KR100192423B1 - Fail-safe diagnosing method of actuator - Google Patents

Abstract

The present invention relates to a method for controlling failure determination by diagnosing a failure of various actuators in an engine driving apparatus of a vehicle and displaying the same on a failure diagnosis display board (ON BOARD DIAGNOSIS: OBD).

There is no specification for diagnosing the failure of the actuator in the engine driving apparatus of the conventional vehicle.

The present invention, in order to solve the above problems, in particular, the failure of the injector, idle speed actuator (ISA), ignition (IGNITION), fuel pump relay and air conditioning relay of the engine driving device of the vehicle, and displays the current on the OBD It is to provide a failure determination control method to notify the driver of the state of the actuator.

More specifically, the present invention relates to actuator monitoring and the use of smart power ICs to swing the actuator.

According to the present invention, by diagnosing the fault of the actuator and displaying it on the OBD, the driver is notified of the current state of the actuator, so that the driver can concentrate more on driving and prevent accidents. There are many advantages that are derived.

Description

Fault Judgment Control Method of Actuator

1 is a block diagram of an actuator interface,

2 is a timing diagram when a failure signal is generated,

3 is a timing diagram of the injector failure determination,

4 is a timing diagram of an idle speed actuator (ISA) fault determination.

5 is a timing diagram of the step motor fixing judgment,

6 is a timing diagram of the air conditioner determination,

7 is a timing diagram of the fuel pump failure determination,

8 is a timing diagram of the ignition terminal fault determination.

* Explanation of symbols for main parts of the drawings

1: ECU 2,4,6: Driver

3: resistor 5: stepper motor or idle duty

7: IC device

The present invention relates to a method for controlling failure determination by diagnosing a failure of various actuators in an engine driving apparatus of a vehicle and displaying the same on a failure diagnosis display board (ON BOARD DIAGNOSIS: OBD).

There is no specification for diagnosing the failure of the actuator in the engine driving apparatus of the conventional vehicle.

The present invention, in order to solve the above problems, in particular, the failure of the injector, idle speed actuator (ISA), ignition (IGNITION), fuel pump relay and air conditioning relay of the engine driving device of the vehicle, and displays the current on the OBD It is to provide a failure determination control method to notify the driver of the state of the actuator.

More specifically, the present invention relates to actuator monitoring and the use of smart power ICs to swing the actuator.

Best Mode for Carrying Out the Invention An embodiment of the present invention will be described below with reference to the drawings.

An electronic control unit (ECU) 1 according to the present invention comprises: a) injector regions INJ 1 to INJ 4 and INJ IN; b) Idle speed actuator area (IS1 to IS4, ISIN) and C) Ignition (IGN 1 to IGN 4), fuel pump relay (F / P), air conditioner relay (A / C) and fault signal input terminals related thereto. It is divided into three areas. Each area includes an output terminal and an input terminal.

The output pins INJ 1-INJ 4 of the injector area are connected to a driver 2, for example MC 33293, which in turn is injector via a resistor 3 (here 14.5 Ω). It is connected to 1 to 4 injectors respectively.

The driver 2 has another F output. If any one of the four injectors fails, the driver 2 generates a fault signal and transmits a fault signal to the injector input pin INJ IN of the ECU. The output pins IS1-IS4 of the idle speed actuator region are then connected to a stepper motor or idle duty 5 via a driver 4 as well. The driver 4 also has an F output if any of the step motor drive signals fail, and transmits a failure signal to the input pin ISIN of the ISA region of the ECU.

Therefore, the input terminals of the input pins INJIN and ISIN serve as a failure diagnosis line, and in the case of driving the stepper motor of the injector and the ISA, the failure is read by reading the interrupt and level of the F terminal of the driver.

On the other hand, the ignition terminal pins IG1-IG4 and the fuel pump relay region F / P and the air conditioner relay A / C are for example a driver 6, such as the TLE 4226 model from Siemens. It is connected to the IGNITION, the fuel pump relay F / P and the air conditioner relay A / C, respectively, again via the IC chip 7.

