JP6512020B2 - Torque assist abnormality diagnosis device - Google Patents

Description

  The present invention relates to a torque assist abnormality diagnosis device. In particular, the present invention relates to a device for diagnosing whether or not the start assist torque from the driving power source for traveling is properly obtained at the time of vehicle start.

  Conventionally, in order to obtain good startability at the time of vehicle start, the required torque set according to the engine rotational speed and the accelerator opening degree is started as the target torque of the engine (driving force source for traveling) at the time of vehicle start. It is known to add an assist torque (see, for example, Patent Document 1).

JP 2001-73842 A

  However, no device has been proposed for making it possible to diagnose with high accuracy whether or not the start assist torque is properly obtained. For example, if the start assist torque is not properly obtained and the start assist torque is higher than the appropriate value, the occupant may feel discomfort in the behavior of the vehicle, which leads to the deterioration of drivability.

  Therefore, there is a need for a torque assist abnormality diagnosis device that can diagnose with high accuracy whether or not an abnormality has occurred in the torque assist (calculation logic of start assist torque).

  The present invention has been made in view of such a point, and an object of the present invention is to provide a torque assist abnormality diagnosis apparatus capable of diagnosing with high accuracy whether or not a start assist torque is properly obtained. It is in.

The solution according to the invention for achieving the above object comprises a driving power source and a transmission path of power from the driving power source, which is engaged and released by the operation of an occupant. It is mounted on a vehicle equipped with a clutch device that changes the engagement state, and a start assist torque that is added to the torque requested by the occupant is properly obtained as the torque generated by the traveling drive power source when the vehicle starts. The present invention is directed to a torque assist abnormality diagnosis apparatus that diagnoses whether or not there is a problem. With respect to this torque assist abnormality diagnosis device, the clutch stroke at the time of the vehicle start is used as a parameter for calculating the control start assist torque, and the control is performed without using the accelerator opening degree and the vehicle speed at the vehicle start The accelerator opening degree and the vehicle speed at the time of the vehicle start are used as a control start assist torque calculation unit for calculating the vehicle start assist torque and the parameters for calculating the monitoring start assist torque, and the clutch stroke at the vehicle start Using a monitoring start assist torque calculation unit for calculating the monitoring start assist torque without using the control, a control request torque calculated using the control start assist torque, and the monitoring start assist torque Required torque for monitoring And an abnormality determination unit that determines that an abnormality has occurred in the calculation of the control start assist torque in the control start assist torque calculation unit when a state in which the difference between the values is equal to or greater than a predetermined threshold continues for a predetermined time. It is equipped with

  A state in which the difference between the required torque for control calculated using the start assist torque for control and the required torque for monitoring calculated using the start assist torque for monitoring according to this specific matter is a predetermined threshold or more Is continued for a predetermined time, it is determined that there is an abnormality in the calculation of the control start assist torque. Therefore, when there is an abnormality in the calculation of the control start assist torque in the control start assist torque calculation unit, this can be determined with high accuracy.

  In the present invention, the required torque for control calculated using the control start assist torque (the assist torque calculated based on the engagement state of the clutch device) and the start assist torque for monitoring (the accelerator operation amount of the occupant Abnormality in calculation of the start assist torque for control when a state where the difference between the required torque for monitoring calculated using the vehicle speed based on the vehicle speed) is equal to or greater than a predetermined threshold continues for a predetermined time Is provided with an abnormality determination unit that determines that As a result, when there is an abnormality in the calculation of the control start assist torque, that can be determined with high accuracy, and the state where the control start assist torque can not be obtained properly continues. It can prevent.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows schematic structure of the powertrain mounted in the vehicle which concerns on embodiment. It is a figure which shows the structure of an engine and its intake / exhaust system. It is a figure which shows the structure of a clutch apparatus. It is a block diagram which shows schematic structure of a torque assist abnormality-diagnosis apparatus. It is a flowchart figure which shows the procedure of abnormality diagnosis operation.

