System for identifying abnormality location in on-board device, and device for identifying abnormality location in on-board device

Abstract

To provide a vehicle device abnormal element identification system capable of narrowing down a factor of abnormality.SOLUTION: When receiving notice of occurrence of abnormality, when a shift transmission ratio is switched, from a vehicle VC(1), a CPU 92 searches data, from a big data DB, on predetermined switching performed before the occurrence of the abnormality. Between the predetermined switching and the switching with the abnormality, those elements, among friction engagement elements made up of clutches C1 and C2 and brakes B1 and B2, which are subject to state changes correspond to each other only partially. The CPU 92 identifies the element with the abnormality on the basis of the data.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an abnormality location identification system for an in-vehicle device and an abnormality location identification device for an in-vehicle device. [Background technology]

[0002] For example, Patent Document 1 below describes a device for identifying the cause of an abnormality in a transmission. This device distinguishes between an abnormality in the operation of a solenoid valve in the transmission and an abnormality caused by air being mixed into the hydraulic oil. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6741139 specification Summary of the Invention [Problem to be solved by the invention]

[0004] A transmission achieves each gear ratio by combining the states of multiple friction engagement elements. That is, each friction engagement element can be in two states: a disengaged state and an engaged state. When changing the gear ratio, multiple friction engagement elements often change state. However, in such cases, even if the device can identify an abnormality in the operation of a solenoid valve, there will be multiple candidates for the solenoid valve that has experienced the abnormality. The device cannot identify which of the multiple solenoid valves has experienced the abnormality. [Means for solving the problem]

[0005] The means for solving the above problems and their effects will be described below. 1. An abnormality location identification system for an in-vehicle device, wherein the in-vehicle device is equipped with a plurality of operating units and selectively realizes several states imposed on the in-vehicle device by combining the respective states of the plurality of operating units, the operating units being members that can be switched to one of a plurality of states, and the system executes an abnormality determination process that determines an abnormality in the in-vehicle device based on an inconsistency between the state of the in-vehicle device resulting from execution of a first change process, which is a process that changes the combination of the plurality of operating units, and a reference state, and if an abnormality is determined by the abnormality determination process, a narrowing-down process that narrows down the operating units among the plurality of operating units that are the cause of the abnormality based on the state of the in-vehicle device resulting from execution of a second change process, which is a process that changes the combination, and the operating units among the plurality of operating units whose states are switched by the second change process include only some of the operating units among the plurality of operating units whose states are switched by the first change process.

[0006] In the above configuration, if an abnormality occurs as a result of the execution of the first change process, the operation unit causing the abnormality is narrowed down based on the state of the in-vehicle device as a result of the execution of the second change process. Here, the operation units among the multiple operation units whose state is switched by the second change process include only a portion of the multiple operation units whose state is switched by the first change process. Therefore, if the state of the in-vehicle device as a result of the execution of the second change process deviates significantly from the reference state, the operation unit whose state is switched by both the first change process and the second change process is likely to be abnormal. On the other hand, if the state of the in-vehicle device as a result of the execution of the second change process deviates slightly from the reference state, the operation unit whose state is switched by the first change process but not by the second change process is likely to be abnormal. In this way, by using the state of the in-vehicle device as a result of the second change process, the cause of the abnormality can be narrowed down.

[0007] 2. An abnormality location identification system for an in-vehicle device as described in 1 above, comprising a storage device and an execution device, wherein the storage device stores mapping data that defines a narrowing down mapping, and the execution device executes the abnormality determination process, the narrowing down process, and an input variable acquisition process, wherein the input variable acquisition process is a process of acquiring input variables for the narrowing down mapping, and the input variables include variables that indicate the state of the in-vehicle device as a result of execution of the second change process, and the narrowing down mapping is a mapping that outputs a determination result as to whether or not the some of the operation units are abnormal in response to input of the input variables acquired by the input variable acquisition process, and the narrowing down process is a process of inputting the input variables acquired by the input variable acquisition process into the narrowing down mapping, and outputs a determination result as to whether or not the some of the operation units are abnormal.

[0008] In the above configuration, the narrowing process can be realized using the values ​​of the output variables of the narrowing map. In particular, by using the narrowing map, even if the values ​​of the input variables, such as the values ​​of the variables indicating the state of the in-vehicle device accompanying the execution of the second change process, are analog values, it is possible to calculate an output that fully reflects the values.

[0009] 3. The execution device executes a variable process, and the variable process is a process of variably setting a change in the combination corresponding to the state of the on-board device that is input in the narrowing down process in accordance with the change in the combination when the abnormality is determined, and is a process of changing the mapping data.

[0010] For example, if an abnormality is determined due to a change in a combination different from that in the first change process, the operation units whose states are changed in the change will not completely match those in the first change process, and therefore may not include operation units whose states are changed by the second change process.

[0011] Therefore, in the above configuration, variable processing is executed. As a result, for example, when an abnormality is determined as a result of execution of a third change processing different from the first change processing and the second change processing, a narrowing-down processing is performed using the state of the in-vehicle device as a result of execution of a fourth change processing different from the first change processing and the second change processing. As a result, the operation units whose state is switched by the fourth change processing among the multiple operation units can include only a portion of the operation units whose state is switched by the third change processing among the multiple operation units. Also, for example, when an abnormality is determined as a result of execution of the second change processing, a narrowing-down processing can also be performed using the state of the in-vehicle device as a result of execution of the first change processing.

[0012] In particular, in the above configuration, the mapping data is changed, so that the relationship between the input and the output of the narrowing mapping can be made appropriate. 4. The system for identifying an abnormality in an on-vehicle device according to 2 or 3 above, wherein the operating unit is a valve for adjusting hydraulic pressure, and the on-vehicle device includes a hydraulic pressure control circuit.

[0013] The hydraulic control circuit can achieve different states by combining the states of multiple valves. Therefore, if an abnormality occurs in the control by the hydraulic control circuit, it can be difficult to identify the cause. For this reason, the narrowing down process is particularly useful.

[0014] 5. The system for identifying an abnormality in an on-board device described in 4 above, wherein the on-board device is a transmission that changes the gear ratio, which is the ratio between the rotational speed of the on-board prime mover and the rotational speed of the drive wheels, and the transmission includes a plurality of friction engagement elements whose states are switched by operating the valve.

[0015] A transmission can achieve various gear ratios by switching the states of multiple friction engagement elements. In particular, when switching gear ratios, the states of multiple friction engagement elements tend to switch. Therefore, the narrowing-down process is highly useful.

[0016] 6. The system for identifying an abnormality location in an on-board device described in 5 above, wherein the input variable acquisition process includes a process for acquiring, as the input variable, an acceleration variable which is a variable indicating the acceleration in the forward / backward direction of the vehicle in which the on-board device is installed due to execution of the second change process.

[0017] Compared to when the gear ratio is switched normally, when it is not switched normally, the longitudinal acceleration of the vehicle tends to be greater. Therefore, by including the longitudinal acceleration accompanying the execution of the second change process in the input variables to the narrowing-down mapping, it is possible to realize the narrowing-down process while accurately determining whether there are any signs of an abnormality when the second change process is executed.

