DE102014217204B4 - Control unit for detecting a vehicle aggregate usage - Google Patents

Control unit for detecting a vehicle aggregate usage

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Publication number
DE102014217204B4
DE102014217204B4 DE102014217204.7A DE102014217204A DE102014217204B4 DE 102014217204 B4 DE102014217204 B4 DE 102014217204B4 DE 102014217204 A DE102014217204 A DE 102014217204A DE 102014217204 B4 DE102014217204 B4 DE 102014217204B4
Authority
DE
Germany
Prior art keywords
vehicle
control unit
vehicle control
data memory
permanent data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
DE102014217204.7A
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German (de)
Other versions
DE102014217204A1 (en
Inventor
Dieter Strak
Ömer Mumcu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to DE102014217204.7A priority Critical patent/DE102014217204B4/en
Publication of DE102014217204A1 publication Critical patent/DE102014217204A1/en
Application granted granted Critical
Publication of DE102014217204B4 publication Critical patent/DE102014217204B4/en
Application status is Active legal-status Critical
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • GPHYSICS
    • G07CHECKING-DEVICES
    • G07CTIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00Registering or indicating the working of vehicles
    • G07C5/08Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841Registering performance data
    • G07C5/085Registering performance data using electronic data carriers

Abstract

Vehicle control unit (4) for use in a vehicle, with a permanent data memory (4b) and with a communication interface (4a) via which a request for actuating a vehicle aggregate (9, 10) of the vehicle is communicated to the vehicle control unit, characterized in that Vehicle control unit (4) is designed to store a note about at least the initial request for actuation of the vehicle assembly (9, 10) in the permanent data memory (4b) for a proof that the vehicle assembly (9, 10) was present in the vehicle and was used there.