  Hereinafter, embodiments of the present invention will be described based on the drawings. In the present embodiment, the case where the present invention is applied to an FR (front engine / rear drive) type vehicle will be described.

  FIG. 1 is a view showing a schematic configuration of a powertrain including an engine mounted on a vehicle according to the present embodiment. As shown in FIG. 1, the powertrain includes an engine (internal combustion engine) 1 as a driving power source for traveling and a manual transmission MT, and between the engine 1 and the manual transmission MT (power from the engine 1 The clutch device 6 is interposed on the transmission path of When the clutch device 6 is in the engaged state, the power from the engine 1 is transmitted to the manual transmission MT via the clutch device 6, and the rotational speed is changed by the manual transmission MT via the propeller shaft PS. It is transmitted to the differential gear DF and is further distributed to the left and right rear wheels (drive wheels) T, T.

  In the present embodiment, the manual transmission MT is, as an example, a synchronous mesh manual transmission with six forward gears and one reverse gear, and although not shown, a shift lever (not shown) by the driver (passenger) of the vehicle The gear is selected by the operation of. Similarly, the clutch device 6 changes in engagement between engagement and release by operation of the clutch pedal 70 (see FIG. 3) by the driver. Hereinafter, the entire configuration of the engine 1, the clutch device 6, and a control system including the ECU 9 (Electronic Control Unit) will be described.

-Overall configuration of engine-
The entire configuration of the engine 1 will be described. Although a gasoline engine is described here, the present invention may be applied to a vehicle equipped with a diesel engine.

  FIG. 2 shows a schematic configuration of the engine 1 and its intake and exhaust system. The engine 1 in the present embodiment is, for example, a four-cylinder gasoline engine, and a piston 12 is accommodated in each of four cylinders 2 (only one cylinder 2 is shown in FIG. 2) to define a combustion chamber 11 . The piston 12 is connected to the crankshaft 13 via a connecting rod 14.

  A signal rotor 15 is attached to the crankshaft 13, and a crank position sensor 81 is disposed in the vicinity of the side of the signal rotor 15.

  A cylinder head 18 is fastened to the upper end of the cylinder block 17. The cylinder head 18 is provided with a spark plug 20, and the igniter 21 that controls the timing of ignition by the cylinder head 18 is controlled by the ECU 9.

  The intake passage 3 and the exhaust passage 4 are in communication with each other in the combustion chamber 11. An intake valve 31 is disposed at the downstream end of the intake passage 3, and an exhaust valve 41 is disposed at the upstream end of the exhaust passage 4. Further, an intake camshaft 31 a that opens and closes the intake valve 31 and an exhaust camshaft 41 a that opens and closes the exhaust valve 41 are provided.

  An air cleaner 32, an air flow meter 83, an intake temperature sensor 84, and a throttle valve 33 are disposed in the intake passage 3. The throttle valve 33 is driven by a throttle motor 34. The opening degree of the throttle valve 33 is detected by a throttle opening degree sensor 85, and the ECU 9 controls the throttle motor 34 to feedback-control the throttle opening degree so as to obtain a suitable intake air amount according to the operating state of the engine 1. .

  Further, an injector (fuel injection valve) 35 is disposed in the intake passage 3 for each cylinder 2, and the injector 35 is controlled by the ECU 9 to inject fuel into the intake passage 3. There is.

Catalysts 42 and 43 are disposed in the exhaust passage 4, and an air-fuel ratio sensor (A / F sensor) 86 is located upstream of the upstream catalyst 42, and upstream of the downstream catalyst 43. Oxygen sensors (O ₂ sensors) 87 are respectively provided.

-Clutch device 6-
The clutch device 6 and the clutch pedal 70 are shown in FIG. The clutch device 6 is interposed between the crankshaft 13 and the input shaft (input shaft) IS of the manual transmission MT, and includes a clutch mechanism 60 and a clutch release cylinder 61.