[0018] 7. The system for identifying an abnormality location in an on-board device described in 5 or 6 above, wherein the input variable acquisition process includes a process for acquiring, as the input variable, a current behavior variable which is a variable indicating the behavior of the current that drives the valve in conjunction with execution of the second change process.

[0019] When an abnormality occurs in the valve operation, the induced voltage differs from that during normal operation, and the current behavior also differs. Therefore, by including the current behavior accompanying the execution of the second change process in the input variables to the narrowing down map, it is possible to realize the narrowing down process while accurately determining whether or not there are any signs of an abnormality when the second change process is executed.

[0020] 8. The execution device executes a learning process, and the learning process is a process of correcting the operating amount at the next switching of the gear ratio according to a learning correction amount if the deviation amount between the rotational speed of the input shaft of the gear ratio and a reference speed falls outside a predetermined range when the gear ratio is switched, the learning correction amount is a value for reducing the amount by which the deviation amount between the rotational speed of the input shaft and the reference speed falls outside the predetermined range when the gear ratio is switched, and the input variable acquisition process is an abnormality location identification system for an in-vehicle device described in any one of 5 to 7 above, including a process of acquiring the learning correction amount used in conjunction with the execution of the second change process as the input variable.

[0021] When an abnormality occurs in the control of the rotation speed, the absolute value of the learned correction amount tends to be large. Therefore, by including the learned correction amount in the input variables to the narrowing-down mapping, it is possible to realize the narrowing-down process while accurately determining whether there are any signs of an abnormality when the second change process is performed.

[0022] 9. The execution device in the system for identifying an abnormality location in an in-vehicle device described in any one of 2 to 8 above includes a first execution device and a second execution device, the first execution device executes the abnormality determination process, and the second execution device executes the input variable acquisition process and the narrowing down process, and the system is an abnormality location identification device for an in-vehicle device that includes the second execution device. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a diagram illustrating a configuration of an abnormality location system according to an embodiment. [Figure 2] 5A and 5B are diagrams illustrating engagement of the transmission according to the embodiment. [Figure 3] FIG. 2 is a block diagram showing a process executed by the on-board control device according to the embodiment. [Figure 4] 10(a) and 10(b) are flowcharts showing the procedure of processing executed by the abnormality location system. [Figure 5] 3 is a flowchart showing a procedure of a process executed by the on-board control device according to the embodiment. [Figure 6] 4 is a time chart illustrating the transition of various states when the gear ratio is switched. [Figure 7] 10 is a flowchart showing a procedure of a process executed by a data analysis center according to the embodiment. [Figure 8] 3 is a flowchart showing a procedure of a process executed by the on-board control device according to the embodiment. [Figure 9] 10(a) to 10(g) are diagrams illustrating data used in a modification of the above embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0024] Hereinafter, an embodiment will be described with reference to the drawings. A vehicle VC (1) shown in FIG. 1 includes an internal combustion engine 10. A planetary gear mechanism 20 constituting a power split device is mechanically connected to a crankshaft 12 of the internal combustion engine 10. The planetary gear mechanism 20 splits the power of the internal combustion engine 10, a first motor generator 22, and a second motor generator 24. The crankshaft 12 is mechanically connected to a carrier C of the planetary gear mechanism 20. A rotating shaft 22a of the first motor generator 22 is mechanically connected to a sun gear S of the planetary gear mechanism 20. A rotating shaft 24a of the second motor generator 24 is mechanically connected to a ring gear R of the planetary gear mechanism 20. The output voltage of a first inverter 23 is applied to terminals of the first motor generator 22. The output voltage of a second inverter 25 is applied to terminals of the second motor generator 24.

[0025] In addition to the rotary shaft 24a of the second motor generator 24, the ring gear R of the planetary gear mechanism 20 is mechanically coupled to the drive wheels 30 via a transmission 26. The transmission 26 varies the gear ratio, which is the ratio between the rotation speed of the input shaft and the rotation speed of the output shaft, by switching the engagement states of friction engagement elements such as clutches C1 and C2 and brakes B1 and B2. In particular, the transmission 26 is a device that can change the gear ratio when the vehicle VC(1) is in a forward moving state to four different speeds, from first to fourth.

[0026] Figure 2 shows an example of how first to fourth gears and reverse are achieved by combining the engaged and released states of the friction engagement elements. As shown in Figure 2, first gear is achieved by combining clutch C1 and brake B2 in an engaged state and clutch C2 and brake B1 in a released state. Second gear is achieved by combining clutch C1 and brake B1 in an engaged state and clutch C2 and brake B2 in a released state.

[0027] Returning to FIG. 1 , a driven shaft 32a of an oil pump 32 is mechanically connected to the carrier C. The oil pump 32 circulates oil in an oil pan 34 through the planetary gear mechanism 20 as lubricating oil and discharges the oil as hydraulic oil to the transmission 26. The hydraulic oil discharged from the oil pump 32 has its pressure adjusted by a hydraulic control circuit 28 in the transmission 26 and is used as hydraulic oil. The hydraulic control circuit 28 includes multiple solenoid valves 28a. The hydraulic control circuit 28 controls the flow state and hydraulic pressure of the hydraulic oil by energizing each solenoid valve 28a. The multiple solenoid valves 28a include separate valves for operating the clutches C1 and C2 and separate valves for operating the brakes B1 and B2. Furthermore, one of the multiple solenoid valves 28a is a valve that adjusts the hydraulic pressure (Pool) of the hydraulic oil supplied to the solenoid valves 28a for operating the clutches C1 and C2 and the brakes B1 and B2.

[0028] The control device 40 operates various operating parts of the internal combustion engine 10 to control the torque, exhaust component ratio, etc., which are control variables of the internal combustion engine 10 as a control target. The control device 40 also operates the first inverter 23 to control the torque, rotation speed, etc., which are control variables of the first motor generator 22 as a control target. The control device 40 also operates the second inverter 25 to control the torque, rotation speed, etc., which are control variables of the second motor generator 24 as a control target.

[0029] When controlling the above-mentioned controlled variables, the control device 40 refers to the output signal Scr of the crank angle sensor 50. The control device 40 also refers to the output signal Sm1 of the first rotation angle sensor 52, which detects the rotation angle of the rotating shaft 22a of the first motor-generator 22, and the output signal Sm2 of the second rotation angle sensor 54, which detects the rotation angle of the rotating shaft 24a of the second motor-generator 24. The control device 40 also refers to the oil temperature Toil, which is the temperature of the hydraulic oil, detected by the oil temperature sensor 56, and the vehicle speed SPD, which is detected by the vehicle speed sensor 58. The control device 40 also refers to the accelerator operation amount ACCP, which is the depression amount of the accelerator pedal 60, detected by the accelerator sensor 62, and the current I flowing through the solenoid valve 28a, detected by the current sensor 64. Note that the current sensor 64 actually includes multiple dedicated sensors that detect the currents of the multiple solenoid valves 28a. The control device 40 also refers to the oil pressure Poil, which is detected by the oil pressure sensor 66. The control device 40 also refers to the longitudinal acceleration Gx of the vehicle VC detected by the acceleration sensor 68.