Description

  • The invention relates to a vehicle control unit for use in a vehicle, in particular a vehicle transmission control unit, with at least one permanent data memory and with a communication interface via which a request for actuating a vehicle unit can be communicated to the vehicle control unit.
  • Such vehicle control devices are widely used in vehicle construction. They serve, for example, for controlling a vehicle transmission or a vehicle drive engine or other such vehicle units.
  • It may happen that vehicle units are subsequently installed in a vehicle. This is usually not a problem when the subsequent installation of the vehicle assembly is provided. In this case, the necessary interfaces in the vehicle already exist or can be easily retrofitted. Furthermore, the vehicle units already present in the vehicle are then designed for the changed by the subsequent installation of the vehicle control unit operating conditions, such as increased drive torque or increased braking torque or increased vehicle operating temperature.
  • However, it is more critical if a subsequent installation of a vehicle assembly in a vehicle is in principle possible, but this is not provided because no corresponding regulatory approval or manufacturer release is present, for example, because the vehicle or the vehicle units already installed in the vehicle not for a retrofit with the other vehicle unit are designed.
  • For example, in the event of a subsequent installation of a retarder not originally provided for the vehicle, an unintended additional or at least different loading of the vehicle driveline may occur. The life of the vehicle drive train or the vehicle transmission can thereby be excessively reduced. When dismantling the subsequently installed vehicle unit, it is then no longer possible to determine the cause of a premature failure of the vehicle drive train attributable thereto. Thus, troubleshooting is made difficult or impossible.
  • From the DE 11 2012 004 770 T5 In the case of a reinstallation of a component in the vehicle, an installation monitoring device is known to generate data structures in the component and / or in a memory in the vehicle in order to bind the component to the current vehicle and thereby prevent the device from being damaged Component communicates with a processing module in another vehicle. As a result, although an installation of the component in the vehicle is recognizable, but it is not clear whether this component was actually used in the vehicle.
  • The object of the invention is to facilitate troubleshooting in a vehicle.
  • This object is achieved by a vehicle control device having the features of the main claim. Preferred embodiments are the dependent claims.
  • Accordingly, a vehicle control unit for use in a vehicle, in particular a vehicle transmission control unit, is proposed which has at least one permanent data memory and a communication interface via which a request for actuating a vehicle aggregate of the vehicle can be notified to the vehicle control unit. In this case, the vehicle control unit is designed such that it stores a note about at least the first-time request for actuation of the vehicle assembly in the permanent data memory.
  • Accordingly, it is stored in the permanent data memory that the vehicle control unit has received a request for actuating the vehicle aggregate at least once. From this it can be concluded that a corresponding vehicle aggregate was installed in the respective vehicle. This can also be a subsequently installed vehicle aggregate. The endorsement is retained even if the vehicle control unit is disconnected from a power supply or if the subsequently retrofitted vehicle unit is later removed. The proof that the vehicle aggregate was present in the vehicle and was also used there, is thereby simplified. In particular, the vehicle control unit may be designed such that it stores the note about the first-time request for actuating the vehicle aggregate in the permanent data memory only once.
  • The permanent data memory is in particular an EPROM or EEPROM. Such a data store retains the information contained therein even if the associated vehicle control unit is disconnected from a power supply. A volatile data store, such as RAM, would lose the data stored on it in this case.
  • The aforementioned vehicle assembly may in particular be a retrofittable vehicle unit, in particular a retarder or an electronic damping system or an active chassis stabilizer of a vehicle chassis or also a navigation system etc. The retarder may in particular be a retarder, for example a hydrodynamic or electromagnetic retarder. or another type of quasi wear-free brake. The communication interface is in particular a data bus interface. The communication interface is preferably designed for communication by means of the SAEJ1939 protocol, ie for communication with an SAEJ1939 data bus. Alternatively, the communication interface may be for communication via the NMEA2000 protocol or the ISOBUS protocol.
  • In particular, the vehicle control unit may be designed to control (control or regulate) another vehicle aggregate, such as the one whose first request for actuation is noted. Alternatively, the vehicle control unit may be designed, among other things, to control the vehicle aggregate whose first request for actuation is noted (control or regulation). In the latter case, although the vehicle control unit is then designed to control the vehicle aggregate whose first request for actuation is noted, it is provided in addition to the actuation of at least one further vehicle aggregate. Thus, by means of the vehicle control unit then several different vehicle units can be controlled. The vehicle control unit can therefore be used for various purposes. As a result, the number of variants of the vehicle control unit can be kept small. It can then be provided that not all of the possible controllable vehicle units are installed. If then one of the vehicle units was not installed in the respective vehicle and this is not intended for use, it can be seen that this vehicle unit was still installed and a corresponding request for actuation has been made.
