CN107278190B

CN107278190B - Method and device for determining whether a fault state exists in a motor vehicle

Info

Publication number: CN107278190B
Application number: CN201680013715.8A
Authority: CN
Inventors: B.米勒; C.格鲍尔; S.胡夫纳格尔; T.哈特根; I.科拉尔帕蒂诺; M.赖歇特; T.毛尔; A.格里姆; E.巴尔曼
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2015-03-03
Filing date: 2016-02-12
Publication date: 2020-05-29
Anticipated expiration: 2036-02-12
Also published as: WO2016139048A1; DE102015203782A1; KR20170126990A; KR102496881B1; CN107278190A

Abstract

Method for safely operating a motor vehicle (1) having a motor vehicle control system, comprising a propulsion control unit (98) which actuates a first component (31, 32, 33, 34, 40, 100), wherein, when the propulsion control unit receives an alarm in a yaw rate warning signal, the propulsion control unit (98) actuates the first component (100, 40) in such a way that a total yaw moment generated by the first component (100, 40) as a whole is not greater than a total yaw moment threshold value.

Description

Method and device for determining whether a fault state exists in a motor vehicle

Technical Field

The invention relates to a method for determining whether a fault state is present in a motor vehicle. The invention further relates to a device, in particular a control device, which is provided to carry out such a method.

Background

DE 4438714 a1 discloses a method for controlling the drive output of a vehicle, wherein a microcomputer is provided for executing control functions and monitoring functions. The microcomputer is then determined at least two levels which are independent of one another, wherein a first level performs the control function and a second level performs the monitoring function.

Disclosure of Invention

Due to the presence of new actuators for propulsion (as they can be implemented, for example, in electric or hybrid vehicles), it is possible that errors can cause erroneous cornering moments to be generated. This can occur, for example, by incorrect, asymmetrical accelerations (e.g. deceleration, i.e. negative acceleration) of the different wheels.

In a first aspect, a method for safely operating a motor vehicle is provided, wherein the motor vehicle comprises a motor vehicle control system. The motor vehicle control system optionally comprises a vehicle dynamics control unit which actuates the brakes, by means of which the wheels of the motor vehicle can be braked, for example, individually and independently of one another (e.g., ESP system), and a propulsion control unit for actuating first components, which are also referred to below as propulsion components, since they can be used, among other things, for generating a forward motion. The brake used here is, for example, a friction brake. The propulsion control unit can be, for example, an engine control device. The propulsion component comprises an engine (in particular an internal combustion engine) and optionally an electric machine (in particular a generator or a starter-generator) which can be operated as a generator. When the propulsion control unit receives an alarm, for example from the driving dynamics control unit, in the yaw rate warning signal (which can be a binary signal, for example, "1" indicating the presence of an alarm and "0" indicating the absence of an alarm), the propulsion control unit actuates the propulsion elements in such a way that the total yaw moment, which is influenced by the propulsion elements as a whole, is not greater than a total yaw moment threshold value (when reference is made here and in the following to a "yaw moment", this means in particular the absolute value of the yaw moment.)

This has the advantage that: the safety concept for the propulsion control unit can also be expressed for errors in the propulsion control unit which generate wrong cornering moments, so that these errors can be reacted appropriately. When the propulsion adjustment unit receives the warning in the yaw rate warning signal, it is thus ensured that the propulsion adjustment unit actuates the components that can be actuated by it in such a way that they produce a sufficiently small yaw moment overall. Furthermore, the driving dynamics control unit can generate a further cornering moment by corresponding actuation of the brake. This additional cornering moment cannot lead to dangerous situations, as can be ensured by safety mechanisms in the driving dynamics control unit. The described measures of the propulsion control unit ensure that the effectiveness of the safety mechanism of the driving dynamics control unit is not reduced.

The method is particularly effective with respect to compensating for a yaw movement caused by the wrong yaw moment, when the wrong yaw moment is caused by a mistake in the propulsion controller.

Here, the driving dynamics control unit can be used to recognize and detect these (erroneous) yaw movements (i.e. the actual yaw rate) as being untrustworthy. In parallel, it can be provided that the driving dynamics control unit attempts to compensate for the yaw movement by a corresponding control intervention, for example at a brake.

That is, the yaw rate warning signal received by the propulsion controller comprises a signal indicating whether the actual yaw rate of the motor vehicle exhibits a wrong value.