The IC chip connected to the relay used here is, for example, 850?. The driver 6 also has two output terminals A and D, which are inputs of the ECU to diagnose a failure. At this time, the A terminal signal is an analog fault signal, and the D terminal signal is a digital fault signal. In the case of fault diagnosis of the ignition and the air conditioner and the fuel pump relay, the fault location is determined by reading the voltage generated at the fault using the state analog output terminal of the driver 6.

However, the actuator fault determination flag needs to be stored even when the power is off. Therefore, static RAM is required.

[Determine failure of ignition, fuel pump and air conditioner relay]

2 is a timing diagram when a fault signal is generated when a fault is determined using TLE 4226 as an example.

2A is an A / D switching signal. At this point, A / D conversion starts with fault determination, and at point B, A / D conversion ends with normal judgment. When a failure occurs, two types of diagnostic signals, digital and analog, are generated. If the digital front end signal (Figure 2b) occurs, the fault of ignition should be diagnosed by accelerating the time of A / D conversion by software and the A / D conversion time should be at least 1㎳.

On the other hand, when two faults occur at the same time, the analogue diagnostic signal (Fig. 2f) takes precedence over the high voltage (①, ②) and the low voltage (③), so it is sometimes impossible to grasp the low voltage. It corresponds.

In Fig. 2, the signals (1), (2) and (3) are determined for the ignition (c), the fuel pump (d) and the air conditioner (e), respectively, so that the diagnosis of the air conditioner in multiple regions becomes impossible. Therefore, the undiagnosed signal ③ should be diagnosed after taking the diagnosable signals ① and ②. Figure 2g shows the fault occurrence area.

[Injector malfunction determination]

The injector failure determination is for checking the failure state caused by the opening / shorting of the injector drive output. A failure in case of any of the four injectors is determined.

This will be described with reference to FIG. 3.

3a, b and 3c represent the KEY signal, RPM030 signal and the INJMONT signal, respectively, d, e and f degrees respectively represent the input, normal output and abnormal output signal of the injector drive, g is the diagnostic signal , h to l represent INJFLTCNT, FLTINJF, MIL, INJNORTIM and INJFLTTIM signals, respectively.

The meanings, units and data of signal names in the figures are shown in Tables 1 and 2, and the variables and measurement constants are listed, respectively.

The condition that enables injector failure, ie INJMONF = 1, ACTFLTFLG bit 1 = 1, is when the INJMONRPMC / HYSINJRPMC value exceeds RPM 030 and is not forced.

Conditions for the injector to fail are INJFLTCNT≥INJFLTCNTC, INJFLTCNT = INJFLTCNT + 1 (count up every fault falling edge), or when fault signals are detected during INJFLTTIM≥INJFLTIMC. The fault handling at this time stores the DTC with the ACTFLTFLG bit 0 set to 1 and the MIL set to ON when FLTINJF = 1. In addition, the clear condition at this time is when the initial value and INJMONF are set to 0 and judged as normal (when FLTINJF = 0).

On the other hand, the condition that the injector is normal is when the normal signal is detected (normal signal, high level detection) during INJNORTIM≥INJNORTIMC. The fault handling at this time does not turn off the MIL at FLTINJF = 0 and also does not clear the DTC.

On the other hand, DTC is cleared when GST is requested or when battery is removed.

At this time, DTC / MIL code is 0A00 and there is no LIMP-HOME function.

[Idle fault determination (ISA)]

Determination of idle speed failure is based on the duty control method. It checks the failure status by opening / shorting the drive output of the idle speed actuator. In case of a double coil, it is determined as a failure.

Figure 4 shows the timing chart for ISA fault determination, where a, b and c represent key signal, battery voltage signal and ISAMONF signal respectively, and d, e and f respectively indicate injector drive input, normal output and The abnormal output signal, g represents the ECU input signal, and h through l represent the ISAFLTCNT, FLTISF, ISACUTB, ISANORTIM and ISAFLTTIM signals, respectively. In addition, each variable name and constant name are shown in Table 3 and Table 4, respectively.

The ISA fault determination possible condition, that is, the condition of ISAMONF = 1, is when the key is ON, 12VBATDC16V, and not forced driving.