[0030] The control device 40 includes a CPU 42, a ROM 44, a storage device 46 which is an electrically rewritable nonvolatile memory, a communication device 47, peripheral circuits 48, and a local network 49. The CPU 42, ROM 44, storage device 46, communication device 47, and peripheral circuits 48 are capable of communicating with each other via the local network 49. Here, the peripheral circuits 48 include a circuit that generates a clock signal that regulates internal operations, a power supply circuit, a reset circuit, etc. The control device 40 controls the control variables by the CPU 42 executing a program stored in the ROM 44.

[0031] The communication device 47 is capable of communicating with a data analysis center 90 via a global network 80 such as the Internet. The data analysis center 90 collects and analyzes data transmitted from a plurality of vehicles VC(1), VC(2), ... as a big data DB. The data analysis center 90 includes a CPU 92, a ROM 94, a storage device 96, a communication device 97, and a local network 99. The CPU 92, ROM 94, storage device 96, and communication device 97 are capable of communicating with each other via the local network 99. The storage device 96 is an electrically rewritable non-volatile device, and stores the big data DB.

[0032] The control device 40 and the data analysis center 90 constitute an abnormality cause identification system according to this embodiment. Here, an abnormality that occurs when the gear ratio of the transmission 26 is switched is taken as an example of the abnormality. The following describes in detail the process related to the gear ratio switch, pre-processing for identifying the cause, process related to abnormality determination by the control device, process related to the cause identification, and process related to notification of the result, in that order.

[0033] "Processing related to gear ratio switching" The process for switching the gear ratio is shown in Fig. 3. The process shown in Fig. 3 is realized by the CPU 42 repeatedly executing a program stored in the ROM 44, for example, at predetermined intervals.

[0034] The gear ratio command value setting process M10 sets a gear ratio command value Vsft*, which is a command value for the gear ratio, based on the accelerator operation amount ACCP and vehicle speed SPD during the gear ratio change period. The oil pressure command value setting process M12 sets an oil pressure command value P0*, which is a base value for the command value of the oil pressure adjusted by the solenoid valve 28a used for the change when the gear ratio is changed. The inputs for setting the oil pressure command value P0* are the accelerator operation amount ACCP, the oil temperature Toil, the gear ratio command value Vsft*, and the switching variable ΔVsft. Here, the switching variable ΔVsft is a variable that identifies three states: whether the change of the gear ratio is an upshift, a downshift, or whether the gear ratio is not being changed. For example, if the gear ratio command value Vsft* indicates third gear and the switching variable ΔVsft indicates an upshift, this indicates that the type of gear change is from third gear to fourth gear.

[0035] The gear ratio command value setting process M10 is realized by the CPU 42 performing map calculations on the hydraulic pressure command value P0* with map data stored in advance in the ROM 44. Here, the map data is data in which the accelerator operation amount ACCP, the type of gear shift, and the oil temperature Toil are input variables, and the hydraulic pressure command value P0* is an output variable. The map data is a set of data consisting of discrete values ​​of the input variables and values ​​of the output variables corresponding to each of the input variable values. The map calculation may be, for example, a process in which, when the value of an input variable matches one of the input variable values ​​in the map data, the value of the output variable in the corresponding map data is used as the calculation result. When there is no match, the map calculation may be a process in which the value obtained by interpolating the values ​​of the multiple output variables included in the map data is used as the calculation result.

[0036] Specifically, the hydraulic pressure command value P0* is for each of phase 1, phase 2, and phase 3 shown in FIG. 3. Here, phase 1 is the period from when a command to switch the gear ratio is issued until a predetermined time has elapsed. Phase 2 is the period until the end of the torque phase, and phase 3 is the period until the switching of the gear ratio is completed. Note that for phase 3, the value of the output variable of the map data is actually the rate of increase of the hydraulic pressure command value P0*.

[0037] The learning correction amount calculation process M14 calculates a learning correction amount ΔP for correcting the hydraulic pressure command value P0* based on the amount of racing ΔNm2, which is the difference between the rotational speed Nm2 of the rotating shaft 24a of the second motor / generator 24 and the reference speed Nm2*. The learning correction amount ΔP is set separately for each region determined by the accelerator operation amount ACCP and the type of gear shift that determine the hydraulic pressure command value P0*. The rotational speed Nm2 is calculated by the CPU 42 based on the output signal Sm2 of the second rotation angle sensor 54. The CPU 42 sets the reference speed Nm2* using the gear ratio command value Vsft*, the switching variable ΔVsft, and the vehicle speed SPD as inputs. This process can be implemented by the CPU 42 calculating the reference speed Nm2* using map data stored in advance in the ROM 44. The map data here is data in which the speed ratio command value Vsft*, the switching variable ΔVsft, and the vehicle speed SPD are input variables, and the reference speed Nm2* is an output variable.

[0038] The learning correction amount ΔP is a correction amount for reducing the amount by which the racing amount ΔNm2 deviates from a predetermined range. The correction process M16 is a process for calculating the hydraulic pressure command value P* by adding the learned correction amount ΔP to the hydraulic pressure command value P0*.

[0039] The current conversion process M18 is a process for converting the hydraulic pressure command value P* into a command value (current command value I*) for the current flowing through the solenoid valve 28a. When the value of the speed ratio command value Vsft* changes, the control device 40 switches the friction engagement elements from a released state to an engaged state by changing the current command value I* for each phase as shown in Fig. 2. Note that the hydraulic pressure command value and current command value corresponding to the friction engagement elements that are switched from an engaged state to a released state may also be calculated by map calculation based on the same map data as above.

[0040] "Preprocessing to identify factors" The procedure for the pre-processing is shown in Figure 4. The process shown in Figure 4(a) is realized by the CPU 42 repeatedly executing a program stored in ROM 44, for example, at a predetermined cycle. The process shown in Figure 4(b) is realized by the CPU 92 repeatedly executing a program stored in ROM 94, for example, at a predetermined cycle. In the following, the step number of each process will be represented by a number preceded by "S."

[0041] 4(a), the CPU 42 of the control device 40 first acquires vehicle data (S10). The vehicle data includes the gear ratio command value Vsft*, the switching variable ΔVsft, the amount of racing ΔNm2, the learning correction amount ΔP, the current I, the longitudinal acceleration Gx, and the rotation speed Nm2.

[0042] Next, the CPU 42 operates the communication device 47 to transmit the vehicle data together with the vehicle ID, which is the identification symbol of the vehicle VC(1), to the data analysis center 90 (S12). When the CPU 42 completes the processing of S12, it temporarily ends the series of processing shown in FIG. 4(a).

[0043] In response to this, as shown in Fig. 4(b), the CPU 92 of the data analysis center 90 receives the data transmitted by the processing of S12 (S20). Then, the CPU 92 adds the vehicle data to the big data DB, linking it to the vehicle ID (S22). Note that when the CPU 92 completes the processing of S22, it temporarily ends the series of processes shown in Fig. 4(b).