Alternatively or additionally, it can be provided that the yaw rate warning signal comprises a signal which indicates whether the vehicle dynamics control unit is actuating the components which it can actuate in such a way that they generate a yaw moment. In other words, the yaw rate warning signal can comprise a signal which indicates whether a control intervention of the driving dynamics control unit is present.

The driving dynamics control unit can be realized by limiting the total yaw moment by: this adjustment intervention is carried out without interference from the propulsion adjustment unit. The effect of the propulsion control unit can thus be coordinated with the effect of the driving dynamics control unit in such a way that the vehicle control system is converted into a safe state. In particular, the total yaw moment threshold value can be zero. This ensures that the propulsion control unit cannot actively apply a yawing moment to the motor vehicle, i.e. a yawing moment-neutral-rollback level is created for the case where an unreliable yawing rate is obtained.

The limitation of the total yaw moment affected by the propulsion component can be achieved by: when the alarm is received, the propulsion regulation unit actuates the electric machine in such a way that the maximum regenerative power of the electric machine is not greater than a regeneration threshold value. This is based on the recognition that: the braking torque is generated by the regeneration of kinetic energy during deceleration, which can then lead in particular to the generation of a yaw moment, if this acts asymmetrically. During deceleration, the locking of the rear axle of the motor vehicle can also lead to a yawing moment. Such lock-up can be suppressed by limiting the maximum regenerative power. At the same time, the energy disadvantage of this measure is minimal, since such interventions are extremely rare.

The regeneration threshold value is selected to be such that a total torque, which is applied by the propulsion element to the rear axle of the motor vehicle, is positive. The locking of the rear axle is thereby prevented particularly effectively, since it is ensured that the active deceleration is not adjusted by the rear axle. Thereby, regeneration is allowed as long as it is ensured that the engine exerts a driving torque on the rear axle which is greater than a deceleration torque which affects the regeneration.

In another aspect it is possible that: when the alarm is present, the regeneration mode of the electric machine is deactivated, the electric machine being able to be operated by the propulsion regulation unit. This means that the regeneration mode is disabled or, if necessary, exited. Thereby, the generation of the yawing moment is suppressed particularly effectively by the engine control device.

In particular, it is possible with the so-called torque-vectoring function to have different propulsion torques applied individually to the wheels. These propulsion torques can be used to generate the desired cornering torques. It is likewise possible for the generators of the individual wheels to apply different braking torques to the wheels individually.

Thus, in another aspect, provision is made for: when the alarm is received, then the same total-torque is applied by the propulsion component to all the wheels of the motor vehicle, which can be manipulated by the propulsion regulation unit. This can be done, for example, by switching off a so-called torque-vectoring function. In particular, it can thus be ensured that a non-faulty cornering moment is applied as a result of the torques being applied differently by the wheels individually.

In a further aspect, provision can be made for: when the alert is received, then a left total-torque of the propulsion component applied to a left wheel of the motor vehicle is as great as a right total-torque of the propulsion component applied to a right wheel of the motor vehicle. In particular, it can thus be ensured that a yaw moment without errors is applied by an asymmetry between the right and left side of the motor vehicle.

In a further aspect, provision can be made for: when the alarm is received, no switching intervention of the actuator is performed. This is particularly relevant in the case of automatic transmissions, since the transmission intervention likewise transmits a torque to the wheels of the motor vehicle, which can generate a cornering moment.

In a further aspect, provision can be made for: the actuation of the propulsion elements is carried out in such a way that firstly a setpoint actuation of the propulsion elements is detected, irrespective of the yaw rate warning signal (i.e. independently of the yaw rate warning signal). When the propulsion control unit receives the warning, a desired total yaw moment corresponding to the setpoint actuation is detected. This is the cornering moment which is generated when the propulsion components are actually actuated with the nominal actuation. When the desired total yaw moment is greater than the total yaw moment threshold value, a modified setpoint yaw maneuver is detected, such that the desired total yaw moment (i.e., the yaw moment that results when the propulsion element is maneuvered with the setpoint maneuver) is not greater than the total yaw moment threshold value. The modified nominal maneuver thus replaces the nominal maneuver. The control device is therefore particularly simple to establish, which monitors that an impermissible cornering moment is not generated by the propulsion element.

