CN115242609B - Whole vehicle CAN bus fault frame analysis method and device and vehicle - Google Patents
Whole vehicle CAN bus fault frame analysis method and device and vehicle Download PDFInfo
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- 238000000034 method Methods 0.000 claims abstract description 38
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- 230000000630 rising effect Effects 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 5
- 238000007599 discharging Methods 0.000 claims description 2
- 238000013024 troubleshooting Methods 0.000 abstract 1
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/06—Management of faults, events, alarms or notifications
- H04L41/0631—Management of faults, events, alarms or notifications using root cause analysis; using analysis of correlation between notifications, alarms or events based on decision criteria, e.g. hierarchy, tree or time analysis
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/06—Management of faults, events, alarms or notifications
- H04L41/0677—Localisation of faults
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40208—Bus networks characterized by the use of a particular bus standard
- H04L2012/40215—Controller Area Network CAN
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40267—Bus for use in transportation systems
- H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle
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Abstract
The invention provides a method and a device for analyzing a fault frame of a CAN bus of a whole vehicle and the vehicle, wherein the method comprises the following steps: when a fault frame occurs to the whole CAN bus, detecting whether the terminal resistance of the whole CAN bus is in a first preset range and a second preset range; if the termination resistance is not in the first preset range but in the second preset range, rectifying the modified physical topological termination resistance; otherwise, fault tolerance checking is carried out, whether wiring problems exist in the wire harness or not is judged, and if the wiring problems exist, the wire harness with the problems is determined; otherwise, determining whether a fault part exists, if so, independently supplying power to the fault part and determining whether CAN physical waveforms of the fault part meet requirements, and if not, checking CAN interface circuits and CAN bottom configuration of the fault part; and if the fault conditions are met, re-connecting the fault part to the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment, and analyzing the fault frame reasons. The invention improves the comprehensiveness and reliability of the troubleshooting of the fault frame.
Description
Technical Field
The invention relates to the technical field of CAN bus faults, in particular to a method and a device for analyzing a fault frame of a whole vehicle CAN bus and a vehicle.
Background
With the development of intelligent and informatization of automobiles in recent years, the number of CAN nodes in the whole automobile network is gradually increased, and the interference factor on the whole automobile network communication is increased, so that the frequency of bus faults of the actual automobile is increased. Along with the great investment of the country, manufacturers who participate in the design and production of domestic electronic components have produced finished products. These electronic controller products have been functionally satisfactory for use in vehicles, but various drawbacks exist because the chips have not been used over a large area. And the supplier has limited testing capability, and CAN not analyze all problems, especially the generation of a CAN BUS fault frame CAN influence the normal receiving and transmitting of communication, the accumulation of the fault frame CAN lead to the rising of BUS load, and finally, the BUS enters a BUS OFF state to influence the driving safety, so that the analysis strategy of the fault frame is very important.
In the prior art, the Chinese patent application with the application number of 202011052031.3 discloses a method for checking the CAN bus error frame of an electric automobile, which is used for checking the state of the error frame of the whole automobile from the whole automobile angle and checking the source of the error frame. But it has the following technical problems: 1. only the error frame caused by a specific single controller can be identified, and the problem of the error frame of the single controller cannot be further deeply examined; 2. the error frame caused by the whole vehicle network communication cannot be located and checked.
Therefore, it is urgently needed to provide a method, a device and a vehicle for analyzing the fault frame of the whole vehicle CAN bus, which are used for further and deeply inspecting the problem of the error frame of the single controller and realizing the technical effect of inspecting the error frame caused by the whole vehicle network communication.
Disclosure of Invention
In view of the foregoing, it is necessary to provide a method, an apparatus and a vehicle for analyzing a failure frame of a CAN bus of a whole vehicle, so as to solve the technical problems in the prior art that only a specific single controller CAN be identified to cause an error frame, the problem of the error frame of the single controller cannot be further and deeply examined, and the error frame caused by the network communication of the whole vehicle cannot be examined and examined in a positioning way.