[0044] "Processing related to abnormality determination by the control device" The procedure for the abnormality determination process is shown in Fig. 5. The process shown in Fig. 5 is realized by the CPU 42 repeatedly executing a program stored in the ROM 44, for example, at predetermined intervals.

[0045] 5, the CPU 42 first determines whether or not it is time for gear ratio switching control (S30). If it determines that it is time for switching control (S30: YES), the CPU 42 acquires the accelerator operation amount ACCP, the gear ratio command value Vsft*, the switching variable ΔVsft, and the rotation speed Nm2 (S32).

[0046] Next, the CPU 42 determines whether a predetermined period of time has elapsed since the shift command was issued (S34). Here, the predetermined period of time is set according to the maximum time expected to be required for completing the shift control. If the CPU 42 determines that the predetermined period of time has not yet elapsed (S34: NO), it determines whether the state in which the absolute value of the amount of racing ΔNm2 is equal to or greater than the threshold value ΔNm2th has continued for a predetermined period of time (S40). This process is for determining whether an abnormality has occurred in the shift control.

[0047] That is, if an abnormality occurs in the speed change control, a situation may occur in which the rotation speed on the input side of the transmission 26 increases significantly. FIG. 6 shows an example of this. FIG. 6 shows an example of shifting from second gear to third gear. In FIG. 6, the rotational speed Nm2 of the rotating shaft 24a of the second motor-generator 24 corresponds to the rotational speed of the input shaft of the transmission 26. In FIG. 6, the rotational speed NE of the crankshaft 12 and the rotational speed Nm1 of the rotating shaft 22a of the first motor-generator 22 are also shown. In addition, in FIG. 6, the hydraulic pressure command values ​​P* related to the clutch C2 and the brake B1 are denoted as "Pc2*" and "Pb1*," respectively. In addition, the actual hydraulic pressures related to the clutch C2 and the brake B1 are denoted as "Pc2" and "Pb1," respectively. In FIG. 6, time t1 is the start time of shifting from second gear to third gear.

[0048] As shown by the solid lines in Figure 6, when the hydraulic pressures for the clutch C2 and the brake B1 are controlled normally, the rotation speeds NE and Nm2 are also normal, as shown by the solid lines in Figure 6. In contrast, if an abnormality occurs in the hydraulic pressure control, a phenomenon occurs in which the rotation speed NE of the crankshaft 12 and the rotation speed Nm2 of the rotating shaft 24a of the second motor-generator 24 increase around time t2, as shown by the dashed-dotted lines in Figure 6.

[0049] Returning to FIG. 5, when the CPU 42 determines that the abnormality has continued for a predetermined time or longer (S40: YES), it provisionally determines that an abnormality has occurred (S42). When the CPU 42 completes the process of S42 or when a negative determination is made in the process of S40, the CPU 42 returns to the process of S32.

[0050] On the other hand, if the CPU 42 determines that the predetermined period has elapsed (S34: YES), it determines whether the gear shift is incomplete (S36). Here, the CPU 42 may determine that the gear shift is incomplete if the actual gear ratio has not become equal to the gear ratio command value Vsft*. If the CPU 42 determines that the gear shift is incomplete (S36: YES), it determines that an abnormality has occurred (S38).

[0051] On the other hand, if the CPU 42 determines that the gear shift has been completed (S36: NO), it determines whether a provisional abnormality determination has been made (S44). If the CPU 42 determines that a provisional abnormality determination has not been made (S44: NO), it initializes a counter C (S46). A separate counter C is provided for each type of gear shift.

[0052] On the other hand, if the CPU 42 determines that a provisional abnormality determination has been made (S44: YES), it increments the counter C by "1" (S48). Then, the CPU 42 determines whether the value of the counter C is equal to or greater than a predetermined value Cth that is greater than "1" (S50). If the CPU 42 determines that the value is equal to or greater than the predetermined value Cth (S50: YES), it proceeds to the processing of S38. Then, the CPU 42 executes fail-safe processing to fix the gear ratio to a predetermined gear ratio (S52). Here, the predetermined gear ratio is a gear ratio that disengages a friction engagement element that should have been engaged when the abnormality occurred.

[0053] 1 to execute a notification process for displaying visual information indicating that an abnormality has occurred on the display 70 (S54). The CPU 42 then operates the communication device 47 to transmit abnormality data to the data analysis center 90 (S56). The abnormality data is data that indicates that an abnormality has occurred and includes information specifying the gear ratio change at that time.

[0054] It should be noted that the CPU 42 temporarily ends the series of processes shown in FIG. 5 when it completes the processes of S46 and S56 or when it makes a negative determination in the processes of S30 and S50. "Process for identifying factors" When the data analysis center 90 receives the abnormal data, it executes processing according to the type of abnormality at that time. That is, different processing is executed depending on whether the abnormality occurred when shifting from first gear to second gear or when shifting from second gear to third gear. The following describes the processing executed when an abnormality occurs when shifting from second gear to third gear as an example.

[0055] The procedure for the process of identifying the cause is shown in Fig. 7. The process shown in Fig. 7 is realized by the CPU 92 repeatedly executing a program stored in the ROM 94, for example, at predetermined intervals.

[0056] In the series of processes shown in FIG. 7, the CPU 92 first determines whether or not abnormal data has been received (S60). If the CPU 92 determines that abnormal data has been received (S60: YES), it determines whether or not the abnormality occurred when shifting from second gear to third gear (S62). If the CPU 92 determines that the abnormality occurred when shifting from second gear to third gear (S62: YES), it searches the big data DB for the most recent vehicle data when shifting from third gear to first gear (S64). The vehicle data here is data linked to the vehicle ID included in the data transmitted by the process of S56. This process is a process for searching for vehicle data at the time of shifting that is related to the abnormality accompanying the shift from second gear to third gear.

[0057] 2, when shifting from second gear to third gear, clutch C2 switches from a released state to an engaged state, and brake B1 switches from an engaged state to a released state. Therefore, it is highly likely that the process of switching from one of the two states, engaged or released, to the other for at least one of clutch C2 and brake B1 is not being performed correctly. Therefore, the friction engagement element that switches from one of the two states, engaged or released, to the other is selected to be partially the same as that used when shifting from second gear to third gear.

[0058] One of these is shifting from third gear to first gear. That is, when shifting from third gear to first gear, clutch C2 switches from an engaged state to a disengaged state. That is, the fact that clutch C2 is a friction engagement element that switches from one of two states, engaged and disengaged, to the other, is common to both shifting from second gear to third gear and shifting from third gear to first gear. On the other hand, when shifting from third gear to first gear, the state of brake B1 does not change. This means that if there are any signs of abnormality when shifting from third gear to first gear, it is highly likely that an abnormality in clutch C2 is the cause of the abnormality when shifting from second gear to third gear. In other words, by selecting a shift in which only some of the friction engagement elements that switch from one of two states, engaged and disengaged, to the other, are common, it becomes easier to narrow down the location of the abnormality.

