JP2002274295A - Vehicle electrical system fault diagnosis system - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To reliably detect an impact received on a vehicle, and to appropriately diagnose and diagnose that various lamp systems of a vehicle damaged by a collision have a failure such as a light bulb burnout or a ground fault. Accordingly, the present invention provides a vehicle electrical system failure diagnosis apparatus that can reduce the incidence of secondary accidents and improve the safety of traffic and occupants. SOLUTION: A detection means mounted on an automobile for detecting a collision applied to a vehicle, and a first signal for outputting a control signal corresponding to the magnitude of the collision applied to the vehicle based on information data detected by the detection means. Control means, and second control means for starting a control program stored and stored in advance according to the magnitude of the collision based on the control signal output from the first control means, wherein the second control means According to the control program, in the case of a collision in which the occupant protection auxiliary device does not operate, the failure diagnosis of the electric system of the vehicle is performed and in the case of a collision in which the occupant protection auxiliary device operates, A failure diagnosis of an electric system, a braking system, and a power generation system of a vehicle is executed and processed, and a travel restriction request for restricting a vehicle speed is made based on a result of the diagnosis.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for diagnosing a power supply system failure of a vehicle for securing traffic and occupants.
More specifically, the present invention relates to a safety assurance system that determines that a failure has occurred in electrical components of various lamp systems provided in a vehicle and appropriately handles the failure.

[0002]

In general, electric components of various lamp systems provided in a vehicle are detected at the time of starting or at regular inspections. Failures may suddenly occur in electrical components of the lamp system. However, since the user tends to judge the degree of damage to the vehicle only from the appearance, when the user determines that the vehicle is drivable regardless of the true damage state of the vehicle, he or she runs on a self-propelled basis and performs maintenance of the destination. They often drive to factories and destinations. However, a vehicle whose electrical components of various lamp systems have been damaged due to an accident, even if it is capable of self-propelling, often hinders other traffic. For example, the body deformed by the collision may bite into the wire harness and cause a short circuit, thereby impairing the functions of various electrical systems, causing the lamps (bulbs) of various lamps to be cut off, and impairing the normal functions of various lamp systems. May have been Continuing to travel in such a vehicle state not only disturbs other vehicles, but also reduces the safety of night driving without lights, causing a secondary accident. There is.

Some vehicles are equipped with an out-of-bulb warning light that lights up when any of the various lamps are out of bulb. For example, when a headlamp is turned on, the out-of-bulb warning light is turned on. When lit, it indicates that the headlamp has run out. However, such an out-of-bulb warning light can warn the user of the out-of-bulb, but does not serve as a judgment factor when deciding whether or not to run after a vehicle collision, and the user unnecessarily feels uneasy. Problem. Since it is not possible to determine whether or not the vehicle can run, there is a problem that the user continues to drive the vehicle while the ball is out.

In view of the above, the present invention has been made to solve the problems of the above-described conventional light-out warning device, and it is intended to reliably detect an impact received by a vehicle, By diagnosing the failure of various lamp systems of the vehicle damaged by the collision, such as burnout of light bulb or ground fault (short circuit), and taking appropriate measures, the incidence of secondary accidents is reduced, It is an object of the present invention to provide a vehicle electrical system failure diagnosis device capable of improving occupant safety.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a detecting means for detecting a collision applied to a vehicle mounted on an automobile, and a vehicle based on information data detected by the detecting means. Control means for outputting a control signal corresponding to the magnitude of the collision applied to the vehicle, and control stored and stored in advance according to the magnitude of the collision based on the control signal output from the first control means. A second control unit for activating a program, wherein the second control unit performs a failure diagnosis of an electric system of the vehicle in the case of a collision in which the occupant protection assist device is deactivated according to the control program. In the case of a collision in which the occupant protection assist device operates, a failure diagnosis is performed on the electric system, the braking system, and the power generation system of the vehicle, and the vehicle speed is controlled based on the diagnosis results. Travel limit request is characterized in that is made of.

The first control means detects the magnitude of the collision based on the output value of one of the sensor for the occupant protection assist device and the acceleration sensor, and detects abnormalities in the vehicle based on the output value of the inclination sensor. A predetermined control signal is output even when the tilt state is detected.

[0007] The second control means operates until the night detection is performed only when the diagnosis result obtained according to the control program determines that the travel restriction request can be suspended in the daytime. It is characterized in that the processing of the travel restriction request is delayed.

If the diagnosis result obtained according to the control program is a plurality of mild travel restriction requests, the second control means is reset to a severe travel restriction request. And

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle electrical system failure diagnosis apparatus according to the present invention will be described below with reference to FIGS. FIG. 1 is a circuit configuration diagram for explaining a vehicle electrical system failure diagnosis apparatus according to the present invention, FIG. 2 is a circuit diagram showing one configuration example of an H / L lamp system failure determination circuit, and FIG. FIG. 4 is a circuit diagram illustrating a configuration example of a stop lamp failure diagnosis circuit. FIG. 5 is a circuit diagram illustrating a configuration example of a turn signal lamp failure diagnosis circuit. FIG. 6 is a circuit diagram showing a configuration example of a brake fluid level failure diagnosis circuit.

As shown in FIG. 1, an apparatus 10 for diagnosing an electrical system failure after collision of a vehicle according to the present invention includes a collision detection unit 11, an airbag control unit 12, a vehicle electrical system failure diagnosis control unit 13, an engine control unit 14, It mainly includes a transmission control unit 15, a multiplex communication path 16, and the like.

The collision detecting section 11 includes a front sub sensor 1
7, a side airbag sensor 18, an acceleration sensor (longitudinal acceleration sensor, lateral acceleration sensor) 19, a tilt sensor 20, etc., which sense the vehicle decrease, acceleration, and vehicle tilt at the time of a collision, and from all directions applied to the vehicle. Is output to the airbag control unit 12.