In a further aspect, a method for checking the correctness of the reaction of the propulsion regulation unit in such a method is provided. In this case, it is provided that the yaw rate warning signal comprises a test signal, wherein the test signal indicates whether a test mode is active. When the alarm is received and when the test signal indicates that the test mode is active, it is provided that the propulsion controller predetermines a setpoint actuation whose, correspondingly, desired total yaw moment is greater than the total yaw moment threshold value. It can be determined from the setpoint actuation and the modified setpoint actuation whether an error is present in the reaction of the propulsion control unit. The safety of the motor vehicle control system is thus increased particularly simply, so that errors in the error response currently occurring in the propulsion response can also be revealed and can be dealt with effectively.

In a further development, it can be provided that, in particular when the yaw rate warning signal indicating the warning is transmitted by the vehicle dynamics control unit, the propulsion control unit transmits a signal for activating the test mode to the vehicle dynamics control unit and then receives the warning from the vehicle dynamics control unit as a reaction thereto, the warning having the test signal. In this way, a check of the correctness of the reaction of the propulsion adjustment unit can be provided in a particularly simple manner.

By the measures presented here, a backoff level is created for the case of a wrong yaw rate, which backoff level does not represent a limp home mode. Rather, it is possible without problems to change from this fallback level again into normal operation. Thus, for example, it is not necessary to provide warning lights during such interventions.

In other aspects, the invention relates to a computer program configured to perform all the steps of one of the methods according to one of the preceding aspects, an electronic storage medium on which the computer program is stored, and a control device configured to perform all the steps of one of the methods according to one of the preceding aspects.

Drawings

The figures show, by way of example, particularly advantageous embodiments of the invention. The figures show:

FIG. 1 is a drive train of a motor vehicle;

FIG. 2 is a block diagram of signal flow during monitoring;

FIG. 3 is a flow chart of a possible process of a method for determining that an error exists;

FIG. 4 is a flow chart of a possible process of a method of reacting to a determined error;

fig. 5 is a flow chart for a possible check of the correct course of the yaw moment limitation method.

Detailed Description

Fig. 1 shows a drive train of a motor vehicle 1 by way of example. The motor vehicle 1 has four

wheels

11, 12, 13, 14. To which wheel the

wheel brakes

21, 22, 23, 24 and optionally the

electric wheel motors

31, 33, 34 are respectively assigned. Furthermore, a generator 40 is provided, which is able to apply a braking torque on the crankshaft 101 (not shown). The generator 40 can also be configured as a starter-generator. When the generator applies a braking torque, it generates energy that can be stored in an energy storage (not shown). This operation can also be referred to as regeneration.

The internal combustion engine 100 generates a drive torque which is transmitted via the crankshaft 101 and advantageously via the automatic transmission 110 to the drive shaft 102 and further to the rear axle drive shaft 103.

The ESP control device 50 is provided for actuating the

brakes

21, 22, 23, 24. The ESP control unit 50 receives a signal from a yaw rate sensor 60, for example, which signal describes the current actual yaw rate of the motor vehicle 1. When the actual yaw rate assumes an unreliable, incorrect value, the ESP control device 50 can be set up to actuate the

brakes

21, 22, 23, 24 in such a way that a yaw moment is generated in order to convert the unreliable actual yaw rate into a non-critical range. This is called ESP regulation intervention.

The ESP control device 50 is able to communicate with the engine control device 98 via a communication relationship 51. Such a communication relationship 51 CAN be constructed, for example, by means of a suitable bus system (e.g. CAN or FlexRay). The engine control 98 receives a yaw rate warning signal via the communication connection 51, in which it is encoded whether an ESP control intervention is present and/or whether the acquired yaw rate is not plausible or erroneous.

Of course, such information can be provided in different forms, for example, as a specific bit combination in a message or by sending an actual-and nominal-yaw rate or the like. Preferably, the communication is controlled in time, e.g. periodically, by means of a communication relation 51. One period can be, for example, 10ms or 20 ms. Furthermore, it is advantageous when the information is suitably protected. In addition to CAN-specific or FlexRay-specific protections, which have been given by means of a communication protocol, it is also advantageous to use andongs-CRC and/or message counters and/or other known end-to-end protections.