[0059] Returning to FIG. 7, the vehicle data relating to the shift from third gear to first gear includes the amounts of revving ΔNm2(1), ΔNm2(2), and ΔNm2(3) as time-series data. The vehicle data also includes a learning correction amount ΔP. When the learning correction amount ΔP is close to or equal to the guard value, there is a high possibility of an abnormality in the part driven by the hydraulic pressure that is the subject of correction by the learning correction amount ΔP. In other words, the learning correction amount ΔP is a variable that correlates with the degree of likelihood of an abnormality in the part driven by the hydraulic pressure that is the subject of correction. The vehicle data also includes longitudinal acceleration Gx. The longitudinal acceleration Gx of the vehicle VC(1) differs between when the gear ratio is shifted normally and when an abnormality occurs. Therefore, the longitudinal acceleration Gx is a variable that contains information on the presence or absence of an abnormality. The vehicle data also includes an amplitude ΔI, which is the difference between the maximum and minimum values ​​of the current I flowing through the solenoid during the gear ratio shift period. The amplitude ΔI is a variable that correlates with the induced voltage generated in the solenoid. The induced voltage varies depending on the behavior of the solenoid valve. Therefore, the induced voltage is a variable that indicates the drive state of the solenoid valve when the gear ratio is changed. Therefore, the amplitude ΔI is also a variable that indicates the drive state of the solenoid valve when the gear ratio is changed.

[0060] The CPU 92 assigns the searched vehicle data to input variables x(1) to x(6) for a narrowing-down mapping for narrowing down the causes (S66). The narrowing-down mapping is defined by mapping data DM stored in the storage device 96 shown in FIG. 1. The mapping data DM is separate data for each type of abnormality, such as an abnormality when shifting from first gear to second gear, an abnormality when shifting from second gear to third gear, etc. Therefore, in the processing of FIG. 7, the CPU 92 uses data from the mapping data DM that defines a narrowing-down mapping for an abnormality when shifting from second gear to third gear.

[0061] Next, the CPU 92 searches the big data DB for the most recent vehicle data at the time of shifting from first gear to second gear (S68). The vehicle data here is data linked to the vehicle ID included in the data transmitted by the process of S56. This process is also a process of searching for vehicle data at the time of shifting related to an abnormality accompanying the shift from second gear to third gear.

[0062] That is, as shown in Figure 2, when shifting from first to second gear, brake B1 switches from a released state to an engaged state. That is, the fact that brake B1 is a friction engagement element that switches from one of two states, engaged or released, to the other, is common to both shifting from second to third gear and shifting from first to second gear. On the other hand, when shifting from first to second gear, the state of clutch C2 does not change. This means that if there are any signs of abnormality when shifting from first to second gear, it is highly likely that an abnormality in brake B1 is the cause of the abnormality when shifting from second to third gear.

[0063] Returning to FIG. 7, the vehicle data relating to the shift from first to second gear includes the amounts of racing ΔNm2(1), ΔNm2(2), ΔNm2(3), the learned correction amount ΔP, the longitudinal acceleration Gx, and the amplitude ΔI as time-series data.

[0064] The CPU 92 substitutes the searched vehicle data for input variables x(7) to x(12) in a narrowing down mapping for narrowing down the factors (S70). Next, the CPU 92 searches the big data DB for the most recent data possible regarding the hydraulic Poil when in first gear and at WOT (S72). The data here is data linked to the vehicle ID included in the data sent by the process of S56. WOT stands for "Wide Open Throttle." Here, WOT is determined to occur when the accelerator operation amount ACCP is in the region where the hydraulic Poil command value is at its maximum. This process is for obtaining information to determine whether the hydraulic Poil is being normally controlled to rise.

[0065] Next, the CPU 92 substitutes the searched vehicle data into the input variable x(13) for the narrowing down mapping for narrowing down the factors (S74). The CPU 92 then inputs the input variables x(1) to x(13) into a narrowing down map for abnormalities when shifting from second gear to third gear, thereby calculating the values ​​of factor variables y(1) to y(4), which are variables indicating the cause of the abnormality (S76). Here, the narrowing down map is a neural network. The activation function fp of the output layer of the neural network is a softmax function. The factor variable y(1) indicates the probability of an abnormality in the solenoid valve for hydraulic control of the clutch C2. The factor variable y(2) indicates the probability of an abnormality in the solenoid valve for hydraulic control of the brake B1. The factor variable y(3) indicates the probability of an abnormality in the solenoid valve that controls the hydraulic Poil. The factor variable y(4) indicates the probability that the cause of the abnormality is unknown.

[0066] The mapping data DM that defines the narrowing down mapping is data that has been learned as follows: That is, input variables of the training data are generated by generating data searched in S64, S68, and S72 using four or more types of devices in which the following abnormalities have been intentionally generated.

[0067] Here, one type of abnormality is, for example, increasing the friction of the sliding part of the solenoid valve for clutch C2, introducing foreign matter into the solenoid valve, connecting an excessively large resistor to the solenoid, etc. For the input variables generated using such devices, only factor variable y(1) among factor variables y(1) to y(4) of the training data is set to "1," and the others are set to "0."

[0068] Other types of abnormalities include, for example, increasing the friction of the sliding part of the solenoid valve for the brake B1, introducing foreign matter into the solenoid valve, or connecting an excessively large resistor to the solenoid. For the input variables generated using such devices, only the factor variable y(2) among the factor variables y(1) to y(4) of the training data is set to "1," and the others are set to "0."

[0069] Other types of abnormalities include, for example, increasing the friction of the sliding part of a solenoid valve for hydraulic pond control, introducing foreign matter into the solenoid valve, or connecting an excessively large resistor to the solenoid. For input variables generated using such devices, only factor variable y(3) among factor variables y(1) to y(4) of the training data is set to "1," and the others are set to "0."

[0070] Another type of abnormality is an abnormality that is not specific to the solenoid valves for clutch C2, brake B1, and hydraulic Poil control. This can be achieved, for example, by applying an excessively large impact to transmission 26 when switching the gear ratio. For the input variables generated using these devices, only factor variable y(4) of the factor variables y(1) to y(4) of the training data is set to "1," and the others are set to "0."

[0071] Next, the CPU 92 assigns the maximum value of the factor variables y(1) to y(4) to the maximum value ymax (S78). Here, if the maximum value ymax is the value of factor variable y(1), it is determined that there is a high possibility that an abnormality has occurred in the clutch C2. If the maximum value ymax is the value of factor variable y(2), it is determined that there is a high possibility that an abnormality has occurred in the brake B1. If the maximum value ymax is the value of factor variable y(3), it is determined that there is a high possibility that an abnormality has occurred in the solenoid valve 28a for hydraulic Poil control. If the maximum value ymax is the value of factor variable y(4), it is determined that the cause cannot be identified.

[0072] Then, by operating the communication device 97, the CPU 92 transmits the abnormality determination result corresponding to the maximum value ymax among the factor variables y(1) to y(4) to the vehicle VC(1) that is the sender of the data received in the processing of S60 (S80).