In one aspect, the invention provides a method for analyzing a fault frame of a CAN bus of a whole vehicle, which comprises the following steps:
step one, when a fault frame occurs to the whole CAN bus, detecting whether the terminal resistance of the whole CAN bus is in a first preset range and a second preset range; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, entering a second step;
step two, fault tolerance checking is carried out on the whole CAN bus, whether wiring problems exist on the wiring harness of the whole CAN bus or not is judged, if the wiring problems exist on the wiring harness of the whole CAN bus, the wiring harness of the whole CAN bus is checked, and a problem wiring harness is determined; otherwise, entering a step three;
step three, gradually removing an electric control unit on the CAN bus of the whole vehicle by a discharging method, recording data, determining whether a fault part exists or not, and if the fault part does not exist, entering a step four; if the fault part exists, entering a step five;
step four, checking network physical arrangement of the whole vehicle CAN bus, determining and eliminating interference, and returning to the step three;
step five, independently supplying power to the fault part, determining whether the CAN physical waveform of the fault part meets the design requirement, and if not, entering step six; if the design requirement is met, entering a step seven;
step six, checking CAN interface circuits and CAN bottom layer configuration of the fault parts;
and step seven, re-connecting the fault part to the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment, and analyzing fault frame reasons.
In some possible implementations, the detecting whether the terminal resistance of the CAN bus of the whole vehicle is within a first predetermined range and a second predetermined range specifically includes:
and disconnecting the negative electrode of the storage battery, measuring the terminal resistance between the CAN high line and the CAN low line of the DLC end in the whole vehicle network by using a universal meter, and judging whether the terminal resistance is in a first preset range and a second preset range.
In some possible implementations, the second predetermined range includes a second predetermined range upper limit and a second predetermined range lower limit; in the first step, the entering step two specifically includes:
if the terminal resistance is in the first preset range, directly entering a second step;
if the terminal resistance is smaller than the lower limit value of the second preset range, shorting the CAN high line and the CAN low line, and entering a second step;
and if the terminal resistance is larger than the upper limit value of the second preset range, opening an open circuit between the CAN high line and the CAN low line, and entering a step two.
In some possible implementations, the first predetermined range is 58 Ω -64 Ω and the second predetermined range is 5 Ω -10kΩ.
In some possible implementations, the fault tolerance check includes a CAN high line and/or CAN low line shorted power supply, a CAN high line and/or CAN low line shorted ground, a short between the CAN high line and the CAN low line, and an open circuit between the CAN high line and the CAN low line.
In some possible implementations, the electronic control unit includes a first electronic control unit, a second electronic control unit, and a third electronic control unit; the third step is specifically as follows:
step eight, removing the first electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the first electric control unit is the fault part; if the fault frame does not disappear, entering a step nine;
step nine, removing the second electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the second electric control unit is the fault part; if the fault frame does not disappear, entering a step ten;
step ten, adding the second electric control unit to the whole CAN bus, removing the third electric control unit from the whole CAN bus, determining whether a fault frame exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the third electric control unit is the fault part; if the failure frame does not disappear, no failure part exists.
In some possible implementations, the fifth step is specifically:
separately supplying power to the fault part, and respectively acquiring rising edges, falling edges, dominant levels, recessive levels, bit time and integral waveforms of a CAN high line and a CAN low line of the fault part through an oscilloscope; and determining whether the CAN physical waveform of the fault part meets the design requirement according to the rising edge, the falling edge, the dominant level, the recessive level, the bit time and the integral waveform of the CAN high line and the CAN low line.
In some possible implementations, the method for analyzing the fault frame of the CAN bus of the whole vehicle further includes:
determining frequency division, main frequency and sampling point configuration of each electric control unit;
judging whether the frequency division, main frequency and sampling point configuration of each electric control unit are reasonable;
and if the frequency division, the main frequency and the sampling point configuration of each electric control unit are unreasonable, adjusting the frequency division, the main frequency and the sampling point configuration of each electric control unit.
