KR20060031056A - Engine control unit function failure diagnosis controlling method of traction control system - Google Patents

Abstract

The present invention outputs the torque reduced by the torque reduction request of the traction control system to determine the responsiveness of the engine control unit, the engine control unit failure diagnosis control method of a vehicle equipped with a traction control system that can warn the engine control unit functional failure state In this regard, when the set value of the first signal TQI_TCS and the second signal TQI_ACOR is compared to a predetermined value or more, the required amount of the traction control system TCS may not be adjusted well due to a failure of the engine control unit ECU. The failure diagnosis is characterized in that the warning of the engine control unit (ECU) failure state.

Traction Control System, TCS, Vehicle, Engine Control Unit

Description

ENGINE CONTROL UNIT FUNCTION FAILURE DIAGNOSIS CONTROLLING METHOD OF TRACTION CONTROL SYSTEM}

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the configuration of a control device of a traction control system TCS.

2 shows waveforms of normal signals.

3 shows waveforms of abnormal signals.

4 is a flowchart illustrating a method for diagnosing a failure of an engine control unit of a vehicle equipped with a traction control system according to an exemplary embodiment of the present invention.

The present invention relates to an engine control failure diagnosis control method of a vehicle equipped with a traction control system.

In general, a Traction Control System (TCS) detects a slip state of a tire by an ABS sensor when the vehicle starts, accelerates, or climbs, and reduces engine torque. And BRAKE automatically controls the rotation of the wheel to improve driving performance of the vehicle.                         

Due to the tire and road characteristics, the driving force of the tire is sharply reduced when excessive slip occurs, so that the driving wheel slip is properly controlled to secure the acceleration performance and stability of the vehicle by preventing excessive driving wheel slip during rapid start and acceleration of the vehicle on a low friction road surface. .

FIG. 1 is a diagram showing the configuration of a control device of a traction control system TCS.

In the configuration as shown in Figure 1 through the engine control unit ECU to control the rotational force of the wheel by reducing the engine torque.

The engine torque reduction signal is transmitted from the traction control system controller TCS ECU to the first signal TQI_TCS via the CAN, and according to the signal, the engine control unit ECU transmits the first signal at the current torque. Torque is lowered by TQI_TCS to control the rotation of the wheel to prevent slip.

The first signal TQI_TCS is a request signal output from the traction control system control unit TCS ECU, and the engine control unit ECU outputs a second signal TQI_ACOR (actual torque value), and the first signal TQI_TCS is output. ), The engine control unit ECU decreases the second signal TQI_ACOR.

In the electronic throttle control (ETC), the engine control unit ECU adjusts the opening amount of the electronic throttle control ETC to control the air amount, thereby reducing the second signal TQI_ACOR. Can be added or subtracted from material

However, in the case of a mechanical throttle body, the engine control unit (ECU) cannot be adjusted so that an indirect method of reducing the torque through an ignition angle or fuel cut is used. do.

Referring to FIG. 2, the second signal TQI_ACOR follows the first signal TQI_TCS.

2 is a waveform of a normal signal, and FIG. 3 is a waveform of an abnormal signal.

The most ideal signal is that the second signal TQI_ACOR may follow well without a delay time according to the request of the first signal TQI_TCS.

However, you can't follow a physically 100% match, but you'll have to follow it to some extent to be a part of the traction control system (TCS).

An object of the present invention is to output the torque reduced by the torque reduction request of the traction control system to determine the responsiveness of the engine control unit, and to diagnose the engine control unit failure of a vehicle equipped with a traction control system capable of warning the engine failure state of the engine control unit. To provide a control method.

In order to achieve the above object, the present invention provides a method for diagnosing a failure of an engine control unit of a vehicle equipped with a traction control system, and comparing a value of a set first signal TQI_TCS and a second signal TQI_ACOR to a predetermined value or more. It is characterized in that the engine control unit (ECU) is warned by a failure diagnosis that the required amount of the traction control system (TCS) is not well met by the failure of the engine control unit (ECU).

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. While many specific details, such as the following description and the annexed drawings, are shown to provide a more general understanding of the invention, these specific details are illustrated for the purpose of explanation of the invention and are not meant to limit the invention thereto. And a detailed description of known functions and configurations that may unnecessarily obscure the subject matter of the present invention will be omitted.

4 is a flowchart illustrating a method for diagnosing a failure of an engine control unit of a vehicle equipped with a traction control system according to an exemplary embodiment of the present invention.

An engine control failure diagnosis control method of a vehicle equipped with a traction control system according to an embodiment of the present invention will be described with reference to FIG. 4.

The diagnostic logic according to an embodiment of the present invention compares the values of the first signal TQI_TCS and the second signal TQI_ACOR, and if the predetermined value is more than a predetermined value, the required amount of the traction control system TCS due to the failure of the engine control unit ECU. It is to warn the engine control unit (ECU) fault condition by making a fault diagnosis.

Referring to FIG. 4, the diagnostic logic of the traction control system controller according to an embodiment of the present invention first detects whether a torque reduction request signal TQI_TCS is input from the traction control system TCS (S410).

Subsequently, when the torque reduction request signal TQI_TCS is input, the traction control system controller proceeds to step S412 and outputs the torque reduced by the reduction request of the traction control system TCS as the second signal TQI_ACOR.

Then, the torque gap GAP is measured (S414).

Subsequently, the process proceeds to S416 to compare whether the difference between the first signal and the second signal is within a setting range.