The engine control device 98 receives signals from sensors (e.g., the temperature sensor 71 and the air mass meter 72) regarding the actual operating state of the internal combustion engine 100, the motor vehicle 1 and the environment. These signals are received by the input interface 96. There, the engine control 98 can also receive a yaw rate warning signal. For example, a computer program is stored in the electronic storage medium 99, which causes the computer program to perform the method according to the invention, when it is run. In executing the method, manipulated variables (e.g., a nominal-ignition angle ZW and/or a nominal-opening angle alpha of a throttle valve, not shown) are transmitted to the internal combustion engine 100. This transfer is effected via the output interface 95. The torque M to be regenerated is transmitted to the generator 40, and information about the necessity of a gear shift is transmitted, for example, to a transmission control device 120, which actuates the transmission 110.

The flow of information within engine controls 98 is shown in FIG. 2. The engine control device 98 receives an input quantity xi via an input interface 96. The input interface 96 communicates the input quantity xi to the function block 1000, for example, to obtain an output quantity from the input quantity xi in a conventional manner. These output variables are typically the values of the setpoint actuation xs, with which the internal combustion engine 100, the starter-generator 40 and the

engines

31, 32, 33, 34 are actuated. Thus, the input quantity xi and the nominal-manipulated xs can be understood as a tuple of values.

The input interface 96 communicates the accepted yaw rate alarm signal 96 to the check block 1010. Advantageously, the check block 1010 is masked by immunity-measures against errors in the function block 1000, for example by the way in which the functions performed by the function block (i.e. the functions of the function block 1000) are run on the other computing cores of the control device 98. It can also be provided that the check block 1010 and the function block 1000 use a dual depository for data that is read and/or written by said blocks when accessing said electronic storage medium. In addition, it can be provided that the monitoring block 1010 and/or the function block 1000 are protected by a control flow checking mechanism.

The check block 1010 is arranged to check whether an alarm is indicated in the yaw rate alarm signal gws. Advantageously, the yaw rate alarm signal comprises two bits: a first bit indicating whether the actual-yaw rate, which is acquired by the yaw rate sensor 60, exhibits an erroneous value; and a second bit which indicates whether there is a regulatory intervention of the ESP control device 50. Instead of first place, it is also possible that for example the yaw rate alarm signal gws conveys the actual yaw rate. If the check block determines that an alarm is present, an alarm notification wm is communicated to a reaction block 1020. Further, a control block 1030 is set.

Like check block 1010, control block 1030 and/or reaction block 1020 can be masked and protected from errors in function block 1000. The function block 1000 passes the nominal-manipulated xs to the reaction block 1020. The function block 1000 and/or the check block 1010 and/or the reaction block 1020 and/or the control block 1030 do not have to be located on the same engine control device 98, but can be operated on separate control devices.

When the reaction block 1020 receives the warning notification wm, the function block 1000 determines a modified output variable xsm, i.e., a modified setpoint actuation xsm, with which the internal combustion engine 100, the starter generator 40 and the

engines

31, 32, 33, 34 are actuated. Advantageously, the modified setpoint actuation xsm is determined and modified as a function of the setpoint actuation xs, which is such that no yaw moment is generated by the actuated component using the setpoint actuation xs, which yaw moment is greater than the total yaw moment threshold value. The acquisition of the modified setpoint manipulated xsm can be carried out if necessary with a backtracking to function block 1000. If no alarm notification wm is received by the reaction block 1020, the setpoint-actuation xs is not modified, the modified setpoint-actuation xsm thus being identical to the setpoint actuation. The modified nominal-steering xsm is then transmitted to the output interface 95. Just like the nominal steering xs, the modified nominal steering xsm can be understood as a tuple.

It is also possible that the yaw rate alarm gws does not only send a corresponding message when the actual yaw rate is identified as erroneous, but that a plurality of alarm thresholds are set, wherein the yaw rate alarm gws communicates those of the actual yaw rate that exceed said thresholds. The transmission of the warning message wm and the detection of the setpoint actuation xsm are then likewise advantageously carried out in stages, so that a smooth transition of the motor vehicle 1 from the modified mode without the setpoint actuation xs to the modified mode with the setpoint actuation xs is achieved.

A control block 1030 is provided which receives the yaw rate alarm signal from the input interface 96, the nominal-control xs from the functional block 1000 and the modified nominal-control 1030 from the reaction block 1020. Control block 1030 examines the functions of check block 1010 and reaction block 1020. To this end, it transmits an intervention signal ns to the functional block 1000. If the control block 1030 determines that there is an error, it can transmit an appropriate intervention signal ns to the function block 1000, and the function block 1000 can then take appropriate action, such as activating a limp-home mode.

