JP2020192925A - Vehicle failure analysis device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily identify a failure which causes a predetermined phenomenon when a predetermined phenomenon occurs in a vehicle. When an abnormal phenomenon occurs in a vehicle 10, a plurality of data representing a running state before the occurrence of the abnormal phenomenon in the vehicle 10 and before an abnormal phenomenon occurs in another vehicle 200 by a calculation unit 102 of a server 100. The failure that causes the abnormal phenomenon in the vehicle 10 is identified by using the calculation unit 102 based on the learning result that associates the plurality of data representing the running state of the vehicle with the failure that causes the abnormal phenomenon in the other vehicle 200. Therefore, it is possible to identify a failure that is difficult to identify by the vehicle 10 alone. Therefore, when an abnormal phenomenon occurs in the vehicle 10, it is possible to easily identify the failure that causes the abnormal phenomenon. [Selection diagram] FIG. 8

Description

The present invention relates to a vehicle failure analysis device that identifies a vehicle failure using artificial intelligence.

A vehicle failure analysis device that identifies a vehicle failure by using artificial intelligence having a database unit for accumulating data and an inference unit for estimating a conclusion from the data is well known. For example, the automobile failure diagnosis device described in Patent Document 1 is one of them. Patent Document 1 discloses that artificial intelligence is used to identify a cause of failure and a failed component.

Japanese Unexamined Patent Publication No. 3-79445

By the way, a predetermined phenomenon that is not stored in the database section may occur in the vehicle. In such a case, it is difficult to identify the failure that causes the predetermined phenomenon by using artificial intelligence. Therefore, it is necessary to identify the failure by analyzing the data representing the running state in detail and disassembling and investigating the parts. Then, it may take time to identify the failure.

The present invention has been made in the context of the above circumstances, and an object of the present invention is to easily identify a failure that causes a predetermined phenomenon when a predetermined phenomenon occurs in a vehicle. It is to provide a failure analysis device for a vehicle capable of capable.

The gist of the first invention is (a) a vehicle failure analysis device that identifies a vehicle failure using artificial intelligence having a database unit for accumulating data and an inference unit for estimating a conclusion from the data. Therefore, (b) when a predetermined phenomenon occurs in another vehicle other than the vehicle, a plurality of data representing a running state before the occurrence of the predetermined phenomenon in the other vehicle and a predetermined phenomenon in the other vehicle The artificial intelligence is made to learn the association with the cause failure in advance, and (c) when a predetermined phenomenon occurs in the vehicle, a plurality of data representing the running state before the occurrence of the predetermined phenomenon in the vehicle and the said Based on the learning result by the artificial intelligence, the failure that causes a predetermined phenomenon in the vehicle is specified by using the artificial intelligence.

According to the first invention, when a predetermined phenomenon occurs in a vehicle, a plurality of data representing a running state before the occurrence of the predetermined phenomenon in the vehicle and running before the occurrence of the predetermined phenomenon in another vehicle by artificial intelligence. Since the failure that causes the predetermined phenomenon in the vehicle is identified by using artificial intelligence based on the learning result that associates the plurality of data representing the state with the failure that causes the predetermined phenomenon in the other vehicle, the vehicle It is possible to identify a failure that is difficult to identify by itself. Therefore, when a predetermined phenomenon occurs in the vehicle, it is possible to easily identify the failure that causes the predetermined phenomenon.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped speed change part illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission part and a mechanical stepwise transmission part. It is a figure which shows an example of the structure of the arithmetic unit provided with a server. It is a figure which shows an example of the shift map used for the shift control of a stepped transmission part, and the power source switching map used for the switching control of a hybrid run | motor run, and is also a figure which shows the relationship between them. It is a figure which shows an example of the data which became viewable when a failure is identified. It is a figure which shows an example of the analysis result of the frequency analysis of vibration by FFT. It is a flowchart explaining the main part of the control operation of an electronic control device, that is, the control operation for easily identifying the failure which causes the abnormal phenomenon when an abnormal phenomenon occurs in a vehicle.

In an embodiment of the invention, the vehicle comprises a power source and a power transmission device. The gear ratio in the power transmission device, for example, the gear ratio in the transmission is "rotational speed of the rotating member on the input side / rotational speed of the rotating member on the output side". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

The power source is, for example, an engine such as a gasoline engine or a diesel engine that generates power by burning fuel. Further, the vehicle may be provided with an electric motor or the like as the power source in addition to or in place of the engine. In a broad sense, the electric motor is included in the engine.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram for explaining a schematic configuration of a power transmission device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. .. In FIG. 1, the vehicle 10 includes an engine 14, a first rotating machine MG1, and a second rotating machine MG2. The power transmission device 12 includes an electric continuously variable transmission unit 18 and a mechanical continuously variable transmission unit 20 and the like, which are arranged in series on a common axis in a transmission case 16 as a non-rotating member attached to a vehicle body. I have. The electric continuously variable transmission 18 is directly connected to the engine 14 or indirectly via a damper (not shown) or the like. The mechanical continuously variable transmission 20 is connected to the output side of the electric continuously variable transmission 18. Further, the power transmission device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. ing. In the power transmission device 12, the power output from the engine 14 and the second rotary machine MG2 is transmitted to the mechanical stepped speed change unit 20, and the power is transmitted from the mechanical stepped speed change unit 20 via the differential gear device 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission 18 is referred to as a continuously variable transmission 18, and the mechanical continuously variable transmission 20 is referred to as a continuously variable transmission 20. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the stepless speed change unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is an engine that functions as a power source capable of generating drive torque, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 90 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by 90, the MG1 torque Tg, which is the output torque of the first rotary machine MG1, and the MG2 torque Tm, which is the output torque of the second rotary machine MG2, are controlled. In the case of forward rotation, for example, the output torque of the rotating machine is power running torque at the positive torque on the acceleration side and regenerative torque at the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