[0073] The CPU 92 temporarily ends the series of processes shown in FIG. 7 when it completes the process of S80 or when it makes a negative determination in the processes of S60 and S62. "Processing for notification of results" The procedure for the process relating to the notification of the result is shown in Fig. 8. The process shown in Fig. 8 is realized by the CPU 42 repeatedly executing a program stored in the ROM 44, for example, at predetermined intervals.

[0074] 8, the CPU 42 first receives the data on the abnormality determination result transmitted in the process of S80 (S90), and then operates the display 70 to display the abnormality determination result (S92).

[0075] When the CPU 42 completes the process of S92, it temporarily ends the series of processes shown in FIG. Here, the operation and effects of this embodiment will be described.

[0076] The CPU 42 of the control device 40 determines whether an abnormality has occurred in the gear shift control based on whether the absolute value of the difference between the rotational speed Nm2 and the reference speed Nm2* during the gear ratio switching period is equal to or greater than the threshold value ΔNm2th. If the CPU 42 determines that an abnormality has occurred, it performs fail-safe processing and notifies the user that an abnormality has occurred. Furthermore, if the CPU 42 determines that an abnormality has occurred, it transmits a notification to that effect to the data analysis center 90.

[0077] The CPU 92 of the data analysis center 90 searches the big data DB for data on a change in gear ratio that changes the state of the same friction engagement element as the friction engagement element whose state changes due to the change in gear ratio when the abnormality occurs. Then, the CPU 92 identifies the cause of the abnormality based on the data.

[0078] In this way, the CPU 92 focuses on another gear ratio change that changes the state of the same frictional engagement element as the frictional engagement element whose state should change when the gear ratio is changed when an abnormality occurs, thereby narrowing down which solenoid valve 28a, which is a device that changes the state of the frictional engagement element, has an abnormality.

[0079] According to the present embodiment described above, the following actions and effects can be further obtained. (1) The CPU 92 executes the process of narrowing down the causes using a narrowing-down mapping. Therefore, the values ​​of analog variables such as the amount of airflow ΔNm2 can be reflected in the narrowing-down process in an analog manner. In contrast, if thresholds are set for the amount of airflow ΔNm2, the absolute value of the learned correction amount ΔP, etc., and the logic is used to identify the final cause by branching depending on whether the value is equal to or greater than the threshold, the information on the analog variables cannot be fully utilized in the narrowing-down process.

[0080] (2) A separate narrowing map is prepared for each gear ratio switch that is determined to be abnormal. This reduces the dimensions of the input and output variables of a single map compared to when a narrowing map common to all abnormalities is prepared. Therefore, the computational load for calculating the values ​​of the output variables of the map can be reduced compared to when a narrowing map common to all abnormalities is used.

[0081] (3) The longitudinal acceleration Gx is included in the input variables to the narrowing down mapping. This allows the narrowing down process to be based on variables that can more accurately determine whether there were any signs of an abnormality before the abnormality was determined. This improves the accuracy of the narrowing down process.

[0082] (4) The amplitude ΔI was included in the input variables to the narrowing down map. When an abnormality occurs in the operation of the solenoid valve 28a, the induced voltage differs from that during normal operation, and the behavior of the current I also differs. Therefore, by including the amplitude ΔI, which indicates the current behavior prior to that abnormality, in the input variables to the narrowing down map, the narrowing down process can be realized based on variables that can more accurately determine whether there were any signs of an abnormality before the abnormality was determined. This can improve the accuracy of the narrowing down process.

[0083] (5) The learning correction amount ΔP is included in the input variables to the narrowing-down map. If the rotation speed Nm2 at the time of gear ratio switching deviates significantly from the reference speed Nm2*, the absolute value of the learning correction amount ΔP tends to be large. Therefore, by including the learning correction amount ΔP in the input variables to the narrowing-down map, the narrowing-down process can be realized based on variables that can more accurately determine whether there were any signs of an abnormality before an abnormality is determined. This increases the accuracy of the narrowing-down process.

[0084] <Correspondence> The correspondence between the matters in the above embodiment and the matters described in the "Means for Solving the Problem" section is as follows. Below, the correspondence is shown for each number of the means for solving the problem described in the "Means for Solving the Problem" section. [1] The abnormality location identification system corresponds to the control device 40 and the data analysis center 90. The multiple operation units correspond to the solenoid valve 28a. The on-vehicle device corresponds to the transmission 26. The abnormality determination process corresponds to the processes of S34 to S50. The narrowing down process corresponds to the processes of S64 to S78. The first change process corresponds to the process of changing from second gear to third gear. The second change process and some of the operation units correspond to the process of changing from third gear to first gear and the solenoid valve 28a for the clutch C2, or the process of changing from first gear to second gear and the solenoid valve 28a for the brake B1, respectively. [2] The execution device corresponds to the CPU 42, 92 and the ROM 44, 94. The storage device corresponds to the storage device 96. The input variable acquisition process corresponds to the processes of S64, S68, and S72. [3] The variable process corresponds to proceeding to the process of S64 only when a positive determination is made in the process of S62. In other words, in other cases, it corresponds to executing another process to use variables for switching another gear ratio. [4] The hydraulic control circuit corresponds to the hydraulic control circuit 28. [5] The on-vehicle prime mover corresponds to the internal combustion engine 10 and the second motor-generator 24. [6] The acceleration variable corresponds to the longitudinal acceleration Gx. [7] The current behavior variable corresponds to the amplitude ΔI. [8] The learning process corresponds to the learning correction amount calculation process M14 and the correction process M16. [9] The first execution unit corresponds to the CPU 42 and the ROM 44. The second execution unit corresponds to the CPU 92 and the ROM 94.

[0085] <Other embodiments> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0086] "On input variables of refinement mapping" 7 shows an example of three values ​​of the amount of fuel blown ΔNm2 sampled at predetermined time intervals as time-series data of the amount of fuel blown ΔNm2, but the number of values ​​is not limited to this. For example, two values ​​or four or more values ​​may be used.

[0087] It is not necessary to include the time series data of the blowing amount ΔNm2 in the input variables to the refinement mapping. For example, instead of the time series data, the input variables may include at least one of the following three: the maximum value of the blowing amount ΔNm2, the average value of the blowing amount ΔNm2, and the duration during which the blowing amount ΔNm2 is equal to or greater than a predetermined value.

[0088] The variable indicating the rotational speed of the rotating shaft during gear shifting among the input variables to the refinement mapping is not limited to the amount of engine racing. For example, it may be a two-dimensional variable consisting of the rotational speed Nm2 and the reference speed Nm2*.

[0089] The variable correlated with the induced voltage generated in the solenoid is not limited to amplitude ΔI. In other words, the variable indicating the behavior of the current that drives the valve is not limited to amplitude ΔI. For example, the possible range of current I can be divided into multiple regions, and the number of sampled values ​​of current I that fall into each of these divided regions can be used as the same variable. In this case, the variable has the same number of dimensions as the number of regions. However, it is not necessary to include a variable correlated with the induced voltage generated in the solenoid as an input variable.