Fig. 3 illustrates a method for obtaining whether an alarm is present. Advantageously, the method is run in the checking module 1010. In a first step 3000, a yaw rate alarm signal gws is received. In a next step 3010, it is checked whether the yaw rate warning signal gws indicates the presence of an ESP adjustment intervention. If this is the case, step 3020 is performed, otherwise step 3030 is performed. In step 3030, it is checked whether the yaw rate warning signal gws indicates that the actual yaw rate of the motor vehicle 1 exhibits the wrong value. If this is the case, step 3020 is performed, otherwise step 3040 is performed.

In step 3020, it is determined that an alarm is present. Step 3050 is branched off, in which an alarm notification wm is passed to the reaction block 1020. The method ends with step 3040.

Fig. 4 shows a flow chart of a method for performing a reaction to an alarm notification wm. Advantageously, this process is performed in reaction block 1020. In a first step 4000 a signal is received, which signal comprises information whether an alarm notification wm is present. In the next step 4010 it is checked whether an alarm notification wm is present. If this is the case, a step 4020 is performed in which the modified nominal-maneuver xsm is obtained. Otherwise, go to step 4030, where the method ends.

In step 4020, one or more of the following measures are applied in obtaining the modified nominal-handling xsm. The modified setpoint actuation xsm is determined in such a way that the setpoint regenerative power, which is delivered by the output interface 95 of the electric machine (40), can be defined in such a way that it is not greater than a regeneration threshold value, which is stored, for example, in the electronic storage medium 99.

Alternatively or additionally, the modified setpoint actuation xsm can be determined in such a way that a drive (positive) torque is obtained, which is applied by the

electric motors

32, 34 and the internal combustion engine 100 to the rear axle of the motor vehicle 1. The regeneration threshold value can then be selected such that the braking (negative) torque is not greater than the drive torque, so that the total torque, which is the sum of the drive torque and the braking torque exerted by the starter-generator 40 on the rear axle, is positive.

Alternatively, the modified setpoint actuation xsm can be selected such that the regeneration mode of the starter generator 40 is electrically deactivated.

Alternatively or additionally, the modified setpoint actuation xsm can be selected such that the same (total) torque is applied to all

wheels

11, 12, 13, 14 by the

electric motors

31, 32, 33, 34, the internal combustion engine 100 and the starter-generator 40.

Alternatively or additionally, the modified setpoint actuation xsm can be selected such that the left total torque of the

electric motors

33, 34, the starter generator 40 and the internal combustion engine 100, which is applied to the

left wheels

13, 14 of the motor vehicle 1, is as great as the right total torque of the

electric motors

31, 32, the starter generator 40 and the internal combustion engine 100, which is applied to the

right wheels

11, 12 of the motor vehicle 1.

Alternatively or additionally, the modified setpoint actuation xsm can be selected such that a command value is transmitted to the transmission control device 120, which command is to not shift gears in the transmission 110.

In the case of stepwise alarm signals ws, the selection of the mentioned measures can be made depending on the level of the alarm.

Fig. 5 shows a flowchart of a method for checking whether the limitation of the cornering moment, which is exerted by the

propulsion components

31, 32, 33, 34, 40, 100, is functioning according to a standard. Advantageously, this method is performed in control block 1030.

Step 5000 marks the start of the method. In the following, optional step 5010, the engine control device 98 transmits a request to the ESP control device 50 that a test of the function for limiting the cornering torque should be performed and that "presence of ESP regulation intervention" should be transmitted.

In the next step 5020, the engine control device 98 receives (for example as a reaction to the query sent in step 5010) a yaw rate warning signal gws from the ESP control device 50. A test signal is also included in the yaw rate alarm signal gws that indicates whether a test mode is actually present. Such test signals are not evaluated by control block 1010.

In a following step 5030 it is checked whether the test signal comprises information that "test pattern is actually present" and whether the yaw rate alarm signal comprises information that "ESP regulation intervention is present". If this is the case, step 5040 is performed, otherwise step 5080 is performed, at which step the method ends.

In step 5040, control block 1030 transmits a request to function block 1000, which specifies setpoint actuation xs in such a way that a yaw moment is generated during the implementation of this setpoint actuation xs.

In a next step 5050, it is checked whether the setpoint actuation xs actually assumes a value that generates a yaw moment and whether the modified setpoint actuation xsm differs from the setpoint actuation. If this is the case, step 5060 is performed, otherwise step 5070 is performed.