The continuously variable transmission 18 is a power dividing mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission 18. The differential mechanism 32 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotary machine. The second rotary machine MG2 is a rotary machine that functions as a power source capable of generating drive torque, and corresponds to a traveling drive rotary machine. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a power source for traveling. The power transmission device 12 transmits the power of the power source to the drive wheels 28. It should be noted that controlling the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is connected to. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that forms a part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotating member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission 18, the stepped transmission 20 is connected. , A transmission that forms part of a power transmission path between a power source (second rotary MG2 or engine 14) and drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1, and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engagement device CB is provided by each engagement hydraulic pressure PRcb as each engagement pressure of the pressure-adjusted engagement device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched.

In the stepped speed change unit 20, the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging an engaging device, for example, a predetermined engaging device, which is one of a plurality of engaging devices. / A stepped transmission in which any one of a plurality of gears (also referred to as gears) having different output rotation speeds (No) is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any of the plurality of engaging devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a combined transmission which is an entire transmission in which the continuously variable transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ") 4 steps of forward AT gear steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. Further, the reverse AT gear stage (“Rev” in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, as will be described later, when traveling in reverse, for example, an AT 1st gear is formed. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release.

In the stepped transmission unit 20, the AT gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, and the like are switched by the electronic control device 90 described later, that is, a plurality of AT gear stages are selectively selected. Is formed in. For example, in the shift control of the stepped speed change unit 20, the shift is executed by grasping any one of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. So-called clutch-to-clutch shifting is performed. In this embodiment, for example, a downshift from the AT 2nd gear to the AT 1st gear is represented as a 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements of the continuously variable transmission unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

Expressed using the co-line diagram of FIG. 3, in the differential mechanism 32 of the stepless speed change unit 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 30. The rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 30. In the continuously variable transmission unit 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0 and L0R that cross the vertical line Y2.

Further, in the stepped speed change unit 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It is selectively connected to the intermediate transmission member 30 via the clutch C2 and selectively connected to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 16 via the brake B1. ing. In the stepped speed change unit 20, "1st", "2nd", "3rd" on the output shaft 22 are formed by the straight lines L1, L2, L3, L4, LR crossing the vertical line Y5 by the engagement release control of the engagement device CB. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. It shows. In this hybrid traveling mode, in the differential mechanism 32, when the reaction force torque, which is the negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10, whichever of the AT 1st gear and the AT 4th gear. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor traveling mode in which the engine 14 is stopped and the motor traveling by using the second rotary machine MG2 as a power source is possible, the carrier CA0 in the differential mechanism 32 Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles in a negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is any of the AT 1st gear and the AT 4th gear as the driving torque in the forward direction of the vehicle 10. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the AT gear stage is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 90, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotary machine MG2, the reverse traveling can be performed. Here, the MG2 torque Tm for forward rotation is a force running torque that becomes a positive torque for forward rotation, and the MG2 torque Tm for backward rotation is a power running torque that becomes a negative torque for negative rotation. As described above, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear is to use the same AT gear as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can be negatively rotated as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