On the other hand, the invention also provides a device for analyzing the fault frame of the CAN bus of the whole vehicle, which comprises the following components:
the terminal resistor checking unit is used for detecting whether the terminal resistor of the whole CAN bus is in a first preset range and a second preset range when the whole CAN bus has a fault frame; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, entering a fault tolerance checking unit;
the fault tolerance checking unit is used for checking the fault tolerance of the whole CAN bus, judging whether wiring problems exist in the wiring harness of the whole CAN bus, if so, checking the wiring harness of the whole CAN bus and determining a problem wiring harness; otherwise, entering a fault part checking unit;
the fault part checking unit is used for gradually removing the electric control unit on the CAN bus of the whole vehicle through a elimination method, recording data, determining whether a fault part exists or not, and entering the interference elimination unit if the fault part does not exist; if the fault part exists, entering a fault part judging unit;
the interference elimination unit is used for checking the network physical arrangement of the whole vehicle CAN bus, determining and eliminating the interference, and returning to the fault part checking unit;
the fault part judging unit is used for independently supplying power to the fault part, determining whether the CAN physical waveform of the fault part meets the design requirement, and entering the fault part checking unit if the CAN physical waveform of the fault part does not meet the design requirement; if the design requirement is met, entering a whole vehicle analysis unit;
the fault part checking unit is used for checking the CAN interface circuit and CAN bottom layer configuration of the fault part;
and the whole vehicle analysis unit is used for re-connecting the fault part into the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment and analyzing the fault frame reasons.
In another aspect, the present invention also provides a vehicle comprising a memory and a processor, wherein,
the memory is used for storing a computer program;
the processor is coupled to the memory and is configured to execute a computer program to implement the steps in the method for analyzing a fault frame of the CAN bus of the whole vehicle in any one of the possible implementation manners.
The beneficial effects of adopting the embodiment are as follows: according to the analysis method for the fault frame of the CAN bus of the whole vehicle, when the fault part is determined to exist in the third step, the fault part is checked through the fifth step and the sixth step, whether the further cause of the fault frame is caused by the fault part is checked, and further deep check of the electric control unit is achieved. And when the step three determines that no fault part exists, the network physical arrangement of the whole vehicle CAN bus is checked through the step four, so that interference is eliminated, and the accuracy and the comprehensiveness of the check are improved. Furthermore, when the fault part meets the design requirement and has no fault, the fault part is reconnected to the whole vehicle network through the seventh step, fault frame waveforms in the whole vehicle network environment are collected, the reasons of the fault frames are analyzed, the fault frames caused by the whole vehicle network communication can be checked, and the comprehensiveness and the reliability of the fault frame analysis are further improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic structural diagram of an embodiment of a physical architecture of a whole-vehicle domestic network according to the present invention;
FIG. 2 is a schematic flow chart of an embodiment of a method for analyzing a fault frame of an entire CAN bus;
FIG. 3 is a flow chart of an overall embodiment of a method for analyzing a fault frame of an entire CAN bus provided by the invention;
FIG. 4 is a flowchart illustrating the process of S201 in FIG. 2 according to one embodiment of the present invention;
FIG. 5 is a flowchart illustrating the process of S203 in FIG. 2 according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of CAN communication sampling provided by the invention;
FIG. 7 is a flow chart of an embodiment of analyzing the frequency division, the main frequency and the sampling point configuration of each electronic control unit according to the present invention;
FIG. 8 is a schematic structural diagram of an embodiment of an analysis device for a failure frame of a CAN bus of an entire vehicle according to the invention;
fig. 9 is a schematic structural view of an embodiment of a vehicle according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be understood that the schematic drawings are not drawn to scale. A flowchart, as used in this disclosure, illustrates operations implemented according to some embodiments of the present invention. It should be appreciated that the operations of the flow diagrams may be implemented out of order and that steps without logical context may be performed in reverse order or concurrently. Moreover, one or more other operations may be added to or removed from the flow diagrams by those skilled in the art under the direction of the present disclosure.
Some of the block diagrams shown in the figures are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in software or in one or more hardware modules or integrated circuits or in different networks and/or processor systems and/or microcontroller systems.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the invention. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.
Before an embodiment is shown, an application scenario of the method and the device for analyzing a complete vehicle CAN bus fault frame and a vehicle provided by the embodiment of the invention is described. The test equipment can be a measuring instrument such as a universal meter, an oscilloscope and the like.