The airbag control unit 12 determines the magnitude of the impact force applied to the front of the vehicle based on the deceleration signals from the front sub sensor 17 disposed in front of the vehicle body and the G sensor in the airbag control unit 12. Then, it is determined whether or not to deploy a front airbag (not shown). When the front airbag is deployed, a signal indicating a collision type is generated. When the front airbag is not deployed, an impact acceleration equal to or more than a predetermined value is obtained. Is detected, a small signal of the collision type is output to the vehicle electrical system failure diagnosis control unit 13, and the deceleration signal of the side collision G sensor in the side airbag sensor 18 arranged on the side of the vehicle body. And the deceleration signal of the safing sensor in the side airbag sensor 18 determines the magnitude of the impact force applied to the side of the vehicle. It is determined whether or not the side airbag (not shown) is to be deployed. When the side airbag is deployed, a signal indicating a collision type is generated. When the side airbag is not deployed, an impact of a predetermined value or more is provided. When the acceleration is detected, a signal indicating a small collision type is output to the vehicle electrical system failure diagnosis control unit 13.

Further, the airbag control unit 12 includes:
The magnitude of an impact from all directions applied to the vehicle body is determined based on the acceleration signal output from the acceleration sensor 19. For example, based on the acceleration signal of the acceleration sensor 19 at the time of a rear-end collision from the rear of the vehicle body, hand,
When it is determined that an impact of a predetermined value or more has been received, a signal of a large impact type is determined, and when it is determined that a slight impact that does not involve the operation of each airbag is determined, a signal of a small impact type is transmitted to the vehicle. Output to the electrical system failure diagnosis control unit 13.

Further, the airbag control unit 13
Is configured to determine the tilt state of the vehicle body based on the output value from the tilt sensor 20. If it is determined that the vehicle body has rolled over or overturned, a signal of a large impact form is transmitted to the vehicle electrical system failure diagnosis control unit 13 Output to

The vehicle electrical system failure diagnosis control unit 13 includes:
The post-crash electric system failure diagnosis and the post-crash traveling diagnosis are set to be activated by the respective collision signals from the airbag control unit 12, and when the post-collision electric system failure diagnosis and the traveling diagnosis are activated, In accordance with the program, identification of a damaged state in the vehicle electric system, particularly in the lamp system, is positively executed. This diagnosis result is provided to the occupant, and optimal limp home control and regulation or restriction of the traveling function are executed through the control units 14 and 15 according to the damage state.

The vehicle electrical system failure diagnosis control unit 13 will be described. The vehicle electrical system failure diagnosis control unit 13 includes a vehicle electrical system failure diagnosis unit 21 and H / L (high / high).
Low beam) lamp diagnostic unit 22, clearance lamp diagnostic unit 23, stop lamp diagnostic unit 24, turn signal lamp diagnostic unit 25, brake fluid level diagnostic unit 26
Each of these diagnosis units 22 to 26 is provided with a protection circuit and a diagnosis circuit necessary for normal operation of each system, and constantly detects a broken ball or a broken harness in each system. It is configured to be.

The vehicle electrical system failure diagnosis unit 21 includes:
The collision signals from the airbag control unit 12 are input via the multiplex communication path 16 while the information from 2 to 26 is transmitted. Further, the vehicle electrical system failure diagnosis unit 2
1 is connected to a B power supply, an Ign power supply, and an ACC power supply from an ignition switch power supply 27, output signals from an engine speed sensor 28 and a vehicle speed sensor 29, and an alternator L from an alternator L terminal 30.
A terminal signal is input, and the vehicle electrical system failure diagnostic unit 21 performs a predetermined diagnostic process based on information from the diagnostic units 22 to 26 and the like.

As shown in FIG. 2, an H / L lamp system 31 is connected to the H / L lamp diagnostic section 22, and a relay 33 and an H / L lamp RH34 are connected via a fuse 32. At the same time, a relay 36 and an H / L lamp LH37 are connected via a fuse 35. Also,
Ign power supply has fuse 38, relay coil 39,4
0, H / L switch 41 is connected. Further, B
The power supply includes H in the vehicle electrical system failure diagnosis control unit 13.
Through the transistor TR1 of the / L lamp diagnostic unit 22,
Resistors RpRH, RLRH and resistors RpLH, RL
LH are connected in parallel. Also, the resistors RpRH,
A diode 42 is provided between RLRH and a signal line 43 connected to the B power supply downstream of the relay 36 is connected, and a diode 44 is provided between the resistors RpLH and RLLH.
And the signal line 45 connected to the B power supply on the downstream side of the relay 33 is connected, and the H / L lamp diagnostic unit 22 detects the voltages VmLH and VmRH.

A signal line 4 connected to the H / L lamp diagnostic unit 22 is connected to the B power supply downstream of the fuses 32 and 35.
6 and 47 are connected, and a signal line 48 is connected to the Ign power source on the downstream side of the fuse 38, so that the H / L
When the lamp diagnosis unit 22 detects the voltages VuRH, VuLH, Vucoil
Is to be detected. Further, the resistor RLL
On the downstream side of H and RLRH, a transistor TR2 is provided, and a signal line 49 connected between the relay coil 39 and the H / L switch 41 is connected. Vmon is detected. Further, the H / L lamp diagnostic unit 22 outputs the output value from the sunshine sensor 50 to the vehicle electrical system failure diagnostic unit 21.
Is to be entered via The sunshine sensor 50 detects the illuminance by a photodiode 51 and an operational amplifier (comparator) 52 and outputs the detected illuminance as a voltage Vd.

The clearance lamp diagnostic section 23 has a configuration shown in FIG.
As shown in the figure, a clearance lamp system 53 is connected, and a relay 55,
Clearance lamps FtRH56 and FtLH57 are connected, and relay 5 is connected via fuse 58.
9. The clearance lamps RrRH60 and RrLH61 are connected. The Ign power supply has a fuse 62,
The relay coils 63 and 64 and the H / L switch 41 are connected. Further, the B power supply is connected to the resistors RpRr and RLRr via the transistor TR3 of the clearance lamp diagnostic unit 23 in the vehicle electrical system failure diagnostic control unit 13. A diode 65 is provided between the resistors RpRr and RLRr, and a signal line 66 connected to the B power supply downstream of the relay 59 is connected, while a signal line 67 is connected.
Are connected, and the clearance lamp diagnostic unit 23
The voltage VmRr is detected.