In the power transmission device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power are intermediate. A differential mechanism 32 having three rotating elements with a ring gear R0 as a third rotating element RE3 to which the transmission member 30 is connected is provided, and the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. The stepless speed change unit 18 as an electric speed change mechanism in which the differential state of the above is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, the power transmission device 12 has a differential mechanism 32 in which the engine 14 is connected so as to be able to transmit power, and a first rotary machine MG1 in which the engine 14 is connected to the differential mechanism 32 so as to be able to transmit power. The stepless speed change unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the MG 1 is configured. The continuously variable transmission 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped transmission unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid driving, the engine 14 can be operated at an efficient driving point. That is, the stepped speed change unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a stepless transmission are combined, and the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped transmission is such that a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped transmission unit 20 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission units 18 for each AT gear stage of the stepped transmission unit 20. Assigned to establish one or more types. For example, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, a simulated 4th gear-simulated 6th gear is established for the AT 2nd gear, and an AT 3rd gear is established. It is predetermined that a simulated 7-speed gear stage-a simulated 9-speed gear stage is established for the gear stage, and a simulated 10-speed gear stage is established for the AT 4-speed gear stage. In the compound transmission 40, the continuously variable transmission 18 is controlled so that the engine rotation speed Ne realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, in the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 90, and is a functional block diagram for explaining a main part of a control function by the electronic control device 90. The electronic control device 90 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 90 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, output rotation speed sensor 62, MG1 rotation speed sensor 64, MG2 rotation speed sensor 66, accelerator opening sensor 68, throttle valve. Opening sensor 70, brake pedal sensor 71, steering sensor 72, G sensor 74, yaw rate sensor 76, battery sensor 78, oil temperature sensor 79, vehicle peripheral information sensor 80, vehicle position sensor 81, transmitter / receiver 82, navigation system 83, Various signals based on the detected values by the driving support setting switch group 84, etc. (for example, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, AT input MG2 rotation speed Nm, which is the rotation speed Ni, accelerator opening θacc as the driver's acceleration operation amount, which indicates the magnitude of the driver's acceleration operation, throttle valve opening θth, which is the opening of the electronic throttle valve, and wheel brake. The brake-on signal Bon, which is a signal indicating that the brake pedal for operation is being operated by the driver, and the brake operation amount Bra, which indicates the magnitude of the driver's depression operation of the brake pedal corresponding to the pedaling force of the brake pedal. , Steering angle θsw and steering direction Dsw of the steering wheel provided in the vehicle 10, front-rear acceleration Gx of the vehicle 10, lateral acceleration Gy of the vehicle 10, yaw rate Ryaw which is the rotation angle speed around the vertical axis of the vehicle 10, battery of the battery 54. Temperature THbat, battery charge / discharge current Ibat, battery voltage Vbat, hydraulic oil supplied to the hydraulic actuator of the engaging device CB, that is, the temperature of the hydraulic oil that operates the engaging device CB, hydraulic oil temperature THoil, vehicle peripheral information Iard, Position information Ivp, communication signal Scom, navigation information Inavi, driving support setting signal Sset, which is a signal indicating a setting by the driver in driving support control such as automatic driving control and cruise control) are supplied respectively.

From the electronic control device 90, each device provided in the vehicle 10 (for example, engine control device 50, inverter 52, hydraulic control circuit 56, transmitter / receiver 82, wheel brake device 86, steering device 88, information dissemination device 89, etc.) Various command signals (for example, engine control command signal Se for controlling the engine 14, rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, and the operating state of the engagement device CB are displayed. Hydraulic control command signal Sat for control, communication signal Scom, brake control command signal Sbra for controlling braking torque by wheel brake, steering control command signal Sste for controlling steering of wheels (particularly front wheels), operation Information dissemination control command signal Sinf, etc. for giving a warning or notification to a person is output.

The vehicle peripheral information sensor 80 includes at least one of, for example, a rider, a radar, and an in-vehicle camera, and directly acquires information on a traveling road and information on an object existing around the vehicle. The rider is, for example, a plurality of riders that detect objects in front of the vehicle 10, objects on the sides, objects in the rear, and the like, or one rider that detects objects all around the vehicle 10, and the detected objects. The object information related to the vehicle is output as the vehicle peripheral information Iard. The radar is, for example, a plurality of radars for detecting an object in front of the vehicle 10, an object in the vicinity of the front, an object in the vicinity of the rear, and the like, and outputs object information related to the detected object as vehicle peripheral information Iard. The object information obtained by the rider or radar includes the distance and direction of the detected object from the vehicle 10. The in-vehicle camera is, for example, a monocular camera or a stereo camera that images the front or rear of the vehicle 10, and outputs the imaged information as vehicle peripheral information Iard. This imaging information includes information such as lanes of the driving road, signs on the driving road, parking spaces, other vehicles 200a and 200b on the driving road, pedestrians, obstacles, and the like. The other vehicles 200a, 200b, etc. are vehicles different from the vehicle 10. In this embodiment, other vehicles 200a, 200b and the like are referred to as other vehicles 200 unless otherwise specified.

The vehicle position sensor 81 includes a GPS antenna and the like. The position information Ivp includes own vehicle position information indicating the position of the vehicle 10 on the ground surface or a map based on a GPS signal (orbit signal) transmitted by a GPS (Global Positioning System) satellite.

The navigation system 83 is a known navigation system having a display, a speaker, and the like. The navigation system 83 identifies the position of the own vehicle on the map data stored in advance based on the position information Ivp. The navigation system 83 displays the position of the own vehicle on the map displayed on the display. When the destination is input, the navigation system 83 calculates the travel route from the departure point to the destination, and instructs the driver of the travel route and the like with a display, a speaker, or the like. Navigation information Inavi includes, for example, map information such as road information and facility information based on map data stored in advance in the navigation system 83. The road information includes information such as road types such as urban roads, suburban roads, mountain roads, highways, that is, highways, road branching and merging, road gradients, and speed limits. The facility information includes information such as the type, location, and name of a base such as a supermarket, a store, a restaurant, a parking lot, a park, a base for repairing a vehicle 10, a home, and a service area on an expressway. The service area is, for example, a highway and is a base equipped with facilities such as parking, meals, and refueling.

The driving support setting switch group 84 sets an automatic driving selection switch for executing automatic driving control, a cruise switch for executing cruise control, a switch for setting a vehicle speed in cruise control, and an inter-vehicle distance to a preceding vehicle in cruise control. It includes a switch to set, a switch to execute lane keep control to maintain the set lane and drive.