Wherein, the broken line connection between the system power and the CAN high line and the CAN low line represents: under normal conditions, the CAN high line and the CAN low line should not be directly connected with the system power supply, and when the CAN high line and/or the CAN low line are directly connected with the system power supply, the CAN high line and the system power supply and/or the CAN low line and the system power supply are/is in short circuit.
The dashed connection between signal ground and CAN high and CAN low represents: under normal conditions, the CAN high line and the CAN low line should not be directly connected with the signal ground, and when the CAN high line and/or the CAN low line are directly connected with the signal ground, the short circuit between the CAN high line and the signal ground and/or between the CAN low line and the signal ground is represented, namely: the CAN high line and/or the CAN low line are shorted to ground.
The dashed connection between the CAN high and CAN low represents: under normal conditions, the CAN high line should not be directly connected with the CAN low line, and when the CAN high line is directly connected with the CAN low line, the CAN high line and the CAN low line are short-circuited.
The embodiment of the invention provides a method and a device for analyzing a fault frame of a CAN bus of a whole vehicle and the vehicle, and the method and the device are respectively described below.
Fig. 2 is a flow chart of an embodiment of the method for analyzing a complete vehicle CAN bus fault frame provided by the present invention, and fig. 3 is a flow chart of a specific embodiment of the method for analyzing a complete vehicle CAN bus fault frame provided by the present invention, as shown in fig. 2 and 3, the method for analyzing a complete vehicle CAN bus fault frame includes:
s201, when a fault frame occurs to the whole CAN bus, detecting whether the terminal resistance of the whole CAN bus is in a first preset range and a second preset range; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, go to step S202;
s202, fault tolerance checking is carried out on the whole CAN bus, whether wiring problems exist on the wiring harness of the whole CAN bus is judged, if the wiring problems exist on the wiring harness of the whole CAN bus, the wiring harness of the whole CAN bus is checked, and the problem wiring harness is determined; otherwise, step S203 is entered;
s203, gradually removing an electric control unit on the CAN bus of the whole vehicle by a removal method, recording data, determining whether a fault part exists or not, and if the fault part does not exist, entering a step S204; if there is a faulty piece, step S205 is entered;
s204, checking network physical arrangement of the whole vehicle CAN bus, determining and eliminating interference, and returning to the step S203;
s205, independently supplying power to the fault part, determining whether the CAN physical waveform of the fault part meets the design requirement, and if not, entering a step S206; if the design requirement is satisfied, the process proceeds to step S207;
s206, checking CAN interface circuits of fault parts and CAN bottom layer configuration;
s207, re-connecting the fault part to the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment, and analyzing fault frame reasons.
Compared with the prior art, the method for analyzing the fault frame of the whole CAN bus provided by the embodiment of the invention has the advantages that when the fault part is determined to exist in the step S203, the fault part is checked through the steps S205-S206, whether the fault frame is caused by the fault part is further caused or not is checked, and further deep check of the electric control unit is realized. And when it is determined in step S203 that no fault part exists, the network physical arrangement of the CAN bus of the whole vehicle is checked in step S204, so as to eliminate interference and improve the accuracy and comprehensiveness of the check. Further, when the fault part meets the design requirement and has no fault, the fault part is re-connected to the whole vehicle network through the step S207, the fault frame waveform under the whole vehicle network environment is collected, the reason of the fault frame is analyzed, the fault frame caused by the whole vehicle network communication can be checked, and the comprehensiveness and reliability of the fault frame analysis are further improved.
It should be noted that: the step S204 specifically includes: the network physical arrangement should satisfy: the wire harness of the CAN bus of the whole vehicle is required to be far away from high current and rapid switch load, is connected with a system power supply or signal ground, and is connected with a starter, a wiper relay, a steering lamp relay and a relay for controlling a lamp.
Therefore, when the wiring harness of the CAN bus of the whole vehicle is checked, the high-power high-current equipment is closed respectively to conduct static and dynamic checking.