Signal lines 68 and 71 connected to the clearance lamp diagnostic unit 23 are connected to the B power supply downstream of the fuse 54, and the clearance lamp diagnostic unit 23 is connected to the B power supply downstream of the fuse 58. Are connected to the signal lines 69 and 70. By the way, fuse 6
The signal line 72 is connected to the Ign power supply on the downstream side of 2. Because of these, the clearance lamp diagnostic unit 2
3 detects the voltages VuRr and Vucoil. Further, on the downstream side of the resistors RpRr and RLRr,
It has a transistor TR4, and has a relay coil 63 and an H / L
By connecting the signal line 73 connected to the switch 41, the clearance lamp diagnosis unit 23
mon is detected. In addition, the B power supply
A room lamp 75 and a room lamp relay switch 76 are connected via a fuse 74, and one end of a signal line 77 having a transistor TR5 is connected between the room lamp 75 and the room lamp relay switch 76. At the same time, the other end of the signal line 77 is connected to the downstream side of the resistor RLRr. Further, the clearance lamp diagnostic unit 23 includes a sunshine sensor 50.
Is input via the vehicle electrical system failure diagnosis unit 21.

As shown in FIG. 4, a stop lamp system 78 is connected to the stop lamp diagnostic section 24.
A stop lamp switch 80 and a stop lamp RL81 are connected to the B power supply via a fuse 79, and a signal line 84 branched from the B power supply and connected to the transistor TR6, the resistor 82, and the diode 83 is connected to the stop lamp switch. 80 is connected to the downstream side. Further, a signal line 86 branched from the downstream side of the fuse 79 and connected to the transistor TR7 and the resistor 85 is disposed so as to intersect with the signal line 84. The voltage Vustop and the voltage Vmstop are detected downstream of the transistor TR7. Incidentally, a fuse 87, a back lamp switch 88, a back lamp 89, and a transistor TR8 in parallel with the back lamp switch 88 are connected to the Ign power supply.
Back is detected. Further, a signal line 9 having a resistor 90 is provided downstream of the transistor TR8.
1 is connected. On the upstream side of the resistor 90 of the signal line 91, a signal line 93 branched from the upstream side of the transistor TR6 and connected to the transistor TR9, the resistor 117, and the diode 92 is connected. , The voltage Vmback.

As shown in FIG. 5, a turn signal diagnostic system 25 is connected to a turn signal lamp system 94, and a turn unit 96 and a parallel turn signal switch R97, L98 are connected to an Ign power source via a fuse 95.
And a signal line 101 connected to the upstream side of the fuse 95 and a signal line 10 connected to the downstream side of the fuse 95 while the right and left turn lamp systems 99 and 100 are connected.
2. The signal line 103 connected to the turn unit 96
The voltage Vuturn is detected by being connected to the turn lamp diagnosis unit 25, respectively. Also,
The B power supply is a transistor T of the turn signal diagnostic unit 25.
R10 includes resistors 104 and 105 and resistors 106 and 1
07 are connected in parallel and the resistors 104,
A signal line 108 connecting between the switch 105 and the turn signal switch R97 and the right turn lamp system 99 is connected. Further, a signal line 109 connecting between the resistors 106 and 107 and the turn signal switch L98 and the left turn lamp system 100 is connected. By those things,
The turn lamp diagnosis unit 25 is configured to detect the voltages VmRH and VmLH.

The brake fluid level diagnostic section 26 includes:
As shown in FIG. 6, the brake fluid level system 110
And a brake fluid level warning light 112, a parking switch 113 and a brake fluid level switch 114 arranged in parallel are connected to the Ign power supply via a fuse 111,
Downstream of the brake fluid level warning light 112, a signal line 116 having a resistor 115 is connected to the brake fluid level diagnostic unit 26, and the brake fluid level diagnostic unit 26 detects the voltage Vmb. .

FIGS. 2 to 6 show each diagnostic unit 2.
It is a configuration example of the diagnostic circuit in Nos. 2 to 26, and is not particularly limited to the illustrated form.

Next, the vehicle electrical system failure diagnosis control unit 1
The post-collision electric system failure diagnosis of the post-collision electric system failure diagnosis control performed in Step 3 will be described with reference to FIGS. FIG. 7 is a flowchart for explaining an operation processing example of the post-collision electric system failure diagnosis control executed in the vehicle electric system failure diagnosis control unit 13 of the present invention, and FIG. FIG. 9B is a flowchart for explaining the diagnosis process, FIG. 9B is a flowchart for explaining the small collision type diagnosis process, and FIG. 9 is a diagram for explaining the H / L system failure diagnosis performed in the H / L lamp diagnosis unit 22. FIG. 10 is a flowchart for explaining a clearance lamp system failure diagnosis performed in the clearance lamp diagnosis unit 23, and FIG. 11 is a diagram illustrating a stop lamp system failure diagnosis performed in the stop lamp diagnosis unit 24. Flowchart for performing, FIG. 1
2 is a flowchart for explaining turn lamp system failure diagnosis performed in the turn lamp diagnostic unit 25;
FIG. 13 is a flowchart for explaining a brake fluid level abnormality detection diagnosis performed by the brake fluid level diagnosis unit 26. FIG. 14 illustrates an alternator system abnormality detection diagnosis performed by the vehicle electrical system failure diagnosis unit 21. It is a flowchart for the.

When the vehicle electrical system failure diagnosis control unit 13 is energized, the vehicle electrical system failure diagnosis starts, as shown in FIG.
It is determined whether the flag for the failure diagnosis execution request after running and the request for running diagnosis are set in the above. First, in step 100, the traveling diagnosis request flag is checked, and if the flag is not set, step 101 is executed.
If the flag is set to, the after-collision running diagnosis process in step 120 and later described later is performed. In step 101, the post-collision electrical system failure diagnosis request flag is checked, and if the flag is set, the process proceeds to step 109. If the flag is not set, the process proceeds to step 109.
The routine proceeds to step 102, where it is determined whether or not the airbag operation deceleration is detected. The detection of the airbag operation deceleration is performed by the front sub sensor 17 of the collision detection unit 11.
The airbag control unit 12 determines from the information of the side airbag sensor 18 and outputs the signal to the vehicle electrical system failure diagnosis control unit 13 for a short time immediately after the collision, and the vehicle electrical system failure diagnosis control unit 13 outputs this signal. If detected, the process proceeds to step 103, where a large collision type flag is set. After setting the collision type large flag, the routine proceeds to step 104, where the engine control unit 14,
A request to cut off traveling is made to a power plant control unit such as the transmission control unit 15.
Then, the post-collision electric system failure diagnosis execution request flag is set in the next step 105. This means that if for some reason the post-collision electrical system failure diagnosis cannot be completed normally, the failure diagnosis will be performed again at the time of the next ignition re-ignition, etc. Is to be implemented.