The wheel brake device 86 is a braking device that applies braking torque by the wheel brake to the wheels. The wheel brake device 86 supplies brake hydraulic pressure to the wheel cylinder provided on the wheel brake according to a brake operation state of the brake operation member by the driver. In the wheel brake device 86, normally, a master cylinder oil having a size corresponding to the brake operation amount Bra, which is generated from the brake master cylinder, is supplied to the wheel cylinder as the brake oil. On the other hand, in the wheel brake device 86, for example, during ABS control, skid suppression control, vehicle speed control, automatic driving control, etc., the brake oil required for each control is required to generate braking torque by the wheel brake. It is supplied to the wheel cylinder. The wheels are a driving wheel 28 and a trailing wheel (not shown).

The steering device 88 applies assist torque according to, for example, the vehicle speed V, the steering angle θsw, the steering direction Dsw, the yaw rate Ryaw, and the like to the steering system of the vehicle 10. In the steering device 88, for example, during automatic driving control, torque for controlling the steering of the front wheels is applied to the steering system of the vehicle 10.

The information dissemination device 89 is a device that warns or notifies the driver when, for example, some component related to the running of the vehicle 10 breaks down or the function of the component deteriorates. The information dissemination device 89 is, for example, a display device such as a monitor, a display, or an alarm lamp, and / or a sound output device such as a speaker or a buzzer. The display device is a device that gives a visual warning or notification to the driver. The sound output device is a device that gives an auditory warning or notification to the driver.

The transmitter / receiver 82 is a device that exists separately from the vehicle 10 and communicates with an external device other than the vehicle 10. The electronic control device 90 transmits and receives a communication signal Scom to and from the vehicle exterior device via the transmitter / receiver 82. The out-of-vehicle device includes at least a server 100. The vehicle exterior device may include a road traffic information and communication system and the like. The transmitter / receiver 82 may have a function of directly communicating with another vehicle 200 in the vicinity of the vehicle 10 without going through the external device.

The communication signal Scom includes, for example, vehicle state information and vehicle phenomenon information transmitted / received to / from the server 100, road traffic information transmitted / received to / from the vehicle information and communication system, and other vehicles 200 in the vicinity of the vehicle 10. It includes vehicle-to-vehicle communication information directly transmitted and received between vehicles. The vehicle state information is information indicating a vehicle state related to the running of the vehicle 10 detected by, for example, various sensors. This vehicle state is, for example, an accelerator opening degree θacc, a vehicle speed V, or the like. The vehicle phenomenon information is information indicating, for example, a phenomenon that occurs in the vehicle 10. This phenomenon includes, for example, the sound in the vehicle, that is, the sound pressure detected by a microphone (not shown), the vibration detected by the G sensor 74, and the vibration felt by the passenger. The road traffic information includes, for example, information such as road congestion, accidents, construction, required time, and parking lots. The vehicle-to-vehicle communication information includes, for example, vehicle information, traveling information, traffic environment information, and the like. The vehicle information includes information indicating a vehicle type such as a passenger car, a truck, or a two-wheeled vehicle. The traveling information includes, for example, vehicle speed V, position information Ivp, brake pedal operation information, turn signal lamp blinking information, hazard lamp blinking information, and the like. The traffic environment information includes, for example, information such as road congestion and construction.

The server 100 is a system on a network outside the vehicle 10. The server 100 receives, processes, analyzes, stores, and provides various types of information. The server 100 transmits and receives various information such as communication signals Scom to and from the other vehicle 200 as well as to and from the vehicle 10. The other vehicle 200 basically has the same function as the vehicle 10.

Specifically, the server 100 includes a calculation unit 102, an FFT analysis unit 104, a display unit 106, and the like. The calculation unit 102 performs predetermined processing on the vehicle state information and the vehicle phenomenon information transmitted from the vehicle 10. The FFT analysis unit 104 performs frequency analysis by fast Fourier transform (= FFT) on the processing result by the calculation unit 102. The display unit 106 processes data such as the processing result by the calculation unit 102 and the analysis result by the FFT analysis unit 104 so that the user can observe them on the output device, that is, they can view them. This output device is, for example, a display or a printer. This display is, for example, the monitor 112 of a personal computer 110 that can be connected to the server 100 via a predetermined network. Hereinafter, the personal computer 110 is referred to as a personal computer 110.