  • Preferably, the vehicle control unit is designed to record the first-time request for actuating the vehicle aggregate by setting a corresponding software flag in the permanent data memory. Such a software flag is, in particular, a software bit, which is provided specifically for the statement that the request has been received. Accordingly, the status of the software bit is changed, for example from 0 to 1 or vice versa. Alternatively or additionally, the vehicle control unit is designed to record the first-time request for actuating the vehicle aggregate by storing the mileage present at this time in the permanent data memory. As a result, it can be exactly understood at what time of the mileage a possible subsequent installation of the vehicle unit has taken place. The mileage can be in particular a mileage, hours of operation, mileage or the like.
  • Preferably, the vehicle control device is also adapted to prevent overwriting or further storing of the reminder about the initial request to operate the vehicle aggregate in the permanent data store. This can prevent improper overwriting or deletion of the note. For example, the vehicle control unit is designed to check each time the vehicle control unit is switched on, whether a corresponding software flag and / or a corresponding mileage is already stored, any renewed setting or overwriting of the software flag or the mileage is prevented. It may be provided that a deletion of the note about the initial request is completely prevented or even physically impossible. Or it can be provided that a deletion of the note is possible only in the presence of predetermined conditions.
  • In particular, deletion of the note may be permitted if a corresponding request for deleting the note is issued via a diagnostic interface of the vehicle control device by means of a corresponding diagnostic protocol. The vehicle control device therefore preferably has a diagnostic interface via which there is access to the note about the first-time request for actuation of the vehicle aggregate in the permanent data memory. Thus, the comment, in particular the corresponding software flag and / or the corresponding mileage can be retrieved via the diagnostic interface. The access via the diagnostic interface takes place in particular by means of a special communication protocol, the diagnostic protocol. The diagnostic protocol may be, for example, the UDS protocol (UDS = Unified Diagnostic Services). A return value from a query of the memorandum via the diagnostic interface of the vehicle control unit, for example by means of the UDS protocol, may be such that the first byte of the return code is coded as to whether a first request has been made and in the second, third, fourth and fifth bytes of the Return value that encoded the mileage that existed at the time of initial request.
  • As explained, it can be provided that the vehicle control unit for driving or actuation of several different vehicle units (purposes) is executed. Accordingly, via the communication interface of the vehicle control device, a plurality of requirements, which are each provided for actuating one of the vehicle units, can be communicated to the vehicle control unit. In this case, the vehicle control unit is designed to store a note about a single or some or all first-time requirements for the operation of each one of the vehicle units in the permanent data memory. Thus, the subsequent installation of several different vehicle units in the vehicle can be determined.
  • Here, the vehicle control unit is designed so that it can be determined by means of which of the first-time requirements for the actuation of one of the vehicle aggregates in the permanent data memory is to be stored. This can be very easily determined without a new or reprogramming of the vehicle control unit, which of the first-time requirements are to be noted at all, and thus to which vehicle aggregates a subsequent installation should be detectable. The determination of which of the first-time requests is to be stored in the permanent data store can then also be made simply at a time at which it is finally determined to which purpose or in which environment the vehicle control unit is to be used. For example, this can be done immediately before, after or during assembly of the vehicle control unit in a vehicle or to a vehicle assembly. Alternatively, this can also take place in the region of a belt end of a vehicle assembly or a vehicle assembly assembly. Such a definition of the vehicle control device is preferably carried out by means of an application interface provided in the vehicle control unit, to which an application device, for example an external computer, has access. A change in the rating can be done, for example, in the context of customer service.
  • In the following the invention with reference to a figure of an advantageous embodiment of the invention will be explained in more detail, from which further advantageous features of the invention can be removed. The figure shows a vehicle drive train in a plan view as a schematic representation.
  • In the vehicle drive train shown in the figure is in particular a drive train of a passenger car or a truck. The basic components of such a vehicle drive train are known and therefore need no further explanation. The vehicle powertrain has a vehicle drive motor 1 , which serves to propel the vehicle. The drive motor outputs a drive torque for this purpose. This drive torque is a vehicle transmission 2 fed. This is in particular an automatic vehicle transmission, such as an automatic transmission or an automated manual transmission. The vehicle transmission 2 is executed in several stages. Thus, several transmission stages of the vehicle transmission 2 be selectively inserted. This is done in the case of an automatic vehicle transmission 2 by means of actuators 3 of the vehicle transmission 2 , The actors 3 are from a vehicle transmission control unit 4 controlled (in terms of control or control technology). For this purpose, the vehicle transmission control unit 4 with sensors 5 , For example, with speed sensors and / or temperature sensors, coupled.
  • The vehicle powertrain may further be via a bus system 6 feature. The vehicle transmission control unit 4 is with the bus system 6 coupled with information technology. Thus, it can be information, such as messages or commands, with the bus system 6 change. In particular, the vehicle transmission control unit 4 Information from other participants 7 . 8th received via the bus system or to these other participants 7 . 8th send out. At the participant 7 In particular, it is at least one further vehicle control unit for controlling a further vehicle aggregate, such as, for example, the vehicle drive engine 1 (Engine control unit) or a brake system or a lighting device of the vehicle, etc.).