  The clutch mechanism 60 includes a flywheel 62 attached to the crankshaft 13, a clutch disc 64 attached to the input shaft IS, a pressure plate 65 disposed on the clutch cover 63, and the pressure plate 65 as a flywheel. And 62, a diaphragm spring 66 for pressing and biasing the clutch disc 64 (to the left in the figure).

  In a state where the clutch disc 64 is pinched, the clutch mechanism 60 is in an engaged state for transmitting power, and when the release fork 68 is rotated (see arrow I) by the clutch release cylinder 61, the release is performed. The bearing 67 displaces the inner end of the diaphragm spring 66 to reduce the clamping pressure.

  The operation of the clutch mechanism 60 by the clutch release cylinder 61 is performed in accordance with the stepping operation of the clutch pedal 70 by the driver of the vehicle. That is, when the driver depresses the clutch pedal 70, the clutch hydraulic pressure generated in the clutch master cylinder 71 is transmitted to the clutch release cylinder 61 via the hydraulic piping 72. As a result, the release fork 68 rotates as described above, and the clutch mechanism 60 is switched to the released state.

  Specifically, when the amount of depression of the clutch pedal 70 (clutch stroke) exceeds a predetermined amount, the clutch mechanism 60 is completely disengaged to interrupt power transmission (a state where the clutch transmission torque is 0%) become. When the driver reduces the depression operation amount of the clutch pedal 70 from this state, the clutch mechanism unit 60 is in a half engaged state (hereinafter also referred to as a half clutch state) for transmitting power while sliding.

  In the half clutch state, the transmission torque in the clutch mechanism 60 is changed according to the clutch stroke. That is, as the depression operation amount of the clutch pedal 70 is decreased, the clutch transmission torque increases, and when the depression operation amount of the clutch pedal 70 falls below a predetermined amount, the clutch mechanism portion 60 is completely engaged. It will be in the state (the state where the clutch transmission torque is 100%).

  Further, a clutch stroke sensor 8A is provided which detects the clutch stroke which changes in this manner. Although the clutch stroke sensor 8A detects the rod position of the clutch release cylinder 61 in the example of FIG. 3, it may detect the amount of movement of the clutch pedal 70 and the amount of movement of the release bearing 67.

-ECU-
Although not shown, the ECU 9 is provided with a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup RAM, and the like.

The ECU 9, a crank position sensor 81, an engine coolant temperature sensor 82, air flow meter 83, intake air temperature sensor 84, a throttle opening sensor 85, such as air-fuel ratio sensor 86, O ₂ sensor 87 are connected. Further, as shown in FIG. 1, the clutch stroke sensor 8A, the accelerator opening sensor 8B, and the shift position sensor 8C are connected to the ECU 9.

  Furthermore, the ECU 9 includes an input shaft rotational speed sensor 8D for detecting the rotational speed (input shaft rotational speed) of the input shaft IS of the manual transmission MT described above, and an output shaft of the manual transmission MT (a shaft connected to the propeller shaft PS And an output shaft rotation number sensor 8E for detecting the rotation number (output shaft rotation number). The vehicle speed can be calculated based on the value detected by the output shaft rotation speed sensor 8E.

  Then, the ECU 9 executes various control programs based on the signals input from the various sensors and the like, and executes, for example, ignition timing control, intake amount control, fuel injection control, and the like. In particular, at the time of start of the vehicle, the ECU 9 performs control at the time of start of the vehicle for obtaining good startability. As basic control of this vehicle start control, a start assist torque is added to the required torque (user requested torque) set according to the engine rotational speed and the accelerator opening degree when the vehicle starts moving from a stopped state. The required torque for control (target torque) is set. That is, various actuators such as the throttle opening degree, the fuel injection amount, and the ignition timing are controlled to obtain the required torque for control.

-Torque assist abnormality diagnostic device-
Next, a torque assist abnormality diagnosis apparatus which is a feature of the present embodiment will be described.