On the other hand, if a strong signal that activates the airbag is not detected in step 102, the process proceeds to step 106 to determine whether a minor collision has occurred.
That is, it is checked whether or not a signal of a small collision type is input. The impact signal is determined by the airbag control unit 12 based on the information from the front sub sensor 17 and the side airbag sensor 18 and the information from the acceleration sensor 19 in the same manner as the airbag operation deceleration. This is output to the diagnostic control unit 13. However, when these sensors 17 and 18 are mechanical sensors, this shock signal is detected by a dedicated semiconductor acceleration sensor. If no collision is detected, the process ends. This post-collision failure diagnosis routine is incorporated in the main routine of the vehicle electrical system failure diagnosis control system and is executed periodically. on the other hand,
If a collision is detected, the flow proceeds to step 107, where a small collision type flag is set, and thereafter, the flow proceeds to step 104. On the other hand, if it is determined in step 106 that the small collision type signal is not input, the process proceeds to step 108, where the posture (inclination) of the vehicle is checked. If it is determined that the inclination of the vehicle posture is equal to or greater than the set value, the process proceeds to step 103. If no abnormality is found in the vehicle attitude, the routine returns to step 100.

When the post-collision electric system failure diagnosis request flag is set in step 105, the process proceeds to step 109, and the next process is in a standby state until the vehicle stops. Once the vehicle has completely stopped, step 110
Then, the post-collision electric system failure diagnosis is started.

The following describes the electric failure diagnosis after a collision.
Depending on which of the large collision type flag and the small collision type flag is set, a different electric failure diagnosis is performed after the collision, and if the large collision type flag is set, the collision diagnosis is performed. Diagnosis processing for various lamp systems, brake fluid level, and alternator abnormality detection, which is a form-sized diagnosis processing, is performed. When the small collision mode flag is set, diagnosis processing for electrical failure of various lamp systems, which is diagnosis processing for the small collision mode, is performed. Therefore, when it is determined in step 111 that the collision type large flag is set, the process proceeds to step 200, and the diagnosis of the large collision type is started. On the other hand, when the flag of the large collision type is not set and the flag of the small collision type is set, the process proceeds to step 300 to perform the diagnosis processing of the small collision type.

Here, the case where the collision type large flag is set will be described. When the collision type large diagnosis process is started in step 200, as shown in FIG. 8A, first, in step 400, an H / L lamp system failure diagnosis is performed, and then in step 500, the clearance lamp system is diagnosed. Failure diagnosis, stop lamp system failure diagnosis in step 600, turn signal system failure diagnosis in step 700, brake fluid level abnormality detection in step 800, and alternator system abnormality detection in step 900 are performed in order. The collision type large diagnosis process is not limited to the order shown in FIG. 8A, and may be configured by replacing each of the steps 400 to 900.
May be configured to be processed in parallel at the same time.

The H / L lamp system failure diagnosis will be described. As shown in FIG. 9, in step 400, H / L
When the lamp system failure diagnosis is started, the process proceeds to step 401, where the H / L lamp diagnosis unit 22 performs the voltage VuRH.
And whether or not the voltage VuLH is detected.
It is detected whether fuses 32 and 35 of / L relays 33 and 36 are blown. When the blown fuse is detected, the process proceeds to step 402, where it is determined whether or not both of the fuses 32 and 35 are blown.
If 2, 35 has expired, the process proceeds to step 403,
A diagnosis is made that the effect on traveling is large. If it is determined in step 402 that one of the two fuses has blown, the process proceeds to step 404 to make a diagnosis that the effect on traveling is small. After the diagnosis of the influence on the traveling is performed, the process proceeds to step 405, and it is determined whether the currently performed H / L lamp system failure diagnosis is performed at night. This is the sunshine sensor 5
The voltage Vd output from 0 and a preset Vnigh
It is determined whether or not it is night by comparing with t (threshold value). When Vd <Vnight, night, Vd> Vnig
In the case of ht, it is determined to be noon. Therefore, step 40
If it is determined at 5 that the vehicle is night, the H / L lamp system failure diagnosis is terminated as it is, whereas if it is not determined that the vehicle is at night, the process proceeds to step 406 and the influence on the daytime running =
No, however, the H / L lamp system failure diagnosis ends after a conditional diagnosis is made that the night driving complies with the large or small influence on the traveling determined in steps 403 and 404. When it is determined that such a condition does not affect the daytime driving, the warning light in the meter panel is turned on to warn the user in advance of the occurrence of an abnormality such as a broken valve. You may.

If the blowout of the fuses 32 and 35 is not detected in step 401, the process proceeds to step 407, where the fuse 38 on the side of the relay coils 39 and 40 depends on whether or not the voltage Vucoil is detected. It is determined whether or not it has expired. And
If it is determined that the fuse 38 is blown, step 4
03 and subsequent steps are performed. On the other hand, if it is determined that the fuse 38 is not blown by detecting the voltage Vucoil, the process proceeds to step 408 to supply power for failure detection to each bulb of the H / L lamp system 31. The transistor TR1 is turned on. Then, proceeding to step 409, the H / L lamp system 31 determines whether the voltage of the H / L lamp system 31 is normal O depending on whether the voltage Vmon of the H / L lamp diagnostic unit 22 is low and the voltages VmRH and VmLH are intermediate voltages.
A determination is made as to whether the state is N. If it is determined that the failure is not normal, the process proceeds to step 410, and it is determined whether the failure is both left and right. Here, if both the left and right sides are determined to be faulty, the processing after step 403 is executed, and if one of the left and right sides is determined to be faulty, the processing after step 404 is executed.