  • The illustrated vehicle drive train can also have other aggregates, such as an all-wheel transfer case 9 or a retarder 10 , feature. In addition, the vehicle drive train has a service brake, for example in the form of disc brakes, each associated with a vehicle wheel of the vehicle drive train. The retarder 10 is designed to generate a substantially wear-free braking torque in the vehicle drive train upon actuation. The four-wheel distributor gearbox 9 is designed to transmit drive torque to a front axle of the vehicle driveline when actuated. Unless the retarder 10 is not actuated, no braking torque is generated by this. Unless the four-wheel distributor transmission 9 is not actuated, no drive torque is transmitted to the front axle.
  • The vehicle transmission control unit 4 is in addition to the operation of the vehicle transmission 2 To do this, the retarder 10 and / or the four-wheel distributor transmission 9 to operate (control or regulate). A request to operate the Mountain brake 9 or the vehicle distributor transmission 10 accordingly, the vehicle transmission control unit 4 fed, which then the operation of the respective unit 9 . 10 causes. The requirement to operate the vehicle aggregate 9 . 10 becomes the vehicle transmission control unit 4 via a communication interface 4a communicated.
  • In the embodiment shown in the figure, the request for actuation of the vehicle assembly 9 . 10 by a respective requesting means 8th generated. The requirement means 8th is in particular by a vehicle operator, such as the vehicle driver, operable. In the request means 8th it is in particular a lever or a knob, through which a request for actuation of the respective vehicle assembly 9 . 10 can be specified. For example, it may be a lever, by means of which one of the retarder 10 applied braking torque is predetermined, or it is a button, such as a push button or a knob, for requesting a four-wheel operation of the vehicle. The requirement means 8th is in the example shown with the bus system 6 is thus coupled and executed to the request for actuation of the vehicle assembly 9 . 10 over the bus system 6 the vehicle transmission control unit 4 via its communication interface 4a supply. Alternatively, another communication interface of the vehicle transmission control unit can be used. For this purpose, the request means 8th For example, directly to an I / O port (input / output port) of the vehicle transmission control unit 4 be coupled (shown in phantom).
  • It may be provided that the vehicle drive train originally not the four-wheel distributor transmission 9 and / or the retarder 10 exhibited. For example, the four-wheel distributor transmission 9 or the four-wheel drive system for driving the front axle of the vehicle and / or the continuous brake 10 be subsequently retrofitted into the vehicle drive train. By the operation of the later supplied to the vehicle drive train vehicle units 9 . 10 The torque transmission ratios in the vehicle driveline change from the originally intended vehicle driveline. This can lead to a deterioration of the life of the components of the original vehicle powertrain. A resulting failure or defect in these originally existing components of the vehicle drive train is then difficult to attribute to the cause when the subsequently installed vehicle aggregates 9 . 10 be removed shortly before or shortly after the occurrence of failure / defect.
  • Therefore, it is provided that the vehicle transmission control unit 4 a note about the initial request to operate the respective vehicle aggregate 9 . 10 in a permanent data store 4b of the vehicle transmission control unit 4 stores. For this purpose, for example, a software flag can be set in the data memory at a location provided for this purpose. Alternatively or additionally, a running power of the vehicle drive train present in the permanent data memory can be present at the respective time 4b be stored.
  • It can be provided that the vehicle transmission control unit 4 both the initial request to operate the four-wheel distributor 9 , as well as the retarder 10 noted. However, it may also be provided that in the vehicle transmission control unit 4 It is possible to specify by definition which of these two first-time requirements should be noted. Thus, it can be selectively selected to which of the retrofitted vehicle units 9 . 10 a corresponding note should be stored.
  • The vehicle transmission control unit 4 also has a diagnostic interface 4c , via which access to the note on the initial request to operate the respective vehicle aggregate 9 . 10 in the data store 4b consists. This access can also be done via the bus system 6 respectively. Access is for example by means of an external computer 11 , which accordingly with the bus system 6 or the special diagnostic interface 4c of the vehicle transmission control unit 4 can be coupled.
  • The concept presented here for detecting a subsequent installation of a vehicle assembly 9 . 10 Of course, instead of in the vehicle transmission control unit 4 also in other vehicle control devices, such as the engine control unit 7 , be implemented analogously. This is especially true when using a bus system 6 advantageous in which each or at least several of the participants 4 . 7 of the bus system 6 the by means of the bus system 6 transmitted requirements for operating the vehicle units 1 . 2 . 9 . 10 receive. In that case, a vehicle control device designed according to the invention can then be used 4 . 7 also be used to the subsequent installation of vehicle sets 9 . 10 determine which of the inventively designed vehicle control unit 4 . 7 not be operated or controlled.
  • LIST OF REFERENCE NUMBERS
  • 1
    Vehicle drive motor
    2
    vehicle transmissions
    3
    actuator
    4
    Vehicle transmission control device
    4a
    Communication interfaces
    4b
    Permanent data storage
    4c
    Diagnostic interface
    5
    sensors
    6
    Bus system
    7
    Vehicle control unit
    8th
    request means
    9
    All-wheel transfer case
    10
    Mountain brake
    11
    computer