[0090] It is not essential that the input variables include the longitudinal acceleration Gx. Also, it is not essential that the input variables include the learning correction amount ΔP. The input variables of the narrowing mapping may include a variable indicating the state of the transmission 26 when an abnormality occurs. That is, if it is determined by the process of Figure 5 that an abnormality occurred when shifting from second gear to third gear, the input variables may include a variable at the time of shifting from second gear to third gear. The variable here may be the same type of variable as that searched for in the process of S64 or S68, for example.

[0091] "On the narrowing map" 7 shows an example of a neural network with two or more intermediate layers, but the number of intermediate layers is not limited to this. The number of intermediate layers may be one.

[0092] The narrowing map is not limited to a neural network. For example, a decision tree may be used. Alternatively, for each candidate abnormality factor, a probabilistic identification model indicating the probability that the candidate is the abnormality factor may be provided. Furthermore, a deterministic identification model may be provided instead of a probabilistic identification model. For example, if the candidate abnormality factor is the solenoid valve 28a that drives the clutch C1, this can be realized by a model in which the sign of the output variable value is positive or negative depending on whether the solenoid valve 28a is the abnormality factor. Note that a support vector machine or the like can be used as this model.

[0093] "About variable processing" In the above embodiment, the narrowing down map and the input variables are changed for each type of gear ratio shift in which an abnormality occurs, but this is not limited to this. For example, even if an abnormality occurs when shifting from second gear to third gear, variables indicating the state of the transmission 26 for all types of shifts, such as shifting from third gear to fourth gear, may be used as input variables. In other words, for example, all of the variables that could be used as input variables in the above embodiment may be used as input variables.

[0094] Furthermore, not only the input variables but also the narrowing map itself may be a single map common to all anomalies, provided that in this case the input variables include a variable that identifies the type of anomaly. "About the filtering process" The narrowing down process is not limited to using data before the abnormality determination is made as input to the narrowing down mapping. For example, when the vehicle VC(1) is brought to a repair shop after the abnormality determination is made, the gear ratio may be changed at the repair shop to collect data that will be used as input for the narrowing down process.

[0095] The narrowing down process is not limited to using a trained model based on machine learning. For example, the narrowing down process may be performed using data that defines the relationship between abnormal locations and types of gear ratio changes.

[0096] An example of the above data is shown in Figure 9. The data shown in Figure 9 is data used when it is determined that an abnormality has occurred when shifting from second gear to third gear. Figure 9 shows the degree of probability of detecting an abnormality when the vehicle is at WOT in first gear, when shifting from first gear to second gear, when shifting from second gear to third gear, and when shifting from third gear to first gear.

[0097] In detail, × indicates that an abnormality has occurred. △ indicates that there is a high possibility that an abnormality will be determined. ◯ indicates that there is a low possibility that an abnormality will be determined. During WOT in 1st gear, an abnormality will be determined if the hydraulic pressure Poil does not increase to the hydraulic pressure command value.

[0098] 9(a) shows a pattern in which it is determined that the solenoid valve 28a for driving the brake B1 is the cause of the abnormality. That is, as shown in FIG. 2, the state of the brake B1 changes when shifting from second gear to third gear and when shifting from first gear to second gear. Therefore, if there is an abnormality in the solenoid valve 28a for driving the brake B1, there is a high possibility that an abnormality will also occur when shifting from first gear to second gear.

[0099] 9(b) shows a pattern in which it is determined that the solenoid valve 28a for driving the clutch C2 is the cause of the abnormality. That is, as shown in FIG. 2, the state of the clutch C2 changes when shifting from second gear to third gear and when shifting from third gear to first gear. Therefore, if there is an abnormality in the solenoid valve 28a for driving the clutch C2, there is a high possibility that an abnormality will also occur when shifting from third gear to first gear.

[0100] 9(c) shows a pattern in which it is determined that the hydraulic Poil control solenoid valve 28a is the cause of the abnormality. In other words, if there is an abnormality in the hydraulic Poil control solenoid valve 28a, there is a high possibility that there is an abnormality in the control that uses the hydraulic Poil as the hydraulic pressure command value during WOT in 1st gear. Furthermore, if there is an abnormality in the hydraulic Poil control solenoid valve 28a, there is a high possibility that an abnormality will occur when switching to any gear ratio.

[0101] FIG. 9(d) shows a pattern where narrowing down is not possible. That is, the state of brake B1 changes both when shifting from second gear to third gear and when shifting from first gear to second gear. Therefore, if there is an abnormality in the solenoid valve 28a for driving brake B1, there is a high possibility that an abnormality will also occur when shifting from first gear to second gear. However, FIG. 9(d) shows that the possibility of an abnormality is low when shifting from first gear to second gear. Furthermore, the state of clutch C2 changes both when shifting from second gear to third gear and when shifting from third gear to first gear. Therefore, if there is an abnormality in the solenoid valve 28a for driving clutch C2, there is a high possibility that an abnormality will also occur when shifting from third gear to first gear. However, FIG. 9(d) shows that the possibility of an abnormality is low when shifting from third gear to first gear. Therefore, it is unlikely that either the control of clutch C2 or the control of brake B2 is a cause of an abnormality. Furthermore, since the possibility of an abnormality is low even when the vehicle is at WOT in first gear, the possibility of an abnormality in the hydraulic coil control is also low. Therefore, it is unlikely that the cause of the abnormality lies in either the control of the clutch C2 and brake B1 or the control of the hydraulic Poil. For this reason, it is not possible to identify the cause of the abnormality.

[0102] Figure 9(e) shows a pattern in which it is determined that the clutch C2 or the brake B1 is the cause of the abnormality. This is because the hydraulic Poil control during WOT in 1st gear is normal, and there is a high possibility of an abnormality both when shifting from 1st gear to 2nd gear and when shifting from 3rd gear to 1st gear.

[0103] Figure 9(f) shows a pattern in which it is determined that the solenoid valve 28a for hydraulic Poil control is the cause of an abnormality. The difference between Figure 9(f) and Figure 9(c) is that in Figure 9(f), it is assumed that there is a low possibility of an abnormality being detected when shifting from third gear to first gear. However, in the case of a gear change with a small required driving force, it is considered possible that an abnormality will not be detected when shifting from third gear to first gear, even if the controllability of the hydraulic Poil has decreased.

[0104] Figure 9(g) shows a pattern in which it is determined that the solenoid valve 28a for hydraulic Poil control is the cause of an abnormality. The difference between Figure 9(g) and Figure 9(c) is that in Figure 9(g), it is assumed that there is a low possibility of an abnormality being detected when shifting from first to second gear. However, in the case of a gear change with a small required driving force, it is considered possible that an abnormality will not be detected when shifting from first to second gear, even if the controllability of the hydraulic Poil has decreased.