In a specific embodiment of the present invention, step S201 specifically includes:
and disconnecting the negative electrode of the storage battery, measuring the terminal resistance between a CAN high line and a CAN low line of a DLC (Data Length Code) end in the whole vehicle network by using a universal meter, and judging whether the terminal resistance is in a first preset range and a second preset range.
In some embodiments of the invention, the second predetermined range includes a second predetermined range upper value and a second predetermined range lower value; then, as shown in fig. 4, the step S202 of proceeding to step S201 includes:
s401, if the terminal resistance is in a first preset range, directly entering step S202;
s402, if the terminal resistance is smaller than the lower limit value of the second preset range, shorting the CAN high line and the CAN low line, and entering step S202;
s403, if the terminal resistance is greater than the second preset range upper limit value, an open circuit is formed between the CAN high line and the CAN low line, and the step S202 is performed.
According to the embodiment of the invention, the relation between the terminal resistance and the upper limit value of the first preset range, the relation between the terminal resistance and the lower limit value of the second preset range are different, and the occurrence reason of the fault frame can be further determined while the terminal resistance is determined to be not in accordance with the preset range, so that the efficiency of analyzing and checking the fault frame in the follow-up process can be improved.
In a specific embodiment of the present invention, the first predetermined range is 58 Ω -64 Ω and the second predetermined range is 5 Ω -10kΩ.
In some embodiments of the invention, fault tolerance checks include a CAN high and/or CAN low shorted power supply, a CAN high and/or CAN low shorted ground, a short between the CAN high and CAN low, and an open circuit between the CAN high and CAN low.
Specifically, the CAN high-line and/or CAN low-line short-circuit power supply refers to: short circuit occurs between the CAN high line and/or the CAN low line and a system power supply, and the CAN high line and/or the CAN low line short circuit ground refers to: a short circuit occurs between the CAN high line and/or CAN low line and signal ground.
According to the embodiment of the invention, whether the short circuit exists between the CAN high line and the CAN low line and whether the open circuit exists between the CAN high line and the CAN low line or not is determined in the step S201, and then the fault tolerance checking is performed to confirm the short circuit between the CAN high line and the CAN low line and the open circuit problem between the CAN high line and the CAN low line again, so that the accuracy and the reliability of determining the short circuit problem between the CAN high line and the CAN low line and the open circuit problem between the CAN high line and the CAN low line CAN be improved.
In some embodiments of the present invention, the electronic control unit includes a first electronic control unit, a second electronic control unit, and a third electronic control unit, and as shown in fig. 5, step S203 includes:
s501, removing the first electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the first electric control unit is the fault part; if the failure frame does not disappear, the step S502 is entered;
s502, removing the second electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the second electric control unit is the fault part; if the failure frame does not disappear, the step S503 is entered;
s503, adding the second electric control unit to the whole CAN bus, removing the third electric control unit from the whole CAN bus, determining whether a fault frame exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the third electric control unit is the fault part; if the failure frame does not disappear, no failure part exists.
Namely: and removing the electric control units one by one, and observing whether a fault frame exists. If the fault frame is not generated after the fault frame is removed, the fault part is positioned by the electric control unit, and the communication states of other electric control units are identified by analogy. If the fault frame is removed to the remaining two electric control units, the fault frame is alternatively removed, and no fault piece exists.
In some embodiments of the present invention, step S205 is specifically:
separately supplying power to the fault part, and respectively acquiring rising edges, falling edges, dominant levels, recessive levels, bit time and integral waveforms of a CAN high line and a CAN low line of the fault part through an oscilloscope; and determining whether the CAN physical waveform of the fault part meets the design requirement according to the rising edge, the falling edge, the dominant level, the recessive level, the bit time and the integral waveform of the CAN high line and the CAN low line.