Step 5060 begins with monitoring block 1010 and reaction block 1020 operating as specified, and the method ends.

In step 5070, an error reaction is introduced, for example by communicating a command "introduce limp home mode" to function block 1000. Alternatively, it can be provided that the error counter is incremented and these error responses are only introduced if the error counter exceeds a predefinable error threshold value.

Claims

1. Method for the safe operation of a motor vehicle (1) having a motor vehicle control system, comprising a propulsion control unit (98) which actuates a first component (31, 32, 33, 34, 40, 100), wherein, when the propulsion control unit receives an alarm in a yaw rate warning signal (ges), the propulsion control unit (98) actuates the first component (100, 40) in such a way that a total yaw moment generated by the first component (100, 40) as a whole is not greater than a total yaw moment threshold value, wherein the alarm indicates that the first component as a whole generates an incorrect yaw moment.

2. The method of claim 1, wherein the yaw rate warning signal (gws) includes the following signals: this signal indicates whether the actual yaw rate of the motor vehicle (1) assumes a wrong value.

3. Method according to claim 1 or 2, wherein the yaw rate warning signal (gws) comprises a signal which indicates whether the vehicle dynamics control unit (50) actuates the components (21, 22, 23, 24) that it can actuate in such a way that they generate a yaw moment, which actuates the brakes (21, 22, 23, 24).

4. Method according to claim 1, wherein, when the alarm is received, the propulsion regulation unit (98) then commands the electric machine (40) in such a way that the maximum regenerative power of the electric machine (40) is not greater than a regeneration-critical value.

5. A method according to claim 4, wherein the regeneration threshold value is selected to be such that a total torque, which is exerted by the first component (32, 34, 40, 100) on a rear axle (12, 14, 103) of the motor vehicle (1), is positive.

6. Method according to claim 5, wherein, when the alarm is present, in respect of the method, the regeneration mode of an electric motor (40) is deactivated, which can be operated by the propulsion regulation unit (98).

7. Method according to claim 1, wherein when the alarm is received, then the same total-torque is applied by the first component (31, 33, 34, 40, 100) to all wheels (11, 12, 13, 14) of the motor vehicle (1), which wheels can be manipulated by the propulsion regulation unit (98).

8. Method according to claim 1, wherein when the alarm is received, then the left total-torque of the first component (33, 34, 40, 100) applied to the left wheel (13, 14) of the motor vehicle (1) is as large as the right total-torque of the first component (31, 32, 40, 100) applied to the right wheel (11, 12) of the motor vehicle (1).

9. The method according to claim 1, wherein when the alarm is received, no switching intervention of the actuator (110) is performed.

10. A method according to claim 3, wherein the actuation of the first component (31, 32, 33, 34, 40, 100) is carried out in such a way that firstly a setpoint actuation (xs) of the first component (31, 32, 33, 34, 40, 100) is detected irrespective of the yaw rate warning signal (gws), and then, when the propulsion adjustment unit (98) receives the warning, a desired total yaw moment corresponding to the setpoint actuation (xs) is detected, and wherein, when the desired total yaw moment is greater than the total yaw moment threshold value, a modified setpoint actuation (xsm) is detected, so that the total yaw moment desired in this case is not greater than the total yaw moment threshold value.

11. Method according to claim 10, wherein the yaw rate warning signal (gws) comprises a test signal, wherein the test signal indicates whether a test mode is active, and wherein, when the alarm is received and when the test signal indicates that the test mode is active, the propulsion controller (98) presets a nominal maneuver (xs) whose, respectively, desired total yaw moment is greater than the total yaw moment threshold value, wherein it is determined from the nominal maneuver (xs) and the modified nominal maneuver (xsm) whether there is an error in the reaction of the propulsion regulating unit.

12. Method according to claim 11, wherein the propulsion regulating unit (98) transmits a signal for activating the test mode to the driving dynamics regulating unit (50) and then receives an alarm with the test signal from the driving dynamics regulating unit (50), which test signal indicates that the test mode is active.

13. Computer program arranged for performing all the steps of one of the methods according to any one of claims 1 to 12.

14. Electronic storage medium (99) on which the computer program according to claim 13 is stored.

15. Control means (98) arranged for performing all the steps of one of the methods according to any one of claims 1 to 12.