Set the maximum and minimum values of the setting range to ± 10%.

-10% <TQI_TCS-TQI_ACOR <+ 10%

If the difference between the first signal and the second signal is within the set range in step S416, the responsiveness of the engine control unit ECU is determined to be normal (S420).

On the other hand, if the difference value between the first signal and the second signal in the above-described (S416) is not within the setting range, the traction control system control unit proceeds to (S418) and performs a step of increasing the counter (Cn) .

Then, it is compared whether the counter number Cn is the set number N.

If the counter number Cn is the set number N in the above-described S418, the traction control system control unit proceeds to S422 and performs a warning of an engine failure in the engine control unit ECU.

If the counter number Cn is the set number N, the step of turning off the traction control system TCS function is performed.

On the other hand, if the number of counters Cn is not the set number N in S418 described above, the traction control system controller proceeds to step S424, where the difference between the first signal and the second signal is the maximum value of the set range (+). More than 10%).

When the difference between the first signal and the second signal exceeds the maximum value of the setting range (TQI_TCS-TQI_ACOR> + 10%), the ignition is advanced.

On the contrary, if the counter count Cn is not the set count N in the above-described S418, the traction control system controller proceeds to S428 and is the difference between the first signal and the second signal less than the minimum value of the set range? Compare

If the difference between the first signal and the second signal is less than the minimum value (TQI_TCS-TQI_ACOR <-10%) of the setting range, an ignition perception is performed.

For example, if the traction control system (TCS) required a 50% = 150 Nm REDUCTION at a maximum torque of 300 Nm, the engine control unit (ECU) would have to reduce 150 Nm ± 15 Nm to reduce the traction control system. It satisfies the requirements of TCS and can perform its functions.

When the first signal TQI_TCS is input as described above, the engine control unit ECU lowers the torque to control the engine with the second signal TQI_ACOR, so as to match the first signal TQI_TCS as much as possible, and the torque gap Gap. If is measured and does not fall within the set value THRESHOLD, the counter is incremented by one.

At this time, if the difference between the first signal and the second signal ((TQI_TCS)-(TQI_ACOR)) is a negative value in order to adjust the torque as much as possible, set the ignition retard to down the torque. If the value is +, it is adjusted by ignition advance to increase torque.

Then, by measuring the torque gap (Gap) again to determine whether the deviation (Deviation).

When the counter reaches a constant value, it is determined that the engine control unit ECU is broken.                     

According to the function of the traction control system (TCS) according to an embodiment of the present invention, when the two wheel slip (SLIP) occurs, the HECU of the traction control system (TCS) sends an engine torque (ENGINE TORQUE) reduction signal to the engine control unit (ECU) The engine torque is controlled by the engine control unit ECU while the engine torque is reduced.

However, if the engine control unit ECU does not meet the requirements of the traction control system TCS, as described above, the engine control unit ECU is incapable of escape when the wheel slips as shown in the following figure. .

In order to prevent such a phenomenon, the traction control system control unit always compares the torque produced by the traction control system (TCS) with the required amount of the traction control system (TCS). If recovery fails even after a certain number of times, the warning lamp MIL is turned ON to notify the user USER of the traction control system TCS.

As described above, the engine control fault diagnosis control method of the vehicle equipped with the traction control system according to the present invention has an effect of improving safety and facilitating after-sales service by diagnosing the fault of the traction control system of the engine control unit.

Claims (7)

In the engine control unit failure diagnosis control method of a vehicle with a traction control system, By comparing the set value of the first signal TQI_TCS and the second signal TQI_ACOR, if the predetermined value is greater than or equal to a predetermined value, a failure diagnosis is made that the required amount of the traction control system TCS is not easily met by the failure of the engine control unit ECU. Engine control unit (ECU) Engine control unit failure diagnosis control method for a vehicle with a traction control system, characterized in that for warning the failure state. The method of claim 1, Detecting whether the torque reduction request signal TQI_TCS is input from the traction control system TCS; If the torque reduction request signal TQI_TCS is input, outputting the torque reduced by the reduction request of the traction control system TCS as a second signal TQI_ACOR; Measuring a torque gap (GAP); Comparing whether the difference between the first signal and the second signal is within a setting range; And determining the responsiveness of the engine control unit (ECU) as normal if the difference between the first signal and the second signal is within the setting range. The method of claim 2, The maximum and minimum values of the setting range are set to ± 10% engine control failure diagnosis control method for a vehicle with a traction control system. The method of claim 2, Increasing the counter number Cn if the difference between the first signal and the second signal is not within a setting range; Comparing whether the counter number Cn is the set number N; If the counter number (Cn) is a set number (N), the engine control unit failure diagnosis control method for a vehicle with a traction control system, characterized in that further comprising the step of warning to the engine control unit (ECU) side functional failure. The method of claim 4, wherein And turning off the traction control system (TCS) function if the number of counters (Cn) is a set number (N). The method of claim 4, wherein Comparing whether the difference value between the first signal and the second signal exceeds the maximum value of the setting range if the counter number Cn is not the setting number N; And igniting the engine when the difference between the first signal and the second signal exceeds a maximum value of the setting range. The method of claim 6, If the counter number Cn is not the set number N, comparing whether the difference between the first signal and the second signal is less than the minimum value of the set range; If the difference between the first signal and the second signal is less than the minimum value of the setting range, the engine control further comprises the step of ignition perception characterized in that the engine control unit failure diagnosis control method of the vehicle with a traction control system.

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