[0105] When the CPU 92 receives notification that an abnormality occurred when shifting from second gear to third gear, it searches for data for when the engine is in first gear WOT, when shifting from first gear to second gear, and when shifting from third gear to first gear. For example, if the hydraulic pressure Poil in first gear WOT is different from the command value by a predetermined amount or more, it searches for a pattern in which the hydraulic pressure Poil in first gear WOT is marked with a triangle. On the other hand, if the hydraulic pressure Poil is not different from the command value by a predetermined amount or more, the CPU 92 searches for a pattern in which the hydraulic pressure Poil in first gear WOT is marked with a circle. Similarly, if the absolute value of the racing amount ΔNm2 when shifting from first gear to second gear is a predetermined amount or more, the CPU 92 searches for a pattern in which the hydraulic pressure Poil in first gear is marked with a triangle. In this way, the CPU 92 can narrow down the possibilities by determining which of the patterns in FIG. 9 matches.

[0106] "About in-vehicle devices" The on-board device is not limited to a transmission. For example, it may be a drive device for a hydraulically driven lockup clutch. In this case, multiple solenoid valves are used to switch the lockup clutch between a released state, a slip state, and a direct-coupled state. Therefore, when it is determined that an abnormality has occurred in the control of the lockup clutch, it is effective to identify the cause in the manner described in the above embodiment.

[0107] "About the execution device" The execution device is not limited to one equipped with a CPU 42, 92 and a ROM 44, 94 and executing software processing. For example, it may be equipped with a dedicated hardware circuit, such as an ASIC, that performs hardware processing on at least a portion of what was software processed in the above embodiments. That is, the execution device may have any of the following configurations (a) to (c): (a) equipped with a processing device that executes all of the above processing in accordance with a program, and a program storage device, such as a ROM, that stores the program; (b) equipped with a processing device and program storage device that executes part of the above processing in accordance with a program, and a dedicated hardware circuit that executes the remaining processing; or (c) equipped with a dedicated hardware circuit that executes all of the above processing. Here, there may be multiple software execution devices equipped with a processing device and a program storage device, and multiple dedicated hardware circuits.

[0108] "About the abnormality location identification system" In the above embodiment, the abnormality location identification system is configured by the control device 40 and the data analysis center 90, but this is not limiting. For example, the data analysis center 90 may be replaced by a multifunctional portable terminal carried by the user. That is, the entity that executes the processes of FIG. 4(b) and FIG. 7 may be a multifunctional portable terminal carried by the user. However, in the process of FIG. 4(b), it is desirable to receive only vehicle data of the vehicle VC(1) carried by the user. Also, the entity that executes the process of FIG. 7 may be a multifunctional portable terminal carried by the user. In this case, the processes of S64, S68, and S72 are processes in which the multifunctional portable terminal requests the corresponding data from the data analysis center 90, and the multifunctional portable terminal receives the data transmitted from the data analysis center 90. Also, for example, the abnormality location identification system may be configured by only devices mounted on the vehicle VC(1).

[0109] "About the vehicle" The hybrid vehicle is not limited to a series-parallel hybrid vehicle. For example, it may be a parallel hybrid vehicle. However, the thrust generating device of the vehicle is not limited to a vehicle equipped with an internal combustion engine and a rotating electric machine. For example, it may be a vehicle equipped with only a rotating electric machine. [Explanation of symbols]

[0110] 10...Internal combustion engine 12...Crankshaft 20...Planetary gear mechanism 22...First motor generator 23...First inverter 24...Second motor generator 25...Second inverter 26...Gearbox 28...Hydraulic control circuit 28a...Solenoid valve 30...Drive wheels 32...Oil pump 40...Control device 90...Data Analysis Center

Claims

1. In a system for identifying an abnormality in an in-vehicle device, the in-vehicle device is a device that includes a plurality of operation units and selectively realizes several states imposed on the in-vehicle device by combining respective states of the plurality of operation units; the operation unit is a member that can be switched to one of a plurality of states, an abnormality determination process for determining an abnormality in the in-vehicle device based on a mismatch between a state of the in-vehicle device and a reference state resulting from execution of a first change process, which is a process for changing the combination of the plurality of operation units; If the abnormality determination process determines that an abnormality exists, a narrowing-down process is executed to narrow down the operation unit that is the cause of the abnormality among the plurality of operation units based on a state of the in-vehicle device resulting from execution of a second change process that changes the combination; the operation units, among the plurality of operation units, whose states are switched by the second change process, include only a portion of the operation units, among the plurality of operation units, whose states are switched by the first change process; a storage device and an execution device, The storage device stores mapping data that defines a narrowing down mapping, the execution device executes the abnormality determination process, the narrowing down process, and the input variable acquisition process; the input variable acquisition process is a process of acquiring input variables for the narrowing mapping, the input variables include a variable indicating a state of the in-vehicle device resulting from execution of the second change process; the narrowing down mapping is a mapping that outputs a determination result regarding whether or not the part of the operation units is abnormal in response to the input of the input variables acquired by the input variable acquisition process, the narrowing-down process is a process of inputting the input variables acquired by the input variable acquisition process into the narrowing-down mapping, and outputting a determination result regarding whether or not the part of the operation units is abnormal; The operating unit is a solenoid valve that adjusts hydraulic pressure, the on-board device includes a hydraulic control circuit; the on-vehicle device is a transmission that changes a gear ratio, which is a ratio between the rotation speed of an on-vehicle prime mover and the rotation speed of a drive wheel; The transmission includes a plurality of friction engagement elements whose states are switched by operation of the solenoid valve.

2. The execution device executes a variable process; 2. The system for identifying an abnormality location in an on-vehicle device according to claim 1, wherein the variable processing is a processing for variably setting a change in the combination corresponding to the state of the on-vehicle device input in the narrowing-down processing in accordance with a change in the combination when the abnormality is determined, and a processing for changing the mapping data.

3. 2. The abnormality location identification system for an on-board device according to claim 1, wherein the input variable acquisition process includes a process of acquiring, as the input variable, an acceleration variable that is a variable indicating the acceleration in the forward / backward direction of the vehicle in which the on-board device is installed due to execution of the second change process.

4. 2. The anomaly location identification system for an in-vehicle device according to claim 1, wherein the input variable acquisition process includes a process of acquiring, as the input variable, a current behavior variable that is a variable indicating the behavior of the current that drives the solenoid valve when the second change process is executed.

5. the execution device executes a learning process; the learning process is a process of correcting an operation amount at the next switching of the gear ratio in accordance with a learning correction amount when a deviation amount between the rotational speed of the input shaft of the transmission device and a reference speed falls outside a predetermined range at the time of switching the gear ratio, the learning correction amount is a value for reducing the amount by which a deviation between the rotation speed of the input shaft and the reference speed deviates from the predetermined range when the gear ratio is switched, 2. The abnormality location identification system for an in-vehicle device according to claim 1, wherein the input variable acquisition process includes a process of acquiring, as the input variable, the learned correction amount used in conjunction with execution of the second change process.

6. 2. The system for identifying an abnormality location in an in-vehicle device according to claim 1, wherein the execution device comprises a first execution device and a second execution device; the first execution unit executes the abnormality determination process; the second execution unit executes the input variable acquisition process and the narrowing down process; An abnormality location identification device for an in-vehicle device, comprising the second execution device.

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