FIG. 4 is a diagram showing an example of the configuration of the calculation unit 102. The calculation unit 102 is an artificial intelligence having a database unit 120 for accumulating data and an inference unit 130 for estimating a conclusion from the data. The database unit 120 includes failure data 122, big data 124, user data 126, correct answer data 128, and basic data 129 related to failure. The failure data 122 is data related to a predetermined phenomenon that actually occurs in the vehicle 10 that is determined and transmitted by the electronic control device 90. This predetermined phenomenon is a phenomenon caused by a failure in the vehicle 10, for example, an abnormality such as a tie-up in a shift transition of the stepped transmission unit 20, an engine rotation speed Ne blowing up, a fluctuation in drive torque, or abnormal vibration. It is a phenomenon. The big data 124 is a plurality of data representing a traveling state before the occurrence of an abnormal phenomenon in the vehicle 10. The plurality of data representing the traveling state are, for example, vehicle speed V, accelerator opening θacc, vibration, that is, front-rear acceleration Gx and left-right acceleration Gy of the vehicle 10, hydraulic oil temperature THoil, AT gear stage, sound pressure, and the like. The user data 126 is, for example, a defect pointed out by the user, which is input and transmitted by the personal computer 110 (see “User indication defect” in the personal computer 110 in FIG. 1). This defect is, for example, the occurrence of shift shock, the occurrence of abnormal noise, and the like. The correct answer data 128 is, for example, data of a failure or a defect that is input and transmitted by a personal computer 110 and causes an abnormal phenomenon learned based on a failure name finally determined by an expert (in FIG. 1). See "Human Judgment" in PC 110). The basic data 129 regarding the failure is data in which a defect that occurs when a part of the vehicle 10 fails is analyzed in advance and stored in a database. For example, a shift shock associated with a failure of the solenoid valve SL1 in the hydraulic control circuit 56. The inference unit 130 includes an inference engine 132. The inference engine 132 infers a failure that causes an abnormal phenomenon based on various data in the database unit 120. The inference unit 130 identifies the failure name by the inference engine 132. In this embodiment, in addition to the failure of the component, a failure such as a shift shock that occurs when the component fails is also treated as a failure that causes an abnormal phenomenon.

In order to realize various controls in the vehicle 10, the electronic control device 90 includes an AT shift control means, that is, an AT shift control unit 92, a hybrid control means, that is, a hybrid control unit 94, an operation control means, that is, an operation control unit 96, and a failure identification means. That is, the failure identification unit 98 is provided.

The AT shift control unit 92 uses the AT gear shift map as shown in FIG. 5, for example, the stepped shift unit 20 which is a relationship that is experimentally or designly obtained and stored in advance, that is, a predetermined relationship. The shift control is determined, and the hydraulic control command signal Sat for executing the shift control of the stepped speed change unit 20 is output to the hydraulic control circuit 56 as needed. The AT gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped transmission unit 20 is provided on two-dimensional coordinates with the vehicle speed V and the required drive torque Trdem as variables.

The hybrid control unit 94 functions as an engine control means that controls the operation of the engine 14, that is, an engine control unit, and a rotary machine control means that controls the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 94 calculates the required drive torque Trdem [Nm] of the drive wheels 28 as the drive request amount by applying the accelerator opening θacc and the vehicle speed V to, for example, the drive request amount map having a predetermined relationship. ..

The hybrid control unit 94 is instructed to control the engine 14 so as to realize the required drive power Prdem based on the required drive torque Trdem and the vehicle speed V in consideration of the rechargeable power Win and the dischargeable power Wout of the battery 54. The engine control command signal Se, which is a signal, and the rotary machine control command signal Smg, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, are output. The engine control command signal Se is, for example, a command value of engine power Pe, which is the power of the engine 14 that outputs engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

The rechargeable power Win of the battery 54 is the input power that defines the limit of the input power of the battery 54, and the dischargeable power Wout of the battery 54 is the output power that defines the limit of the output power of the battery 54. The rechargeable power Win and the dischargeable power Wout of the battery 54 are calculated by the electronic control device 90 based on, for example, the battery temperature THbat and the charge state value SOC [%] of the battery 54. The charge state value SOC of the battery 54 is a value indicating the charge state of the battery 54, and is calculated by the electronic control device 90 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat.

In the hybrid control unit 94, for example, when the continuously variable transmission 18 is operated as a continuously variable transmission and the compound transmission 40 as a whole is operated as a continuously variable transmission, the required drive power Prdem is taken into consideration in consideration of the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, the continuously variable transmission 18 is absent. The continuously variable transmission control is executed to change the gear ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

The hybrid control unit 94 has a predetermined relationship, for example, when the stepless transmission unit 18 is changed like a stepped transmission and the combined transmission 40 as a whole is changed like a stepped transmission. The speed change determination of the compound transmission 40 is performed using the speed shift map, and a plurality of simulated gear stages are selectively established in cooperation with the speed change control of the AT gear stage of the stepped speed change unit 20 by the AT shift control unit 92. The shift control of the stepless transmission unit 18 is executed as described above. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the vehicle speed V so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire vehicle speed V, and may be changed in a predetermined region, and is limited by the upper limit or lower limit of the rotation speed of each part. You may. In this way, the hybrid control unit 94 can perform shift control that changes the engine rotation speed Ne like a stepped shift. In the simulated stepped speed change control that shifts the composite transmission 40 as a whole like a stepped transmission, for example, when a driving mode that emphasizes driving performance such as a sports driving mode is selected by the driver, or the required drive torque Trdem is relatively large. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The hybrid control unit 94 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Prdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 94 establishes the motor running mode, while the required drive power Prdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. The alternate long and short dash line A in FIG. 5 is a boundary line for switching whether the power source for traveling of the vehicle 10 is at least the engine 14 or only the second rotating machine MG2. That is, the alternate long and short dash line A in FIG. 5 is a boundary line between the hybrid traveling region and the motor traveling region for switching between the hybrid traveling and the motor traveling. The predetermined relationship having a boundary line as shown by the alternate long and short dash line A in FIG. 5 is an example of a power source switching map composed of two-dimensional coordinates with the vehicle speed V and the required drive torque Trdem as variables. In FIG. 5, for convenience, this power source switching map is shown together with the AT gear shift map.