As a condition of the failure of ISA, in the state where ISAMONF = 1, ISAFLTCNT≥ISAFLTCNTC, ISAFLTCNT = ISAFLTCNT + 1 (count up every failure signal falling edge) or failure signal detection during ISAFLTTIM≥ISAFLTTIMC. The fault handling at this time stores the DTC with the ACTFLTFLG bit 2 set to 1 when the FLTISAF is 1 and the MIL is turned ON. The clearing condition at this time is the initial value and ISAMONF = 0, and is judged as normal (FLTISAF = 0).

The condition that ISA is normal is when a normal signal is detected (after a normal signal rising edge) during ISANORTIM≥ISANORTIMC. The processing at this time does not turn off the MIL at FLTISAF = 0 and also does not clear it. MIL off is when the IG key is turned off. On the other hand, DTC is cleared when GST is requested or when battery is removed. At this time, DTC / MIL code is 0B00, and LIMP-HOME function is when FLTISAF = 1, that is, when performing fault control operation (ISA power off).

[ISA fault power off]

ISA fault power off means a power off to prevent the full opening by the failure of an idle speed actuator. The timing diagram is also shown in FIG. 4, and the variable names are shown in Table 5. The condition for determining the ISA fault power off is when the key is ON and FLTISAF = 1. Cleared when the key is OFF. The processing at this time is set to ISACUTB = 1 (ISACUTFLG bit 0 = 1 and the ISA power supply is turned off).

[Step motor failure determination]

Step motor failure determination is to confirm the failure state by the opening / shorting of the drive output of an idle control step motor.

5 is a timing diagram for determining a step motor failure, where a, b and c represent a key signal, a BATADC signal and a STPMONF signal, respectively, and d, e and f respectively represent a step motor drive input, a normal output and The abnormal output signal, g denotes a diagnostic signal, and h to l denote STPFLTCNT, FLTSTPF, MIL, STPNORTIM and STPFLTTIM signals, respectively. In addition, each variable name and constant name are shown in Table 6 and Table 7, respectively.

The condition under which the stepper motor can be judged, that is, STPMONF = 1, is when the key is ON, BATMONMINCBATADC BATMONMAXC, and not forced driving.

The condition that the stepper motor fails is when STPMONF = 1 (ACTFLTFLG bit 3 = 1) and STPFLTCNT≥STPFLTCNTC and STPFLTCNT = STPFLTCNT + 1 (count up every fault signal falling edge). At this time, the clear condition is when the initial value and STPMONF = 0 and normal judgment (FLTSTPF = 0). Processing at this time is MIL ON (FLTSTPF = 1: ACTFLTFLG bit 2 = 1), at which time the DTC is stored.

If the step motor is normal, it is during normal signal detection (after the normal signal rising edge) during STPNORTIM≥STPNORTIMC. At this time, when FLTSTPF = 0, MIl is not turned off and DTC is not cleared. MIL off is when the IG key is off.

On the other hand, DTC is cleared when GST is requested or when battery is removed. At this time, the DTC / MIL code is 0B00 and there is no LIMP-HOME function.

[Air conditioner determination]

The air conditioner failure determination is to confirm the fault condition caused by the opening / shorting of the air conditioner relay, and it is distinguished from the fault determination between the fuel pump relay and the ignition.

FIG. 6 shows a timing chart for determining an air conditioner, where a denotes an ignition key signal, b denotes an INJSTN signal format, and c to g denote AICB, THMB, ISCBAS, ISCTHM and CMPB signals, respectively. h, i and j are the air conditioner relay drive input, the normal output and the abnormal output signal, k is the analog and digital diagnostic signal, and l to p are the AIRFLTCNT, FLTAIRF, MIL and AIRNOTRIM signals, respectively. In addition, each variable name and constant name are shown in Table 8 and Table 9, respectively.

The condition that can determine the air conditioner failure is when the key is ON.

MIL is turned on (FLTAIRF =) when AIRFLTTIM≥AIRFLTTIMC (initial value of AIRFLTTIM = 00'H) has elapsed after air condition failure determination, i.e. after failure signal detection (state digital is low and AIRFLTLOWC≤ACTFLTADC≤AIRFLTHGHC). 1: Set the ACTFLTFLG bit 4 = 1) to store the DTC.