If it is determined in step 409 that the H / L lamp system 31 is normal, the process proceeds to step 411 to determine whether the voltage Vmon = hi and the voltages VmRH and VmLH = intermediate voltage. A determination is made as to whether the valve is broken or the harness is disconnected. Here, if it is determined that it is not normal, step 41
The process proceeds to 0, and it is determined whether the failure is both left and right. Here, if both the left and right sides are determined to be faulty, step 403
The following processing is executed, and if one of the left and right is determined to be faulty, the processing from step 404 is executed. On the other hand, if it is determined in step 411 that the operation is normal, the process proceeds to step 412, and the transistor TR2 is turned on to supply power for ground fault checking of the valve harness system. Then, step 413
Then, it is determined whether or not the fuses 32 and 38 of the H / L lamp system 31 are blown based on whether or not the voltages VuRH and VuLH = hi of the H / L lamp diagnosis unit 22. Here, when the blown fuse is detected, the process proceeds to step 414, and it is determined whether the blown fuse is both left and right. Here, if both the left and right sides are determined to be faulty, the processing after step 403 is executed, and
If one of the left and right is determined to be faulty, step 404
The following processing is executed. By the way, if it is determined in step 413 that the condition is normal, the process proceeds to step 415 to make a diagnosis that there is no influence on the running = no.
The / L lamp system failure diagnosis ends.

Next, failure diagnosis of the clearance lamp system will be described. This clearance lamp system failure diagnosis
As shown in FIG. 10, when the rear-side clearance lamp system failure diagnosis is started in step 500, the process proceeds to step 501, and the relay 55 and the relay 55 are determined based on whether or not the voltage VuRr is detected in the clearance lamp diagnosis unit 23. It is detected whether or not the fuses 54 and 58 of 59 are blown. When the blown fuse is detected, the process proceeds to step 502, where it is determined whether or not the fuse 74 of the room lamp 75 has been blown. A room lamp alternative lighting mode for lighting 75 is set, and the routine proceeds to step 504, where a diagnosis is made that the influence on traveling is small. In the room lamp alternative lighting mode, the room lamp is turned on in order to ensure the recognition of the own vehicle to the following vehicle during night driving.

In step 502, the fuse 7
If it is determined that the number 4 has expired, the routine proceeds to step 505, where a diagnosis is made that the influence on traveling is large. After these diagnoses are made, the process proceeds to step 506,
A determination is made as to whether the currently performed clearance lamp failure diagnosis is being performed at night. This is to determine whether or not it is night by comparing the voltage Vd output from the sunshine sensor 50 with a preset Vnight (threshold value). , The clearance lamp system failure diagnosis ends. On the other hand, if it is not determined that it is night, the process proceeds to step 507, where the influence on the daytime running is nil. However, the nighttime running has a large or small effect on the running determined in steps 504 and 505. , The clearance lamp system failure diagnosis ends.

In step 501, the fuses 54, 58 of the clearance lamp relays 55, 59
If no blown fuse is detected in step 50,
Then, it is determined whether or not the fuse 62 of the relay coils 63 and 64 is blown based on whether or not the voltage Vucoil is detected. Here, if it is determined that the fuse 62 is blown, the processing after step 502 is performed. On the other hand, when it is determined that the fuse 62 is not blown by detecting the voltage Vucoil, the process proceeds to step 509 to supply power for failure detection to each bulb of the clearance lamp system 23 by using a transistor. TR3 is turned on. Thereafter, the process proceeds to step 510, where the voltage Vmon of the clearance lamp diagnostic unit 23 is
= Low and the voltage VmRr = intermediate voltage, it is determined whether the clearance lamp system 53 is in the normal ON state. Here, if it is determined that it is not normal, the processing after step 502 is executed. On the other hand, if it is determined that it is normal in step 510, the process proceeds to step 511, where the voltage Vmon = hi and the voltage VmRr = It is determined whether or not the valve of the clearance lamp system 53 is broken or the harness is disconnected based on whether or not the intermediate voltage. If it is determined that it is not normal, the process from step 502 is executed. If it is determined that it is normal, the process proceeds to step 512 to supply power for ground fault check of the valve harness system. Therefore, the transistor TR4 is turned ON for a short time. Then, the process proceeds to step 513 to determine whether or not the fuse 62 of the clearance system 53 is blown based on whether or not the voltage VuRr of the clearance diagnosis unit 23 is hi. Here, when the blown fuse is detected, the processing after step 502 is executed. Also,
If no blown fuse is detected, step 514 is executed.
After the diagnosis is made that there is no effect on driving
The clearance lamp system failure diagnosis ends.

Next, the failure diagnosis of the stop lamp system will be described. In the stop lamp system failure diagnosis, as shown in FIG. 11, when the stop lamp system failure diagnosis is started in step 600, the process proceeds to step 601.
Whether or not the fuse 79 of the stop lamp system 78 has blown is detected based on whether or not the stop lamp diagnosis unit 24 detects the voltage Vustop. When the blown fuse is detected, the process proceeds to step 602 to detect whether the fuse 87 of the back lamp 89 is blown. Then, when the blown fuse is detected, the process proceeds to step 603, in which a diagnosis that the influence on traveling is large is made, and then the stop lamp system failure diagnosis ends.

If the blowout of the back lamp 89 is not detected in step 602,
Proceeding to step 604, the transistor TR is used to supply power for failure detection to each bulb of the back lamp 89.
9 is turned on. Then, the process proceeds to step 605,
It is determined whether the back lamp 89 is out of bulb or the harness is disconnected. If it is determined that the condition is not normal, the process proceeds to step 603, and the influence on traveling =
A judgment is made that it is large. If it is determined in step 605 that the operation is normal, the process proceeds to step 606, in which the transistor TR8 is turned on for a short time to supply power for failure detection to the back lamp system. Thereafter, the process proceeds to step 607 to determine whether or not a ground fault has occurred in the back lamp system based on whether or not the voltage Vmback ≠ hi of the stop lamp diagnostic unit 24. Here, if it is determined that a ground fault has occurred, the process proceeds to step 603, where it is determined that the effect on traveling is large, while if it is determined that a ground fault has not occurred,
The process proceeds to step 608 to set a back lamp alternative lighting mode for lighting the back lamp 89, and to step 609 to make a diagnosis that the influence on traveling is small. In the back lamp alternative lighting mode, the back lamp 78 is turned on instead of the stop lamp RL 81 which is turned on at the time of braking in order to ensure that the vehicle behind the host vehicle is recognized.