The hybrid control unit 94 establishes the hybrid travel mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Prdem is in the motor travel region. .. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates a driving torque to run the motor. The hybrid driving mode is a driving state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

The hybrid control unit 94 performs start control to start the engine 14 when the hybrid travel mode is established when the operation of the engine 14 is stopped. When the engine 14 is started, the hybrid control unit 94 raises the engine rotation speed Ne by the first rotary machine MG1 and ignites the engine when the engine rotation speed Ne becomes equal to or higher than a predetermined rotation speed that can be ignited. 14 is started. That is, the hybrid control unit 94 starts the engine 14 by cranking the engine 14 by the first rotary machine MG1.

As the driving control of the vehicle 10, the driving control unit 96 may perform manual driving control for driving based on the driving operation of the driver and driving support control for driving the vehicle 10 regardless of the driving operation of the driver. It is possible. The manual driving control is a driving control for driving by manual driving by the driving operation of the driver. The manual driving is a driving method in which the vehicle 10 is normally driven by a driver's driving operation such as an accelerator operation, a brake operation, and a steering operation. The driving support control is, for example, a driving control for driving with a driving support that automatically supports a driving operation. The driving support of the vehicle 10 is automatically performed by acceleration / deceleration, braking, etc. under the control of the electronic control device 90 based on signals and information from various sensors, regardless of the driving operation (intention) of the driver. It is a driving method for traveling. The driving support control automatically sets a target driving state based on, for example, a destination or map information input by the driver, and automatically accelerates / decelerates, brakes, steers, etc. based on the target driving state. Automatic operation control to be performed. In a broad sense, the driving support control may include cruise control in which the driver performs some driving operations such as steering operation and automatically performs acceleration / deceleration, braking, and the like.

When the automatic driving selection switch, the cruise switch, etc. in the driving support setting switch group 84 are turned off and the driving by the driving support is not selected, the driving control unit 96 establishes the manual driving mode and performs the manual driving control. Run. The operation control unit 96 executes manual operation control by outputting commands for controlling the stepped transmission unit 20, the engine 14, and the rotary machines MG1 and MG2 to the AT shift control unit 92 and the hybrid control unit 94, respectively.

When the driver operates the automatic driving selection switch in the driving support setting switch group 84 and automatic driving is selected, the driving control unit 96 establishes the automatic driving mode and executes the automatic driving control. The operation control unit 96 commands AT shift control to control the stepped speed change unit 20, the engine 14, and the rotary machines MG1 and MG2 so as to automatically perform acceleration / deceleration, braking, and steering based on the target running state. In addition to outputting to the unit 92 and the hybrid control unit 94, the brake control command signal Sbra for obtaining the required braking torque is output to the wheel brake device 86, and the steering control command signal Sste for controlling the steering of the front wheels is output. Automatic operation control is performed by outputting to the steering device 88.

The failure identification unit 98 has a diagnosis function of detecting an abnormal phenomenon in the vehicle 10 and identifying a failure that causes the abnormal phenomenon. The failure identification unit 98 determines whether or not an abnormal phenomenon has occurred in the vehicle 10 based on the diagnosis result by diagnostics.

When the failure identification unit 98 determines that an abnormal phenomenon has occurred in the vehicle 10, it determines whether or not the failure that causes the abnormal phenomenon can be identified by diagnostics. When, for example, a failure of a single electronic component can be identified by diagnostics, the failure identification unit 98 determines whether or not the failure of such a single electronic component can be identified by diagnostics. In such a case, determining whether or not the failure of a single electronic component can be identified by diagnostics is determining whether or not the failure is a single component.

When it is determined that an abnormal phenomenon has occurred in the vehicle 10, the failure identification unit 98 displays a failure name based on the diagnosis result by diagnosis when it is determined that the failure is a single component. For example, the failure identification unit 98 outputs an information dissemination control command signal Sinf for displaying the failure name to the information dissemination device 89.

When the failure identification unit 98 determines that an abnormal phenomenon has occurred in the vehicle 10, it determines that the cause of the abnormal phenomenon is based on a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the vehicle 10. The failure is identified by using the calculation unit 102 of the server 100. In particular, when the failure identification unit 98 determines that an abnormal phenomenon has occurred in the vehicle 10, if it determines that the failure is not a failure of a single component, the server 100 determines the failure that causes the abnormal phenomenon. It is specified by using the calculation unit 102 of. As described above, the electronic control device 90 is a vehicle failure analysis device that identifies a failure of the vehicle 10 by using the calculation unit 102 as artificial intelligence.

By the way, when an unexpected phenomenon occurs in the vehicle 10 or an abnormal phenomenon occurs for the first time in the vehicle 10, diagnosis occurs or the calculation unit 102 of the server 100 occurs. Therefore, it is difficult to identify the failure that causes the abnormal phenomenon. In such a case, it is necessary to analyze a plurality of data representing the traveling state in detail, disassemble and investigate the parts of the vehicle 10, and identify the failure that causes the abnormal phenomenon. Then, it may take time to identify the failure. It is desired to easily identify the failure that causes the abnormal phenomenon in the vehicle 10 and improve the efficiency of the failure analysis.