On the other hand, when the air conditioner is judged, i.e., when the normal signal is detected (state digital is HIGH or ACTFLTADC≤AIRFLTLOWC), AIRNORTIM≥AIRNORTIMC (cleared when a fault signal is detected, initial value = 00'H), FLTAIRF = At 0, ACTFLTFLG bit 4 is set to 0, MIL is not off, and DTC is not cleared either. When the IG key is off, the MIL is off.

On the other hand, DTC is cleared when GST is requested or when battery is removed. At this time, DTC / MIL code is 0C00 and there is no MILP-HOME function.

[Fuel Pump Failure Judgment]

The determination of the failure of the fuel pump is to confirm the failure state due to the opening / shorting of the fuel pump relay, which is distinguished from the determination of the failure of the air conditioner relay and the ignition.

7 shows a timing chart for determining the fuel pump failure, where a represents a key signal, b represents an INJSTN signal format, and c, d and e represent fuel pump drive input, normal output and abnormal output signals, respectively. F denotes a diagnostic signal, and g to j denote FPMFLTTIM, FLTFPMF, MIL and FPMNORTIM signals, respectively. In this case, the variable name and the constant name are shown in Table 10 and Table 11, respectively.

The fuel pump failure judging condition is when the key is ON.

MIL is ON (FLTFPMF =) when FPMFLTTIM≥FPMFLTTIMC (initial value of FPMFLTTIMC = 00'H) after a fuel pump failure determination, i.e. after failure signal detection (state digital is low and FPMFLTLOWC≤ACTFLTADC≤FPMFLTHGHC). 1: ACTFLTFLG bit 5 = 1) and store the DTC.

When the fuel pump is judged normal, i.e. after normal signal detection (state digital is HIGH or ACTFLTADC≤FPMFLTLOWC), AIRNORTIM≥AIRNORTIMC (cleared when fault signal is detected.initial value = 00'H), when FLTFPMF = 0 Set the ACTFLTFLG bit to 5 = 0, the MIL is not off, and the DTC is not cleared. MIL is off when the IG key is off.

On the other hand, DTC is cleared when GST is requested or when battery is removed.

At this time, the DTC / MIL code is 0D00 and there is no LIMP-HOME function.

[Ignition of ignition terminal failure]

Ignition terminal failure judgment is to check the failure status by opening / shorting of the ignition terminal and it is distinguished from the failure judgment between the air conditioner relay and the fuel pump relay.

Fig. 8 shows a timing diagram for ignition terminal failure determination, where a, b and c represent a key signal, an RPM030 signal and an SPKMONF signal, respectively, and d, e and f respectively represent an ignition drive input, a normal output and The abnormal output signal, g denotes a diagnostic signal, and h to l denote SPKFLTCNT, FLTSPKF, MIL, SPKNORTIM and SPKFLTTIM signals, respectively. In addition, each variable name and constant name are shown in Table 12 and Table 13, respectively.

An ignition terminal failure judgment possible condition, that is, a condition of SPKMONF = 1, is when the IG key is on, the INJMONRPMC / HYSINJRPMC value exceeds RPM 030, and is not forced operation.

The condition that the ignition terminal fails is SPKFLTCNT≥SPKFLTCNTC, SPKFLTCNT = SPKFLTCNT + 1 (SPKFLTLOWC per fault falling edge) with SPKMPNF = 1. ACTFLTADC Counts up when SPKFLTHGHC is satisfied, or SPKFLTTIM≥SPKFLTTIMC (initial value of SPKFLTTIMC = 00'H) after fault signal detection (state digital is low and SPKFLTLOWC≤ACTFLTADC≤SPKFLTHGHC). At this time, when FLTSPKF = 1, ACTFLTFLG bit 6 = 1, MIL is turned on, and the DTC is stored. In addition, the clearing condition is an initial value and SPKMONF = 0, and is judged as normal (when FLTSPKF = 0).

On the other hand, the condition that the ignition terminal is normal is when the normal signal is detected (after the normal signal rising edge) during SPKNORTIM≥SPKNORTIMC. The processing at this time does not turn off the MIL at FLTSPKF = 0 and does not clear the DTC.