  As described above, in order to obtain good startability when starting the vehicle, the required torque for control of the engine 1 at the time of starting this vehicle is a required torque set according to the engine rotation speed and the accelerator opening (user request The start assist torque is added to the torque). In this case, when the calculation of the start assist torque in the ECU 9 is not properly performed, the calculation of the required torque for control of the engine 1 is also not properly performed. For example, when the start assist torque is higher than the appropriate value, the control required torque becomes excessive, and the occupant feels uncomfortable with the behavior of the vehicle, which leads to the deterioration of the drivability.

  In the present embodiment, in view of this point, it is diagnosed whether or not the start assist torque added to the torque (user requested torque) requested by the occupant as the torque generated by the engine 1 at the time of vehicle start is properly obtained. The torque assist abnormality diagnosis device 100 is provided so that when the start assist torque is not properly obtained, it can be determined with high accuracy.

  FIG. 4 is a block diagram showing a schematic configuration of the torque assist abnormality diagnosis device 100. As shown in FIG. The torque assist abnormality diagnosis device 100 is built inside the ECU 9. As shown in FIG. 4, the torque assist abnormality diagnosis device 100 includes a torque demand control logic unit 200 and a control monitoring logic unit 300. In addition, although torque demand control is performed not only at the time of vehicle start but also at the time of normal vehicle travel, it will be described here at the time of vehicle start which is the feature of the present invention.

  The torque demand control logic unit 200 performs torque adjustment based on various request torques described later, and calculates a control request torque (control request torque after the adjustment) which becomes the target torque of the engine 1. On the other hand, the control and monitoring logic unit 300 performs torque arbitration with a logic different from that of the torque demand control logic unit 200 to calculate a monitoring request torque (monitoring request torque after arbitration). The torque assist abnormality diagnosis apparatus 100 compares the control request torque calculated by the torque demand control logic unit 200 with the monitoring request torque calculated by the control monitoring logic unit 300, and the difference between them is previously determined. When the state which is equal to or greater than the set threshold is continued for a predetermined time, the control start assist torque described later used for calculation of the control required torque is not properly obtained (the control start assist torque It is determined that there is an abnormality in the calculation).

  Thus, since the torque assist abnormality diagnosis apparatus 100 is configured, the torque demand control logic unit 200 calculates a target torque (for obtaining control amounts for various actuators) for performing the vehicle start control. The function as the target torque calculation unit and the function as the control request torque calculation unit for calculating the control request torque to be compared with the monitoring request torque are combined in the torque assist abnormality diagnosis device 100.

  The configurations of the torque demand control logic unit 200 and the control monitoring logic unit 300 will be described below.

(Torque demand control logic unit)
As shown in FIG. 4, the torque demand control logic unit 200 includes a user request torque calculation unit 201, an ISC request torque calculation unit 202, a start assist torque calculation unit 203, a rotation speed correction unit 204, and a torque arbitration unit 205. .

  The user requested torque calculation unit 201 calculates an engine torque (user requested torque) currently requested by the user based on the engine rotation speed, the accelerator opening degree, and the like. The user-requested torque is determined using the engine rotation speed calculated based on the output signal from the crank position sensor 81 and the accelerator opening detected by the output signal from the accelerator opening sensor 8B as parameters. Obtained from the arithmetic expression or map of

  The ISC required torque calculation unit 202 calculates an engine torque (ISC required torque) required when the engine 1 is in the idling operation state. This ISC required torque is the coolant temperature detected by the output signal from the engine water temperature sensor 82, the operating state of the accessories mounted on the vehicle (torque required to operate the accessories), etc. It can be obtained from a predetermined arithmetic expression or map having as a parameter.

  The start assist torque calculation unit 203 receives the start assist torque information and the signal (clutch stroke signal) from the clutch stroke sensor 8A, and calculates the control start assist torque from a predetermined arithmetic expression or map using these information as parameters Do. The start assist torque information is a reference value of the start assist torque, and is preset according to the environmental conditions of the engine 1 and the like (road surface gradient and the like). That is, the start assist torque information represents the value of the assist torque before being corrected by the clutch stroke. The control start assist torque is obtained by correcting the assist torque defined by the start assist torque information by the clutch stroke, and when the clutch mechanism portion 60 is in the half clutch state, the depression of the clutch pedal 70 is performed. As the operation amount is smaller (the clutch stroke is smaller), that is, as the clutch transmission torque is closer to 100%, the control start assist torque is calculated as a smaller value. In the control start assist torque calculation unit (control start assist torque calculation unit for calculating the control start assist torque based on the engagement state of the clutch device at the time of vehicle start), the start assist torque calculation unit 203 Equivalent to.