Because the CAN network adopts an asynchronous communication mode, sampling is required according to the baud rate, and the sampling principle is shown in fig. 6. The arrow indicates the position of the sampling point, and the data obtained by sampling is "1010 1010". The bit time refers to the time required for transmitting one bit of data, and the sampling points and the shares of the bit time corresponding to different baud rate times may be different. Taking the baud rate of 500k as an example, one bit time is divided into 16 time shares, with the sample point at the 14 th time share. Assuming that the sample point is 20% ahead, the sampled data will be "0101 1010" and the fifth bit of the previous data will not be identical. Therefore, if the sampling point deviation is large, data transmission errors are caused, and the more data are transmitted, the more error data bits are accumulated. Therefore, when the CAN communication is performed, the baud rate and the sampling point of each electric control unit are set to be the same as much as possible, and if the main frequency and the frequency division of the main chip cannot be consistent, the clock for CAN is set to be as close as possible, and the deviation is not too large.
In order to avoid the technical problem of occurrence of a fault frame due to unreasonable configuration of main frequency, frequency division and sampling points, in some embodiments of the present invention, as shown in fig. 7, the method for analyzing a fault frame of a CAN bus of an entire vehicle further includes:
s701, determining frequency division, main frequency and sampling point configuration of each electric control unit;
s702, judging whether frequency division, main frequency and sampling point configuration of each electric control unit are reasonable;
s703, if the frequency division, the main frequency and the sampling point configuration of each electric control unit are unreasonable, the frequency division, the main frequency and the sampling point configuration of each electric control unit are adjusted.
According to the embodiment of the invention, the fault frame caused by network communication can be further checked by setting reasonable frequency division, main frequency and sampling point configuration of the electric control unit, so that the comprehensiveness and reliability of checking and analyzing the fault frame are improved.
In order to better implement the whole CAN bus fault frame analysis method in the embodiment of the present invention, correspondingly, on the basis of the whole CAN bus fault frame analysis method, the embodiment of the present invention further provides a whole CAN bus fault frame analysis device, as shown in fig. 8, where the whole CAN bus fault frame analysis device 800 includes:
the terminal resistance checking unit 801 is configured to detect whether a terminal resistance of the whole CAN bus is within a first predetermined range and a second predetermined range when a fault frame occurs on the whole CAN bus; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, entering a fault tolerance checking unit 802;
the fault tolerance checking unit 802 is configured to perform fault tolerance checking on the whole vehicle CAN bus, determine whether a wiring problem exists in a wiring harness of the whole vehicle CAN bus, and if the wiring problem exists in the wiring harness of the whole vehicle CAN bus, check the wiring harness of the whole vehicle CAN bus, and determine a problem wiring harness; otherwise, entering a fault part checking unit 803;
the fault part checking unit 803 is configured to gradually remove the electronic control unit on the CAN bus of the whole vehicle by an elimination method, record data, determine whether a fault part exists, and enter the interference elimination unit 804 if the fault part does not exist; if there is a faulty piece, the faulty piece judging unit 805 is entered;
the interference elimination unit 804 is configured to check the network physical arrangement of the CAN bus of the whole vehicle, determine and eliminate interference, and return to the fault part checking unit 803;
the fault part judging unit 805 is configured to separately supply power to the fault part, determine whether the CAN physical waveform of the fault part meets the design requirement, and if not, enter the fault part checking unit 806; if the design requirement is met, entering a whole vehicle analysis unit 807;
a fault part checking unit 806, configured to check the CAN interface circuit and the CAN bottom configuration of the fault part;
and the whole vehicle analysis unit 807 is used for reconnecting the fault part to the whole vehicle network, collecting fault frame waveforms under the environment of the whole vehicle network and analyzing the reasons of the fault frames.
The whole CAN bus fault frame analysis device 800 provided in the foregoing embodiment may implement the technical solution described in the foregoing whole CAN bus fault frame analysis method embodiment, and the specific implementation principle of each module or unit may refer to the corresponding content in the foregoing whole CAN bus fault frame analysis method embodiment, which is not described herein again.
As shown in fig. 9, the present invention also provides a vehicle 900 accordingly. The vehicle 900 includes a processor 901, a memory 902, and a display 903. Fig. 9 shows only some of the components of the vehicle 900, but it should be understood that not all of the illustrated components are required to be implemented and that more or fewer components may alternatively be implemented.