Turn off MIl when the IC key is off.

On the other hand, DTC is cleared when GST is requested or when battery is removed.

At this time, the DTC / MIL code is 0E00 and there is no LIMP-HOME function.

As described above, according to the present invention, by diagnosing the failure of the actuator and displaying it on the OBD, the driver is notified of the current state of the actuator, so that the driver can concentrate more on driving and prevent accidents in advance. Yes, of course, has a number of advantages. In addition, the present invention has been described with reference to the embodiment for convenience, but each embodiment may be modified and carried out, of course, other modifications that can be easily changed by those skilled in the art by the above embodiment also of the present invention Without departing from the spirit, the scope of the present invention is not exceeded. Therefore, the above embodiments should not be construed as limiting the present invention in any sense, only the present invention is to be construed as limited only by the following claims.

Claims (16)

In the actuator failure determination method for diagnosing the failure of various actuators in the engine driving apparatus of the vehicle and displaying the failure indication display board (ON BOARD DIAGNOSIS: OBD), the electronic control unit (ECU) 1 a) the injector area (INJ 1 to INJ 4, INJ IN); b) Idle speed actuator area (IS1 to IS4, ISIN) and C) Ignition (IGN 1 to IGN 4), fuel pump relay (F / P), air conditioner relay (A / C) and fault signal input terminals related thereto. Each area includes an output terminal and an input terminal, and the output pins (INJ 1-INJ 4) of the injector region are connected to the driver 2, and again the driver 2 ) Are connected to the injectors 1 to 4 through the resistor 3, respectively, and the driver 2 generates a fault signal when any one of the two or more injectors fails, and thus the injector input pin of the ECU (INJ IN). ), And the output pins IS1-IS4 of the idle speed actuator region are also connected to the stepper motor or idle duty 5 through the driver 4, and the driver ( 4) which of the step motor drive signal If any one of the faults has an F output, it transmits a fault signal to the input pin ISIN of the ISA region of the ECU, so that the input terminals of the input pins INJIN and ISIN act as fault diagnosis lines. In the case of driving the injector and the step motor of the ISA, the failure determination control method of the actuator, characterized in that the failure is diagnosed by reading the interrupt and level of the F terminal of the driver. 2. An ignition terminal pin (IG1-IG4), a fuel pump relay region (F / P) and an air conditioner relay (A / C) are connected to the driver 6, which in turn is an IC chip 7. Through each of the two ignition (IGNITION), fuel pump relay (F / P) and air conditioner relay (A / C), respectively, the driver 6 also has two output terminals A and D It has a terminal, which is an input of the ECU to diagnose a failure, wherein the A terminal signal is an analog fault signal, the D terminal signal is a digital fault signal, and in the case of a fault diagnosis, the state of the driver 6 A failure determination control method for an actuator, characterized in that the failure portion is determined by reading a voltage generated at the time of failure using an analog output terminal. According to claim 1 or 2, wherein the injector failure determination is a failure state due to the open / short of the injector drive output, the INJMONRPMC / HYSINJRPMC value exceeds RPM 030, the injector failure determination is possible when not forced driving The fault detection control method of the actuator is characterized in that the condition that the injector is faulty is INJFLTCNT≥INJFLTCNTC, INJFLTCNT = INJFLTCNT + 1 (count up every fault falling edge), or when a fault signal is detected during INJFLTTIM≥INJFLTTIMC. The fault handling of the injector failure according to claim 3, wherein the fault handling of the injector fault is set to 0 with an ACTFLTFLG bit of 1, MIL is ON, and DTC is stored, and the clearing condition is determined to be normal by setting the initial value and INJMONF to 0. FLTINJF = 0) when the failure determination control method for the actuator. According to claim 1 or 2, the idle speed failure determination is based on the duty control method, and checks the failure state by the open / short of the drive output of the idle speed actuator, and in the case of a double coil in case of failure, If the key is ON, 12VBATADC16V, and is not forced driving, ISA can be judged as a failure condition.In the case of ISA failure, ISAFLTCNT≥ISAFLTCNTC, ISAFLTCNT = A method for controlling fault determination of an actuator, characterized in that the fault signal is detected during ISAFLTCNT + 1 (count up every fault signal falling edge) or during ISAFLTTIM≥ISAFLTTIMC. 