopted as “correlation”.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  According to the present invention, since it is possible to improve the monitoring accuracy of the engine start system parts based on the engine start time, it is extremely useful when applied to an abnormality monitoring system that monitors the engine start system parts for the presence of a failure. It is.

1 engine 7 data transmission device (transmission means)
70 Abnormality monitoring system 71 Information center 72 Server A Vehicle (target vehicle)
B, C, D Other vehicles

Claims (1)

An abnormality monitoring system comprising a plurality of vehicles and an information center, and monitoring the presence or absence of a failure of an engine starting system component based on an engine starting time in the target vehicle,
The target vehicle is equipped with a transmission means capable of transmitting the start time and the change factor information regarding the change factors affecting the start time to the information center,
The information center is provided with a server capable of receiving start time and variation factor information from a plurality of other vehicles equipped with the same type of transmission means as described above.
When the start time of the target vehicle is longer than the start times of the plurality of other vehicles, the server determines the variation factor and the correlation between the variation factor and the start time and the plurality of other vehicles and the target. Based on the comparison with the vehicle, it is determined whether the start time of the target vehicle is due to failure or usage, and the determination result is transmitted to the driver of the target vehicle. An abnormality monitoring system characterized by

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