Claims (7)

  1. Vehicle control unit (4) for use in a vehicle, with a permanent data memory (4b) and with a communication interface (4a) via which a request for actuating a vehicle aggregate (9, 10) of the vehicle is communicated to the vehicle control unit, characterized in that Vehicle control unit (4) is designed to store a note about at least the initial request for actuation of the vehicle assembly (9, 10) in the permanent data memory (4b) for a proof that the vehicle assembly (9, 10) was present in the vehicle and was used there.
  2. Vehicle control unit (4) according to Claim 1 in that it is designed to record the initial request for actuation of the vehicle aggregate (9, 10) by setting a corresponding software flag in the permanent data memory (4b).
  3. Vehicle control unit (4) according to Claim 1 or 2 wherein it is designed to record the initial request for actuation of the vehicle aggregate (9, 10) by storing the mileage present at that time in the permanent data memory (4b).
  4. Vehicle control unit (4) according to one of the preceding claims, wherein it prevents overwriting or further storage of the note about the initial request for actuation of the vehicle assembly (9, 10) in the permanent data memory (4b).
  5. Vehicle control unit (4) according to one of the preceding claims, wherein it has a diagnostic interface (4c), via which an access to the note about the initial request for actuation of the vehicle assembly (9, 10) in the permanent data memory (4b).
  6. Vehicle control unit (4) according to one of the preceding claims, wherein with the communication interface (4a) a plurality of requirements, each for actuating a vehicle assembly (9, 10) are provided to the vehicle control unit (4) can be notified, wherein the vehicle control unit (4) executed to do so is to memorize a single or some or all first-time requests to operate one of the vehicle aggregates (9, 10) in the permanent data memory (4b).
  7. Vehicle control unit (4) according to Claim 6 , it being possible to determine by means of which of the first-time requirements for the actuation of each of the vehicle aggregates (9, 10) is to be stored in the permanent data memory (4b).
DE102014217204.7A 2014-08-28 2014-08-28 Control unit for detecting a vehicle aggregate usage Active DE102014217204B4 (en)

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Application Number Priority Date Filing Date Title
DE102014217204.7A DE102014217204B4 (en) 2014-08-28 2014-08-28 Control unit for detecting a vehicle aggregate usage

Publications (2)

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DE102014217204A1 DE102014217204A1 (en) 2016-03-03
DE102014217204B4 true DE102014217204B4 (en) 2019-01-24

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112012004770T5 (en) 2011-11-16 2014-08-07 Flextronics Ap, Llc Vehicle Middleware

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112012004770T5 (en) 2011-11-16 2014-08-07 Flextronics Ap, Llc Vehicle Middleware

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