The memory 902 may be an internal storage unit of the vehicle 900, such as a hard disk or memory of the vehicle 900, in some embodiments. The memory 902 may also be an external storage device of the vehicle 900 in other embodiments, such as a plug-in hard disk, smart Media Card (SMC), secure Digital (SD) Card, flash Card (Flash Card) or the like, which are provided on the vehicle 900.
Further, the memory 902 may also include both internal storage units and external storage devices of the vehicle 900. The memory 902 is used for storing application software and various types of data for installing the vehicle 900.
The processor 901 may be a central processing unit (Central Processing Unit, CPU), microprocessor or other data processing chip in some embodiments, for executing program codes or processing data stored in the memory 902, such as the method for analyzing a complete vehicle CAN bus fault frame in the present invention.
The display 903 is used to display information at the vehicle 900 and to display a visual user interface. The components 901-903 of the vehicle 900 communicate with each other over a system bus.
In an embodiment, the steps S201 to S207 may be implemented when the processor 901 executes the entire CAN bus fault frame analysis program in the memory 902.
It should be understood that: the processor 901 may perform other functions in addition to the above functions when executing the complete vehicle CAN bus fault frame analysis program in the memory 902, and in particular, reference may be made to the foregoing description of the corresponding method embodiments.
Those skilled in the art will appreciate that all or part of the flow of the methods of the embodiments described above may be accomplished by way of a computer program stored in a computer readable storage medium to instruct related hardware (e.g., a processor, a controller, etc.). The computer readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory.
The method, the device and the vehicle for analyzing the fault frame of the CAN bus of the whole vehicle are described in detail, and specific examples are applied to the description of the principle and the implementation mode of the invention, and the description of the examples is only used for helping to understand the method and the core idea of the invention; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in light of the ideas of the present invention, the present description should not be construed as limiting the present invention.
Claims (10)
1. The method for analyzing the fault frame of the CAN bus of the whole vehicle is characterized by comprising the following steps of:
step one, when a fault frame occurs to the whole CAN bus, detecting whether the terminal resistance of the whole CAN bus is in a first preset range and a second preset range; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, entering a second step;
step two, fault tolerance checking is carried out on the whole CAN bus, whether wiring problems exist on the wiring harness of the whole CAN bus or not is judged, if the wiring problems exist on the wiring harness of the whole CAN bus, the wiring harness of the whole CAN bus is checked, and a problem wiring harness is determined; otherwise, entering a step three;
step three, gradually removing an electric control unit on the CAN bus of the whole vehicle by a discharging method, recording data, determining whether a fault part exists or not, and if the fault part does not exist, entering a step four; if the fault part exists, entering a step five;
step four, checking network physical arrangement of the whole vehicle CAN bus, determining and eliminating interference, and returning to the step three;
step five, independently supplying power to the fault part, determining whether the CAN physical waveform of the fault part meets the design requirement, and if not, entering step six; if the design requirement is met, entering a step seven;
step six, checking CAN interface circuits and CAN bottom layer configuration of the fault parts;
and step seven, re-connecting the fault part to the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment, and analyzing fault frame reasons.
2. The method for analyzing the failure frame of the CAN bus of the whole vehicle according to claim 1, wherein the detecting whether the terminal resistance of the CAN bus of the whole vehicle is within a first predetermined range and a second predetermined range comprises:
and disconnecting the negative electrode of the storage battery, measuring the terminal resistance between the CAN high line and the CAN low line of the DLC end in the whole vehicle network by using a universal meter, and judging whether the terminal resistance is in a first preset range and a second preset range.
3. The whole-vehicle CAN bus fault frame analysis method of claim 2, wherein the second predetermined range includes a second predetermined range upper limit value and a second predetermined range lower limit value; in the first step, the entering step two specifically includes:
if the terminal resistance is in the first preset range, directly entering a second step;
if the terminal resistance is smaller than the lower limit value of the second preset range, shorting the CAN high line and the CAN low line, and entering a second step;
and if the terminal resistance is larger than the upper limit value of the second preset range, opening an open circuit between the CAN high line and the CAN low line, and entering a step two.