If the blown fuse of the stop lamp system 78 is not detected in step 601, the process proceeds to step 610 and the stop lamp system 7
The transistor TR6 is turned on to supply power for failure detection to the valve 8. Then, the next step 61
In step 1, it is determined whether or not the stop lamp system 78 is in a burnout state or a harness disconnection state, based on whether or not the voltage Vmstop = intermediate voltage. The processing is executed. On the other hand, when it is determined that the operation is normal, the process proceeds to step 612, in which the transistor TR7 is turned on for a short time to supply power for a ground fault check of the stop lamp system.
Is done. Then, the process proceeds to step 613 to determine whether or not a ground fault has occurred in the stop lamp system 78 based on whether or not the voltage Vmstop ≠ hi of the stop lamp diagnostic unit 24. Here, when the occurrence of the ground fault is detected, the processing after step 602 is executed. Also,
If the occurrence of a ground fault is not detected, the routine proceeds to step 614, where a diagnosis is made that the influence on traveling is not present, and then the stop lamp system failure diagnosis is terminated.

Next, failure diagnosis of the turn signal lamp system will be described. In the turn signal lamp system failure diagnosis, as shown in FIG. 12, when the turn signal lamp system failure diagnosis is started in step 700, the process proceeds to step 701, where the turn signal lamp diagnosis unit 25 detects the voltage Vuturn. Whether or not the fuse 95 of the turn signal lamp system 94 has blown is detected depending on whether or not the fuse 95 has blown. When the blown fuse is detected, the process proceeds to step 702, where the diagnosis that the influence on traveling is large is made, and then the turn signal lamp system failure diagnosis ends.

On the other hand, if no blown fuse is detected in step 701, the process proceeds to step 703 to turn on the transistor TR10 in order to supply power for failure detection to each bulb of the turn signal lamp system 94. You. Then, the process proceeds to step 704, where it is determined whether or not the voltage VmRH and VmLH = intermediate voltage is detected to determine whether or not the valve of the turn signal lamp system 94 is disconnected and the harness is disconnected.
If it is determined that the condition is not normal, the process proceeds to step 702, and it is determined that the effect on traveling is large. If it is determined in step 704 that the condition is normal, the process proceeds to step 705, in which a diagnosis that the influence on traveling is not made is made, and then the turn signal lamp system failure diagnosis ends.

Next, detection of a brake fluid level system failure will be described. As shown in FIG. 13, when the detection of the brake fluid level system failure is started in step 800, the flow proceeds to step 801 and the brake fluid level diagnosis unit 26 determines that the voltage Vmb ≠ hi Whether or not the brake fluid level system 110 has an abnormality is detected based on whether or not it has been detected. Then, when it is detected that there is an abnormality, the process proceeds to step 802, and a diagnosis is made that the influence on traveling is large, and then the brake fluid level system failure detection ends. On the other hand, if no abnormality is detected in the brake fluid level system 110 in step 801, the process proceeds to step 803, where a diagnosis is made that the influence on the running is nil, and then the failure detection of the brake fluid level system ends. .

Next, the alternator system abnormality detection will be described. In the alternator system abnormality detection, as shown in FIG. 14, when the alternator system abnormality detection is started in step 900, the process proceeds to step 901 where it is first determined whether or not the engine is rotating. Here, when the engine is not rotating, the process proceeds to step 902,
After the diagnosis that the effect on traveling is absent is made, the alternator system abnormality detection ends. On the other hand, if the engine is rotating at step 901, step 90
Then, it is determined whether or not the alternator L signal from the alternator L terminal 30 is low. If it is low, the process proceeds to step 904, and after the diagnosis that the influence on traveling is large is made, the abnormality detection of the alternator system ends. If it is not low in step 903, the process proceeds to step 905, where it is determined whether or not the + B voltage of the B power supply supplied from the battery is smaller than a specified voltage value VBH. If so, the process proceeds to step 904 to make a diagnosis that the effect on traveling is large, and if not, the process proceeds to step 902 to make a diagnosis that the effect on traveling is not present. After that, the abnormality detection of the alternator system ends.

Next, a description will be given of a small collision type diagnosis process which is performed when it is determined in step 111 that the large collision type flag is not set and the small collision type flag is set. When the small-collision-type diagnosis process is started in step 300, as shown in FIG.
From 00, a diagnostic process in which steps 800 to 900 are omitted is started. That is, first, in step 400, an H / L lamp failure diagnosis is performed, then, in step 500, a clearance lamp failure diagnosis, in step 600, a stop lamp failure diagnosis, and in step 700, a turn signal failure diagnosis is sequentially performed. Is to be processed. The steps 400 to 700 of the small-collision-type diagnosis process have the same processing contents as the respective steps 400 to 700 of the large-collision-type diagnosis process, and a detailed description thereof will be omitted. I do.
It should be noted that the diagnosis processing for the small collision mode is not limited to the order shown in FIG.
You may comprise by replacing 0. In addition, each step 4
You may be comprised so that 00-700 may be processed simultaneously in parallel.

When the diagnosis processing for the large collision type in step 200 or the small diagnosis processing for the collision type in step 300 is completed, the process proceeds to step 112, and
Among the diagnostic results obtained in the collision type large diagnosis process or small collision type diagnosis process, the effect on conditional daytime running =
It is determined whether or not the diagnosis of nothing is obtained. And
If the diagnosis result of "conditional influence on daytime running = no" is not obtained, the process proceeds to step 113, and it is determined in step 200 or step 300 what kind of diagnosis result was obtained. Here, when the diagnosis result that the influence on the running is large is obtained, the process proceeds to step 114, and the power plant control unit is requested to gradually reduce the running limit level to 0 (running cutoff). On the other hand, if the diagnosis result is that the influence on traveling is small, step 1
15 and reduce the maximum speed of the vehicle to a low speed (for example, about 30 km
/ h) is requested to the power plant unit. Further, in the case where the diagnosis result is that the influence on the traveling is not present, the process proceeds to step 116, and the traveling restriction no request is made to the power plant unit so as not to limit the maximum speed of the vehicle. Step 11
5, when at least two or more diagnostic results indicating that the effect on traveling is small are obtained, the diagnostic result is changed to the effect on traveling = large and the execution restriction level 0 is requested to be implemented. You may. And these steps 114
When any one of the steps 116 to 116 is performed, the process proceeds to step 117 to clear the large / small collision type flag set in step 103 or 107 and to set the post-collision electric system failure diagnosis request flag. , Step 11
After being cleared in step 8, the process returns to step 100.