Since the other vehicle 200 basically has the same function as the vehicle 10 as described above, it is determined that the other vehicle 200 also has an abnormal phenomenon in the other vehicle 200 as in the vehicle 10. In this case, it is possible to identify the failure that causes the abnormal phenomenon by using the calculation unit 102 of the server 100 based on a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the other vehicle 200. Is. Therefore, in the failure data 122 of the database unit 120 in the calculation unit 102, data regarding an abnormal phenomenon actually occurring in the other vehicle 200, which is determined and transmitted by the electronic control device of the other vehicle 200, is accumulated. Further, in the big data 124 of the database unit 120, a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the other vehicle 200 is accumulated.

When an abnormal phenomenon occurs in the other vehicle 200, the failure identification unit 98 includes a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the other vehicle 200, and a failure that causes the abnormal phenomenon in the other vehicle 200. The calculation unit 102 of the server 100 is made to learn the association in advance. When the failure identification unit 98 determines that an abnormal phenomenon has occurred in the vehicle 10, the failure identification unit 98 uses a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the vehicle 10 and the learning result by the calculation unit 102. Based on this, the calculation unit 102 is used to identify the failure that causes the abnormal phenomenon.

When the failure identification unit 98 determines that an abnormal phenomenon has occurred in the vehicle 10, and determines that the failure is not a failure of a single component, the calculation unit 102 of the server 100 causes the abnormal phenomenon in the vehicle 10. It is determined whether or not the failure that becomes the above can be identified.

When the failure identification unit 98 determines that the calculation unit 102 of the server 100 has identified a failure that causes an abnormal phenomenon in the vehicle 10, the failure name and the failure specified for the failure, that is, the failure It is possible to browse a plurality of data representing the running state of the vehicle 10 related to the above. When the failure identification unit 98 makes it possible to view a plurality of data representing the running state of the vehicle 10 related to the failure, an abnormal value among the plurality of data representing the running state, that is, an abnormal phenomenon in the vehicle 10 is generated. Make it possible to browse including the generated data. For example, the failure identification unit 98 causes the display unit 106 to process the failure name and a plurality of data representing the running state so that the user can view the data on the personal computer 110, for example. As a result, the server 100 processes the failure name and a plurality of data representing the running state so that they can be viewed.

FIG. 6 is a diagram showing an example of data or the like that can be viewed when a failure is identified, and is displayed on, for example, a monitor 112 of a personal computer 110. In FIG. 6, the horizontal axis is time, and the vertical axis is the size of a plurality of data representing the running state of the vehicle 10 related to the failure. As a plurality of data representing the traveling state related to the failure, the vehicle speed V, the accelerator opening degree θacc, the AT gear stage of the stepped transmission 20 and the vibration are displayed together. The part of the thick solid line B in the vibration shows an abnormal value. The failure name that causes this abnormal value is displayed as "1 → 2 shift shock". These may be set by a user, an expert, or the like so that the failure that causes the abnormal value is automatically displayed at the stage of being identified, or the abnormal value is set by the calculation unit 102 of the server 100. And may be automatically extracted based on the degree of correlation with a plurality of data representing the running state.

Further, when the failure identification unit 98 can predict the occurrence of an abnormal phenomenon or the occurrence of a failure that causes the abnormal phenomenon based on a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the vehicle 10. , Make the prediction viewable. FIG. 6 is also a diagram showing an example of a case where the occurrence of a failure that causes the abnormal phenomenon is predicted based on the tendency of a plurality of data representing the traveling state before the occurrence of the abnormal phenomenon in the vehicle 10. The time point t1 in FIG. 6 is the time point when the occurrence of the failure is predicted. When the occurrence of a failure that causes an abnormal phenomenon is predicted, it is sufficient to simply display the prediction of the occurrence of the failure, and as shown by the broken line, the shift command value of the stepped transmission unit 20 is automatically set. It is also possible to return to the AT 1st gear stage to avoid the occurrence of large vibration. When the occurrence of a failure that causes an abnormal phenomenon is predicted, the electronic control device 90 automatically changes to a control state that can avoid the failure.

The FFT analysis unit 104 frequency-analyzes the data in which the abnormal phenomenon occurs in the vehicle 10 out of the plurality of data representing the traveling state in the vehicle 10 related to the failure by the FFT. The calculation unit 102 performs a process of associating the analysis result by the FFT analysis unit 104 with a plurality of data representing the traveling state of the vehicle 10 related to the failure. The failure identification unit 98 makes it possible to view the analysis result by the FFT analysis unit 104 associated with a plurality of data representing the traveling state of the vehicle 10 related to the failure. For example, the failure identification unit 98 causes the display unit 106 to process the analysis results of the FFT analysis unit 104 associated with the plurality of data so that the user can view the data on the personal computer 110, for example. As a result, on the server 100, the analysis result by the FFT analysis unit 104 associated with the plurality of data is processed so as to be viewable.