4. A whole CAN bus fault frame analysis method according to any one of claims 1-3, wherein the first predetermined range is 58 Ω -64 Ω and the second predetermined range is 5 Ω -10kΩ.
5. The whole-vehicle CAN bus fault frame analysis method of claim 1, wherein the fault tolerance check comprises a CAN high line and/or CAN low line shorted power supply, a CAN high line and/or CAN low line shorted ground, a short between the CAN high line and the CAN low line, and an open circuit between the CAN high line and the CAN low line.
6. The whole-vehicle CAN bus fault frame analysis method of claim 1, wherein the electronic control unit comprises a first electronic control unit, a second electronic control unit and a third electronic control unit; the third step is specifically as follows:
step eight, removing the first electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the first electric control unit is the fault part; if the fault frame does not disappear, entering a step nine;
step nine, removing the second electric control unit from the whole CAN bus, determining whether a fault frame still exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the second electric control unit is the fault part; if the fault frame does not disappear, entering a step ten;
step ten, adding the second electric control unit to the whole CAN bus, removing the third electric control unit from the whole CAN bus, determining whether a fault frame exists on the whole CAN bus, if the fault frame disappears, a fault part exists, and the third electric control unit is the fault part; if the failure frame does not disappear, no failure part exists.
7. The method for analyzing the fault frame of the CAN bus of the whole vehicle according to claim 1, wherein the fifth step is specifically as follows:
separately supplying power to the fault part, and respectively acquiring rising edges, falling edges, dominant levels, recessive levels, bit time and integral waveforms of a CAN high line and a CAN low line of the fault part through an oscilloscope; and determining whether the CAN physical waveform of the fault part meets the design requirement according to the rising edge, the falling edge, the dominant level, the recessive level, the bit time and the integral waveform of the CAN high line and the CAN low line.
8. The whole CAN bus fault frame analysis method according to claim 1, further comprising:
determining frequency division, main frequency and sampling point configuration of each electric control unit;
judging whether the frequency division, main frequency and sampling point configuration of each electric control unit are reasonable;
and if the frequency division, the main frequency and the sampling point configuration of each electric control unit are unreasonable, adjusting the frequency division, the main frequency and the sampling point configuration of each electric control unit.
9. The whole vehicle CAN bus fault frame analysis device is characterized by comprising:
the terminal resistor checking unit is used for detecting whether the terminal resistor of the whole CAN bus is in a first preset range and a second preset range when the whole CAN bus has a fault frame; if the terminal resistance is not in the first preset range but in the second preset range, determining the physical topological terminal resistance to be modified and modifying; otherwise, entering a fault tolerance checking unit;
the fault tolerance checking unit is used for checking the fault tolerance of the whole CAN bus, judging whether wiring problems exist in the wiring harness of the whole CAN bus, if so, checking the wiring harness of the whole CAN bus and determining a problem wiring harness; otherwise, entering a fault part checking unit;
the fault part checking unit is used for gradually removing the electric control unit on the CAN bus of the whole vehicle through a elimination method, recording data, determining whether a fault part exists or not, and entering the interference elimination unit if the fault part does not exist; if the fault part exists, entering a fault part judging unit;
the interference elimination unit is used for checking the network physical arrangement of the whole vehicle CAN bus, determining and eliminating the interference, and returning to the fault part checking unit;
the fault part judging unit is used for independently supplying power to the fault part, determining whether the CAN physical waveform of the fault part meets the design requirement, and entering the fault part checking unit if the CAN physical waveform of the fault part does not meet the design requirement; if the design requirement is met, entering a whole vehicle analysis unit;
the fault part checking unit is used for checking the CAN interface circuit and CAN bottom layer configuration of the fault part;
and the whole vehicle analysis unit is used for re-connecting the fault part into the whole vehicle network, collecting fault frame waveforms in the whole vehicle network environment and analyzing the fault frame reasons.
10. A vehicle comprising a memory and a processor, wherein,
the memory is used for storing a computer program;
the processor, coupled to the memory, is configured to execute a computer program to implement the steps of the method for analyzing a fault frame of an overall CAN bus according to any one of claims 1 to 8.
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