  The rotational speed correction unit 204 receives each signal of the ISC required torque calculated by the ISC required torque calculation unit 202 and the control start assist torque calculated by the start assist torque calculation unit 203. The engine torque is calculated so as to obtain a rotational speed equal to or higher than the target idling rotational speed as an engine rotational speed, while obtaining a torque equal to or greater than the larger torque.

  The torque mediation unit 205 receives the user request torque calculated by the user request torque calculation unit 201, the engine torque calculated by the rotational speed correction unit 204, and other required torque signals, and outputs these torques. The integrated value is calculated as a control required torque (control required torque after arbitration).

  The required torque for control calculated in this manner is used as a target torque in torque control (torque demand control) of the engine 1. That is, the control amounts for various actuators are obtained so as to obtain the required torque for control. Further, the required torque for control is input to the abnormality determination unit 306 provided in the control and monitoring logic unit 300 in order to execute an abnormality determination operation described later.

(Control monitoring logic part)
As described above, the control and monitoring logic unit 300 performs torque arbitration using a logic different from that of the torque demand control logic unit 200, and calculates a monitoring request torque (monitoring request torque after arbitration). Then, the abnormality determination unit 306 compares the control request torque input from the torque demand control logic unit 200 with the monitoring request torque to diagnose whether or not an abnormality occurs in the calculation of the control start assist torque. It is supposed to

  Specifically, the control monitoring logic unit 300 includes a user request torque calculation unit 301, an ISC request torque calculation unit 302, a start assist torque calculation unit 303, a rotation speed correction unit 304, and a torque arbitration unit 305. The functions of the user request torque calculation unit 301, the ISC request torque calculation unit 302, the rotational speed correction unit 304, and the torque arbitration unit 305 are the same as the user request torque calculation unit 201 provided in the torque demand control logic unit 200, the ISC request torque Similar to the calculation unit 202, the rotational speed correction unit 204, and the torque arbitration unit 205.

  The characteristic of the control and monitoring logic unit 300 resides in the start assist torque calculation unit 303. The start assist torque calculation unit 303 receives information on start assist torque, a signal from the accelerator opening sensor 8B (accelerator opening signal), and a signal from the output shaft rotational speed sensor 8E (vehicle speed signal), The start assist torque (start assist torque for monitoring) is calculated from a predetermined arithmetic expression or a map using the information of the above as a parameter. That is, in the start assist torque calculation unit 203 of the torque demand control logic unit 200, the signal (clutch stroke signal) from the clutch stroke sensor 8A is used as a parameter for calculating the start assist torque (control start assist torque). In the start assist torque calculation unit 303 of the control and monitoring logic unit 300, a signal from the accelerator opening sensor 8B (accelerator opening sensor 8B is used as a parameter for calculating the start assist torque (monitoring start assist torque). An opening degree signal) and a signal (vehicle speed signal) from the output shaft rotational speed sensor 8E are used. In this start assist torque calculation unit 303, it is assumed that the vehicle is started when the accelerator opening degree is equal to or greater than the predetermined opening degree and the vehicle speed is less than the predetermined value. The start assist torque for monitoring is output as the torque of. This start assist torque calculation unit 303 is a monitor start assist torque calculation unit according to the present invention (monitor start assist torque calculation unit that calculates a monitor start assist torque based on the accelerator operation amount of the occupant at the vehicle start and the vehicle speed) It corresponds to

  The control monitoring logic unit 300 includes the abnormality determination unit 306, and the abnormality determination unit 306 receives the control request torque signal calculated by the torque arbitration unit 205 of the torque demand control logic unit 200. The signal of the required torque for monitoring calculated by the torque arbitration unit 305 of the control and monitoring logic unit 300 is input.

  The abnormality determination unit 306 obtains a deviation between the control required torque and the monitoring required torque, and the control required torque is appropriate when the state where the deviation is equal to or greater than a preset threshold continues for a predetermined time. It is determined that an abnormality has not occurred in the calculation of the start assist torque for control in the start assist torque calculation unit 203, and an abnormality determination signal is output. The abnormality determination unit 306 includes an abnormality determination unit (a control request torque calculated using a control start assist torque and a monitoring request torque calculated using a monitoring start assist torque). Corresponds to an abnormality determination unit that determines that an abnormality has occurred in the calculation of the control start assist torque in the control start assist torque calculation unit when the state where the difference is equal to or more than the predetermined threshold is continued for a predetermined time .

  Hereinafter, the assist torque abnormality diagnosis operation by the torque assist abnormality diagnosis device 100 will be described along the flowchart of FIG. This flowchart is repeatedly executed at predetermined time intervals by the ECU 9 after the engine 1 is started.

  First, in step ST1, it is determined whether the accelerator opening detected by the output signal from the accelerator opening sensor 8B is equal to or greater than a predetermined value α. The predetermined value α may be, for example, 10% of the accelerator opening. This value is not limited to this.

  If the accelerator opening is less than the predetermined value α and the determination in step ST1 is NO, the process proceeds to step ST3 and the control monitoring is performed not assuming that the start assist torque is not required (the accelerator ON start assist control is not being performed). In the logic unit 300, the required torque for monitoring is calculated without calculating the starting assist torque for monitoring in the starting assist torque calculation unit 303 (without reflecting the starting assist torque for monitoring).

  On the other hand, if the accelerator opening degree is equal to or greater than the predetermined value α and YES is determined in step ST1, the process proceeds to step ST2 and the vehicle speed detected by the output signal from the output shaft rotational speed sensor 8E is less than the predetermined value β ( For example, it is determined whether or not it is less than 5 km / h.

  If the vehicle speed is equal to or higher than the predetermined value β and the determination in step ST2 is NO, the process proceeds to step ST3, and as described above, in the control monitoring logic unit 300, the monitoring start assist in the start assist torque calculation unit 303 The calculation of the required torque for monitoring is performed without calculating the torque (without reflecting the start assist torque for monitoring).

  If the vehicle speed is less than the predetermined value β and YES is determined in step ST2, the process proceeds to step ST4, in which the vehicle is started and the start assist torque is necessary (during accelerator ON start assist control) In the control and monitoring logic unit 300, the start assist torque calculation unit 303 calculates the start assist torque for monitoring, and calculates the required torque for monitoring using the calculated start assist torque for monitoring. To be done. That is, the monitoring start assist torque is calculated based on the information of the start assist torque, the accelerator opening degree signal, and the vehicle speed signal.

  Thereafter, the process proceeds to step ST5, where the difference between the control required torque and the monitoring required torque is calculated, and it is determined whether the difference is equal to or greater than a preset threshold value γ.

  If the deviation is less than the threshold value γ and the determination is NO in step ST5, the process proceeds to step ST6, the deviation of the control demand torque from the monitoring demand torque is small, and the control start assist torque is properly obtained. While the normality determination is performed, the count value of the abnormality diagnosis counter provided in the ECU 9 is reset.

  On the other hand, when the deviation is equal to or larger than the threshold value γ and YES is determined in step ST5, the process proceeds to step ST7, and the count value of the abnormality diagnosis counter provided in the ECU 9 is counted up (incremented).

  Thereafter, in step ST8, it is determined whether or not the count value of the abnormality diagnosis counter has reached a predetermined value A. At the start of the vehicle start, the count value of the abnormality diagnosis counter has not reached the predetermined value A, so the determination in step ST8 is NO and the process is returned.

  On the other hand, when the count value of the abnormality diagnosis counter reaches the predetermined value A by continuing the situation where the difference between the control required torque and the monitoring required torque is equal to or larger than the threshold value γ, step ST8 The determination is YES, and the process proceeds to step ST9, where it is determined that an abnormality has occurred in the calculation of the control start assist torque in the start assist torque calculation unit 203. When the abnormality determination is performed as described above, the MIL (warning light) on the meter panel in the vehicle compartment is turned on to alert the driver of the warning, and the abnormality information is written in the diagnosis provided in the ECU 9. In the assist torque abnormality diagnosis operation, the above operation is repeated.

  Since such an assist torque abnormality diagnosis operation is performed, the torque assist abnormality diagnosis device 100 according to the present invention inputs each signal from the clutch stroke sensor 8A, the accelerator opening degree sensor 8B, the output shaft rotational speed sensor 8E, etc. It is configured to receive as. Further, the torque assist abnormality diagnosis device 100 is configured to output an abnormality determination signal as an output signal.

  As described above, in the present embodiment, the control required torque calculated using the control start assist torque (assist torque calculated based on the clutch stroke) and the monitor start assist torque (accelerator opening degree Abnormality in calculation of the start assist torque for control when a state where the difference between the required torque for monitoring calculated using the vehicle speed based on the vehicle speed) is equal to or greater than a predetermined threshold continues for a predetermined time Is determined to have occurred. That is, it is possible to determine whether or not an abnormality has occurred in the calculation of the control start assist torque by using the monitor start assist torque obtained by a logic different from the control start assist torque, and the control start assist When the torque is properly calculated, the difference falls within the predetermined range, but when the control start assist torque is not properly calculated, the state where the difference is equal to or more than the predetermined threshold is predetermined. It is possible to determine the presence or absence of an abnormality using time continuation. As a result, when there is an abnormality in the calculation of the control start assist torque, that can be determined with high accuracy, and the state where the control start assist torque can not be obtained properly continues. It can prevent. As a result, it can be avoided that the driver feels discomfort due to the behavior of the vehicle and the drivability is deteriorated.

-Other embodiment-
Although the embodiment described above has been described by way of example in which the start assist torque is obtained by the engine 1, an electric motor is disposed in the drive system, and the present invention is also applicable to the case where the start assist torque is obtained by this electric motor. The invention is applicable.

  The present invention is applicable to an apparatus for diagnosing whether or not the start assist torque at the time of vehicle start is properly obtained.

1 Engine (driving power source)
6 clutch device 100 torque assist abnormality diagnosis apparatus 200 torque demand control logic unit 203 start assist torque calculation unit (control start assist torque calculation unit)
300 Control monitoring logic unit 303 Start assist torque calculation unit (monitoring start assist torque calculation unit)
306 Abnormality judgment unit

Claims (1)

A vehicle equipped with a driving power source for traveling and a clutch device provided on a transmission path of power from the driving power source for traveling and whose engagement state changes between engagement and release by the operation of a passenger A torque assist abnormality diagnosis device that diagnoses whether or not a start assist torque added to a torque requested by a passenger as a torque generated by the driving power source at the time of vehicle start is properly obtained;
As a parameter for calculating the control start assist torque, the control uses the clutch stroke at the start of the vehicle and also calculates the control start assist torque without using the accelerator opening degree and the vehicle speed at the start of the vehicle A start assist torque calculation unit,
As a parameter for calculating the start assist torque for monitoring, it is used for monitoring which calculates the start assist torque for monitoring without using the accelerator opening degree and the vehicle speed at the start of the vehicle and without using the clutch stroke at the start of the vehicle A start assist torque calculation unit,
The state in which the difference between the control request torque calculated using the control start assist torque and the monitor request torque calculated using the monitor start assist torque is equal to or greater than a predetermined threshold is a predetermined time A torque assist abnormality diagnosis comprising: an abnormality determination unit that determines that an abnormality has occurred in the calculation of the control start assist torque in the control start assist torque calculation unit when continued. apparatus.

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