FIG. 7 is a diagram showing an example of the analysis result of the frequency analysis of vibration by FFT. In FIG. 7, the horizontal axis is the frequency and the vertical axis is the magnitude of vibration. In the analysis result in FIG. 7, for example, when the protruding vibration data of the A part is specified on the screen by the user, it is a plurality of data representing the running state of the vehicle 10 related to the vibration data of the A part, for example. Each data of time, vehicle speed V, and accelerator opening θacc is displayed on the screen.

An expert or the like may finally determine whether or not the fault name that can be viewed is the correct answer. The failure name finally determined by the expert is input by, for example, the personal computer 110 and transmitted to the server 100. The calculation unit 102 of the server 100 learns a failure that causes an abnormal phenomenon based on the failure name finally determined by an expert or the like, and stores the learning result in the correct answer data 128 in the database unit 120 of the calculation unit 102. To do.

In the learning of associating the big data 124 with the failure causing the abnormal phenomenon by the arithmetic unit 102 of the server 100 and identifying the failure causing the abnormal phenomenon based on the learning result and the big data 124, the big data User data 126 may be referred to in accordance with 124.

FIG. 8 is a flowchart illustrating the control operation for easily identifying the main part of the control operation of the electronic control device 90, that is, the failure that causes the abnormal phenomenon when the abnormal phenomenon occurs in the vehicle 10. Yes, for example, it is executed repeatedly.

In FIG. 8, first, in step S10 corresponding to the function of the failure identification unit 98 (hereinafter, step is omitted), it is determined whether or not an abnormal phenomenon has occurred in the vehicle 10. If the judgment of S10 is denied, this routine is terminated. If the determination in S10 is affirmed, it is determined in S20 corresponding to the function of the failure identification unit 98 whether or not the failure is a single component. For example, when a failure of a single electronic component is identified by diagnostics, the judgment of S20 is affirmed. If the determination in S20 is affirmed, the failure name is displayed in S30 corresponding to the function of the failure identification unit 98. For example, the information dissemination device 89 displays "solenoid valve SL1 failure". If the determination in S20 is denied, it is determined in S40 corresponding to the function of the failure identification unit 98 whether or not the failure that causes the abnormal phenomenon in the vehicle 10 can be identified by the calculation unit 102 as artificial intelligence. Will be done. For example, even if it is difficult to identify what kind of component is out of order, if it is identified to the extent that a defect such as a shift shock has occurred based on the learning results so far. It is determined that the failure that causes the abnormal phenomenon in the vehicle 10 has been identified, and the determination of S40 is affirmed. If the judgment of S40 is denied, this routine is terminated. If the determination in S40 is affirmed, the failure name and a plurality of data representing the running state of the vehicle 10 related to the failure are displayed in S50 corresponding to the function of the failure identification unit 98. For example, as shown in FIG. 6, the failure name is displayed as "1 → 2 shift shock" on the monitor 112 of the personal computer 110, and the vehicle is related to a failure such as vehicle speed V, vibration, AT gear stage, accelerator opening θacc, and the like. A plurality of data representing the running state in No. 10 are displayed.

As described above, according to the present embodiment, when an abnormal phenomenon occurs in the vehicle 10, a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the vehicle 10 and another vehicle by the calculation unit 102 of the server 100. A failure that causes an abnormal phenomenon in the vehicle 10 based on a learning result that associates a plurality of data representing the running state before the occurrence of the abnormal phenomenon in the 200 with a failure that causes the abnormal phenomenon in the other vehicle 200. Is specified using the calculation unit 102, so that it is possible to identify a failure that is difficult to identify with the vehicle 10 alone. Therefore, when an abnormal phenomenon occurs in the vehicle 10, it is possible to easily identify the failure that causes the abnormal phenomenon.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, the arithmetic unit 102 as artificial intelligence is provided in the server 100, but the present invention is not limited to this embodiment. For example, the calculation unit 102 may be provided in the electronic control device 90, or the inference unit 130 of the calculation units 102 may be provided in the electronic control device 90.

Further, in the above-described embodiment, the failure of a single electronic component may be specified by the arithmetic unit 102 as artificial intelligence. In such a case, S20 may not be provided in the flowchart of FIG.

Further, in the above-described embodiment, the data or the like shown in FIG. 6 may be displayed on a monitor or the like mounted on the vehicle 10.

Further, in the above-described embodiment, the vehicle failure analysis device including the failure identification unit 98 may be an external device such as a personal computer 110.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 90: Electronic control device (vehicle failure analysis device)
102: Arithmetic unit (artificial intelligence)
120: Database unit 130: Inference unit 200 (200a, 200b): Other vehicle

Claims (1)

A vehicle failure analysis device that identifies vehicle failures using artificial intelligence that has a database unit that stores data and an inference unit that estimates conclusions from the data.
When a predetermined phenomenon occurs in another vehicle other than the vehicle, a plurality of data representing the running state before the occurrence of the predetermined phenomenon in the other vehicle and a failure that causes the predetermined phenomenon in the other vehicle. The association is pre-learned by the artificial intelligence,
When a predetermined phenomenon occurs in the vehicle, it becomes a factor of the predetermined phenomenon in the vehicle based on a plurality of data representing a running state before the occurrence of the predetermined phenomenon in the vehicle and a learning result by the artificial intelligence. A vehicle failure analysis device characterized in that a failure is identified by using the artificial intelligence.

Images