As described above, the operation process is performed in the case where the diagnosis result in step 200 or step 300 does not give the condition that the influence on the daytime driving is not obtained = no, whereas the operation in step 200 or 300 is performed. Alternatively, an operation process in the case where a diagnosis result indicating that the influence on the daytime driving with a condition = no in step 300 is obtained will be described.

That is, if the result of the diagnosis that the influence on the daytime driving with a condition = no in the step 112 is obtained, the process proceeds to a step 119 and the running time diagnosis request flag is set. Thereafter, the flow returns to step 100, and the traveling diagnosis request flag is checked, whereby the traveling diagnosis processing from step 120 is performed. This means that the night detection is mainly performed when the travel is permitted with the condition of daytime in the post-collision diagnosis, and when the night is detected, the preset restriction mode is set.

Next, a process for diagnosing a running after a collision performed after step 120 will be described with reference to FIGS. FIG. 15 is a flowchart for explaining an example of an operation process of a running diagnosis after a collision performed in the vehicle electrical system failure diagnosis control unit 13 of the present invention, and FIG. 16 describes an operation process of day / night detection. FIG. 17 is a flowchart for explaining an operation process of brake fluid level system failure detection, and FIG. 18 is a flowchart for explaining an operation process of alternator system abnormality detection.

When the driving diagnosis process is started in step 1000, day and night detection is performed in step 1100 as shown in FIG. 15, and thereafter, in step 1200, abnormality detection of brake fluid level system is performed.
At 300, alternator system abnormality detection is sequentially processed.

Here, day / night detection will be described. In the day / night detection, as shown in FIG. 16, when the day / night detection is started in step 1100, the process shifts to step 1101 to determine whether or not the voltage Vd of the sun sensor 50 is smaller than the set value Vnight. Is done. If it is small, the process proceeds to step 1200, whereas if it is large, the process proceeds to step 1102 to determine whether the traveling state is, for example, temporarily passing through a tunnel. This performs night detection by comparing the change rate of the illuminance (voltage Vd) of the sunshine sensor 50 with the set value ΔV1. As a result, when it is determined that the vehicle is not traveling in the tunnel but at night, the process proceeds to step 1103, and it is determined whether the post-collision failure diagnosis result is large or small. If it is small, the process proceeds to step 1104, and it is determined whether or not there are two or more small items. If there is one small item, the process proceeds to step 1105 to execute the medium-speed running restriction mode ( For example, the maximum speed is about 50km /
h) is set. If there are two or more small items, the process proceeds to step 1106 to set the low-speed traveling restriction mode (for example, the maximum speed is restricted to about 30 km / h). Further, when the diagnosis result is large, the vehicle travels in an extremely low speed running mode (for example, when the maximum speed is about 10 k).
m / h) is set.

On the other hand, if it is determined in step 1102 that the vehicle is traveling in a tunnel, then in step 1108,
Running state = tunnel is set, and the next step 11
At 09, it is determined whether or not the voltage Vd of the sunshine sensor 50 has become larger than the set value Vnight, that is, whether or not the vehicle has passed through a tunnel. If it is determined that the vehicle has passed, the process proceeds to step 1200 after the running state is reset. If it is determined that the vehicle is passing, the processing of step 1200 and thereafter is executed.

Next, detection of a brake fluid level system failure will be described. As shown in FIG. 17, when the detection of the brake fluid level system failure is started in step 1200, as shown in FIG.
The process proceeds to step 1201 to determine whether or not the brake fluid level system 110 has an abnormality based on whether or not the voltage Vmb ≠ hi is detected by the brake fluid level diagnosis unit 26. When it is determined that there is an abnormality, the process proceeds to step 1202, where the mode is set to the extremely low speed running restriction mode, and thereafter, the process proceeds to step 1300. On the other hand, if no abnormality is detected in the brake fluid level system 110 in step 1201, the processing after step 1300 is executed.

Next, detection of an alternator system abnormality will be described. In the alternator system abnormality detection, as shown in FIG. 18, when the alternator system abnormality detection is started in step 1300, the process proceeds to step 1301 and
It is determined whether the engine is rotating. If the engine is not rotating, the process proceeds to step 1302, where it is diagnosed that there is no effect on traveling = no abnormality is detected, and then the alternator system abnormality detection ends. On the other hand, step 130
In step 1, if the engine is rotating, the process proceeds to step 1303, where it is determined whether the alternator L signal from the alternator L terminal 30 is low. low
If it is, the process proceeds to step 1304 to set the extremely low-speed traveling restriction mode, and then the abnormality detection of the alternator system ends. In step 1303, low
If not, the process proceeds to step 1305, where it is determined whether the + B voltage of the B power supply supplied from the battery is smaller than a specified voltage value VBH, and if the condition is satisfied, The process proceeds to step 1304 to set the extremely low-speed traveling restriction mode. On the other hand, if the condition is not satisfied, the process proceeds to step 1302,
After the diagnosis that the influence on traveling is absent is made, the alternator system abnormality detection ends, and the routine returns to step 1000.

According to the electric system failure diagnostic apparatus 10 of the present invention having such a configuration, the impact force acting on the airbag as the occupant protection auxiliary device and the impact force from the front, rear and side are applied to the vehicle body. Alternatively, the abnormal inclination of the vehicle is reliably detected by the collision detection unit 11. The airbag control unit 12, which is the first control means, based on the detection value detected by the collision detection unit 11, outputs a small collision type signal at the time of a minor collision, and outputs a small signal at the time of activating the airbag. At the time of a collision, it is set so as to output a collision type large signal to the vehicle electrical system failure diagnosis control unit 13 which is the second control means. With this, in the vehicle electrical system failure diagnosis control unit 13, when the collision type large or small signal is input and the post-crash electrical system failure diagnosis which is the control program is started, the large collision type signal is input. In the case of the collision type, the diagnosis processing of the large collision type, that is, the failure diagnosis processing of the electric system, the braking system, and the power generation system of the vehicle is executed for each item, while the diagnosis processing of the small collision type is performed in the electric system of the vehicle. Is performed, the presence or absence of a failure (abnormal) location according to the magnitude of the collision is classified into three types, large, small, and none, as the degree of influence on traveling. It can be obtained as a result. Then, based on these diagnosis results, the vehicle electrical system failure diagnosis control unit 13 requests the power plant control unit to execute the vehicle travel restriction that limits the maximum speed by controlling the engine output control and the transmission shift. In addition, it is possible to perform optimal cruise control that leaves maximum room for the user to drive according to the damage state of the vehicle due to the collision, and to cause secondary accidents caused by damage to the electric system due to the collision, etc. Can be reliably suppressed, and user convenience and safety can be improved.