6. The method of claim 5, wherein the ISA fault processing is set to MIL ON with ACTFLTFLG bit 2 when the FLTISAF is 1, and the DTC is stored, and the clear condition is determined as the initial value and the ISAMONF = 0, and determined to be normal (FLTISAF = 0). Fault detection control method of the actuator, characterized in that when. The power supply cutoff according to claim 1 or 2, wherein the power supply is cut off to prevent full opening due to a failure of the idle speed actuator, and the determination condition is when the key is ON and FLTISAF = 1, and the key is turned off. OFF, the fault failure control method of the actuator, characterized in that it further comprises the ISA fault power off. The said step motor failure determination is to confirm the failure state by the opening / shorting of the drive output of an idle control step motor, The fault determination possible condition of a step motor is a key ON. , BATMONMINCBATADCBATMONMAXC, when it is not forced drive, and the condition that the stepper motor is broken is STPFLTCNT≥STPFLTCNTC, STPFLTCNT = STPFLTCNT + 1) The fault determination control method of the actuator, characterized in that the time of up). 9. The method according to claim 8, wherein the clearing condition of the step motor failure determination is when the initial value and STPMONF = 0 and normal determination (FLTSTPF = 0), and the processing is MIL ON (FLTSTPF = 1: ACTFLTFLG bit 2 = 10). 1), wherein the failure detection control method of the actuator, characterized in that for storing the DTC. 3. The air conditioner failure determination according to claim 1 or 2, wherein the air conditioner failure determination is to confirm a failure state due to the opening / shorting of the air conditioner relay, and the condition in which the air conditioner failure determination is possible is when the key is ON. The fault determination control method of the actuator, wherein the state digital is low and AIRFLTLOWC≤ACTFLTADC≤AIRFLTHGHC. 11. The method according to claim 10, wherein when the AIRFLTTIM≥AIRFLTTIMC (initial value of AIRFLTTIM = 00'H) elapses after the air conditioner is detected, MIL is turned on (FLTAIRF = 1: ACTFLTFLG bit 4 = 1), and the DTC is stored. Fault judgment control method of actuator. The fuel pump failure determination according to claim 1 or 2, wherein the determination of the fuel pump failure is to confirm a failure state due to the opening / shorting of the fuel pump relay, and the fuel pump failure determination possible condition is when the key is ON. The failure determination control method of an actuator, wherein the status digital at the time of failure determination is low and FPMFLTLOWC≤ACTFLTADC≤FPMFLTHGHC. The method of claim 12, wherein when the fuel pump failure is determined, when FPMFLTTIM≥FPMFLTTIMC (initial value of FPMFLTTIMC = 00'H), MIL is turned ON (FLTFPMF = 1: ACTFLTFLG bit 5 = 1) and DTC is stored. Fault judgment control method of actuator. The method of claim 1 or 2, further comprising an ignition terminal failure determination for checking a failure state due to the opening / shorting of the ignition terminal. 15. The condition of claim 14, wherein the ignition terminal failure determination possible condition is when the IG key is on, the INJMONRPMC / HYSINJRPMC value exceeds RPM 030, and is not forced driving, and the condition that the ignition terminal is broken is SPKMPNF = 1. At SPKFLTCNT≥SPFKLTCNTC, SPKFLTCNT = SPKFLTCNT + 1 (count up when SPKFLTLOWC≤ACTFLTADC≤SPKFLTHGHC is satisfied per fault falling edge) or fault signal detection (status digital is low and SPKFLTLOWC≤ACTFLTADC≤SPKFLTHKFLTTIMMC≥ And (fKFLTTIMC initial value = 00'H). 16. The process of claim 15, wherein the processing at the ignition terminal fault determination is ACTFLTFLG bit 6 = 1 when FLTSPKF = 1, the MIL is turned on, the DTC is stored, and the clear condition is the initial value and the SPKMONF = 0, Failure determination control method of the actuator, characterized in that judged to be normal.