In addition, the travel restriction requested by the vehicle electrical system failure diagnosis control unit 13 based on the diagnosis result is detected only during the daytime when it is determined that the travel restriction request can be suspended. Since the processing of the travel restriction request is delayed until the operation is performed, the user can be made to be aware in advance during the daytime travel, and the safety and protection of the user can be enhanced. In addition, the vehicle electrical system failure diagnosis control unit 13
If the obtained diagnosis result is a plurality of mild travel restriction requests, these mild travel restriction requests are not implemented, but the severe travel that further enhances the safety and protection of the user. Reset to restriction request. As a result, the vehicle electrical system failure diagnosis control unit 13 can recognize the complex damage situation in advance and perform optimal vehicle traveling control, thereby further improving the safety and protection of the user. Can be.

[0057]

As described above, according to the apparatus for diagnosing an electric system failure of a vehicle according to the present invention, the impact received on the vehicle can be reliably detected, and the various lamp systems of the vehicle damaged by the collision can be connected to a lamp bulb or a ground. Vehicle electrical system fault diagnosis system that can reduce the incidence of secondary accidents and improve traffic and occupant safety by diagnosing the occurrence of troubles such as short-circuits and taking appropriate measures Can be provided.

[Brief description of the drawings]

FIG. 1 is a circuit configuration diagram for explaining a vehicle electrical system failure diagnosis apparatus according to the present invention.

FIG. 2 is a circuit diagram showing a configuration example of an H / L lamp failure determination circuit.

FIG. 3 is a circuit diagram showing a configuration example of a clearance lamp failure diagnosis circuit.

FIG. 4 is a circuit diagram showing a configuration example of a stop lamp failure diagnosis circuit.

FIG. 5 is a circuit diagram showing a configuration example of a turn signal lamp failure diagnosis circuit.

FIG. 6 is a circuit diagram showing a configuration example of a brake fluid level failure diagnosis circuit.

FIG. 7 is a vehicle electrical system failure diagnosis control unit 13 of the present invention.
6 is a flowchart for explaining an example of an operation process of the post-collision electrical system failure diagnosis control performed in FIG.

FIG. 8A is a flowchart for explaining a collision type large diagnosis process, and FIG. 8B is a flowchart for explaining a small collision type diagnosis process.

FIG. 9 shows the H / L implemented in the H / L lamp diagnostic unit.
6 is a flowchart for explaining system failure diagnosis.

FIG. 10 is a flowchart for explaining a clearance lamp system failure diagnosis performed in a clearance lamp diagnosis unit.

FIG. 11 is a flowchart for explaining a stop lamp system failure diagnosis performed in a stop lamp diagnosis unit.

FIG. 12 is a flowchart for explaining a turn lamp system failure diagnosis performed in the turn lamp diagnosis unit.

FIG. 13 is a flowchart illustrating a brake fluid level failure detection diagnosis performed by a brake fluid level diagnosis unit.

FIG. 14 is a flowchart illustrating an alternator system abnormality detection diagnosis performed by a vehicle electrical system failure diagnosis unit.

FIG. 15 is a flowchart illustrating an example of an operation process of a running diagnosis after a collision performed in the vehicle electrical system failure diagnosis control unit of the present invention.

FIG. 16 is a flowchart illustrating an example of an operation process of day / night detection.

FIG. 17 is a flowchart illustrating an example of an operation process for detecting a brake fluid level system failure.

FIG. 18 is a flowchart illustrating an example of an operation process of alternator system abnormality detection.

[Explanation of symbols]

 REFERENCE SIGNS LIST 10 vehicle electric system failure diagnosis device 11 collision detection unit 12 airbag control unit 13 vehicle electric system failure diagnosis control unit 14 engine control unit 15 transmission control unit 16 multiplex communication path 17 front sub sensor 18 side airbag sensor 19 acceleration sensor 20 Tilt sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60Q 11/00 625 B60Q 11/00 625A 630 630Z 640 640A 650 650C B60R 21/32 B60R 21/32 // G05B 9/02 G05B 9/02 F 23/02 23/02 T 301 301X F-term (reference) 3D037 FA15 FA20 FA21 FB00 FB01 FB12 3D054 AA06 EE09 EE14 EE19 EE20 EE34 EE35 3K039 AA06 AA08 5H209 AA05 DD11FF08 FF09H11 FF08 JJ09 5H223 AA10 AA15 CC08 DD03 EE04 EE11 EE13 EE29

Claims (4)

[Claims] 1. A detecting means mounted on an automobile for detecting a collision applied to a vehicle, and outputting a control signal corresponding to a magnitude of the collision applied to the vehicle based on information data detected by the detecting means. And a second control unit that starts a control program stored and stored in advance according to the magnitude of the collision based on the control signal output from the first control unit. In the case of a collision in which the occupant protection assist device does not operate according to the control program, the control means performs a failure diagnosis of the electric system of the vehicle,
In the case of a collision in which the occupant protection assist device operates, a travel restriction request is made to execute a failure diagnosis of the electric system, the braking system, and the power generation system of the vehicle, and to limit the vehicle speed based on the diagnosis result. An electric system failure diagnosis device for a vehicle. 2. The first control means detects the magnitude of a collision based on an output value of one of a sensor for an occupant protection assist device and an acceleration sensor, and detects a magnitude of a collision based on an output value of a tilt sensor. 2. The apparatus for diagnosing an electrical system failure of a vehicle according to claim 1, wherein a predetermined control signal is output even when an abnormal inclination state is detected. 3. The night detection is performed only when the second control means determines that the diagnosis result obtained according to the control program can suspend the travel restriction request in the daytime. 3. The apparatus for diagnosing an electric system failure of a vehicle according to claim 1, wherein the processing of the travel restriction request is delayed until the start of the operation. 4. If the diagnosis result obtained according to the control program is a plurality of mild travel restriction requests, the second control means is reset to a severe travel restriction request. 4. The apparatus for diagnosing an electric system failure of a vehicle according to claim 1, wherein: