EP2178732A2 - Systeme et procede de diagnostic du fonctionnement d'un vehicule automobile - Google Patents
Systeme et procede de diagnostic du fonctionnement d'un vehicule automobileInfo
- Publication number
- EP2178732A2 EP2178732A2 EP08827933A EP08827933A EP2178732A2 EP 2178732 A2 EP2178732 A2 EP 2178732A2 EP 08827933 A EP08827933 A EP 08827933A EP 08827933 A EP08827933 A EP 08827933A EP 2178732 A2 EP2178732 A2 EP 2178732A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- unit
- control
- vehicle
- diagnostic
- management unit
- 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.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W50/00—Details 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W50/00—Details 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
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/021—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system adopting a different treatment of each operating region or a different mode of the monitored system, e.g. transient modes; different operating configurations of monitored system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
Definitions
- the present invention relates to a system and a method for diagnosing the operation of a motor vehicle.
- a motor vehicle has control units for its operation, or "computers”, for example control units of a wheel lock system, fuel injection into the engine cylinders, control of the engine, trajectory, regulating the speed of the vehicle or other, connected by a data communication network such as a CAN network for example.
- a data communication network such as a CAN network for example.
- control unit of a trajectory control system receives from the control unit of the anti-lock wheel system the rotational speed of vehicle wheels.
- a control unit also implements a diagnosis of the operation of elements for which it is responsible, such as sensors or actuators for example, but also the operation of other control units to which it is connected.
- the control unit of the trajectory control system diagnoses a failure of a control unit of the engine if it does not receive from the latter data concerning a torque transmitted by the engine.
- a control unit may not be active, for example not be electrically powered when the vehicle is stationary, that the functionality associated with it is not used by the driver of the vehicle, or that the voltage the vehicle's on-board network is below a threshold. In the latter case, occurring in particular during the starting phases of the vehicle, the control unit is powered but is inactive.
- a feature is not necessary for the operation of the vehicle and can be activated or deactivated by the driver of the vehicle, it will speak of a feature of "comfort".
- a unit therefore transmits no information on the communication network, a state that can be confused with a failure thereof if no measure to identify this state is taken.
- each control unit In order not to erroneously diagnose a fault in the operation of a control unit in a deactivated state or in a transient state in which its operation is no longer provided temporarily (for example when starting), each control unit typically hosts a strategy for identifying operational phases (active, non-active, in the course of activation) of the units for which it diagnoses the operating state.
- These strategies are generally complex and require precise adaptation to the vehicle in which the units are mounted in order to avoid any risk of erroneous diagnosis. This proves not only expensive hardware but also time during the design of the unit and during its adaptation to the vehicle.
- the object of the present invention is to solve the aforementioned problem by providing a diagnostic system of the operation of a vehicle not only simple design but also robust vis-à-vis the vehicle in which it is mounted.
- the subject of the present invention is a system for diagnosing the operation of a motor vehicle, the system comprising vehicle control units and at least one unit for diagnosing the operating status of the control units connected to the vehicle. through at least one data communication network, characterized in that it comprises a management unit connected to at least one network and able to know the activation state of control units and to inhibit the diagnosis made.
- the at least one diagnostic unit relating to a deactivated control unit.
- the control and diagnostic units do not include a specific strategy for identifying the different operating phases of the control units. Only the management unit is then adapted.
- the system comprises one or more of the following features:
- the management unit is able to send to said at least one diagnostic unit an inhibition signal whose duration is a function of the activation time of the deactivated control unit;
- the main management unit is capable of transmitting an inhibition signal whose value depends on the activation states of the control units;
- the management unit is able to transmit a muting signal simultaneously to the or each diagnostic unit;
- the at least one diagnostic unit is able to scan a transmission from the management unit and to lift diagnostic inhibitions in the event of absence of transmission by the main control unit;
- the at least one diagnostic unit is capable of judging the plausibility of inhibitions controlled by the management unit and of lifting it when the inhibition is deemed to be implausible;
- the at least one diagnostic unit is able to lift the inhibition when furthermore it is controlled from a driving distance of the vehicle greater than a threshold value
- each control unit is able to implement a diagnosis of the operating state of vehicle control elements connected to it.
- the invention also relates to a method for diagnosing the operation of a motor vehicle with functionalities, said method comprising for each feature a step of diagnosis of the state thereof, characterized in that it comprises a step judging the activation state of the vehicle functionalities and a step of inhibiting the diagnostic step relating to a deactivated functionality.
- FIG. 1 is a schematic diagram of a control architecture and diagnostic of the operation of a motor vehicle
- FIG. 2 is a timing diagram of power levels of the control units forming part of the architecture of Figure 1; and FIG. 3 is a timing diagram of a control word transmitted by the main control unit forming part of the architecture of FIG. 1.
- Figure 1 there is illustrated under the general reference 10 an architecture for controlling and diagnosing the operation of a motor vehicle.
- This architecture 10 comprises a first group 12 of control units 14, 16, 18 connected to each other by a first communication network 20 of the CAN type.
- the architecture 10 also comprises a second group 22 of control units 24, 26, 28 connected to each other by a second CAN-type communication network 30, the first and the second networks 20, 30 being moreover connected through a conversion unit 32 which converts the data transiting from the first network to the second network in the format of the latter and vice versa.
- control units 14, 16, 18, 24, 26, 28 are in charge of various functions of the vehicle, such as ABS, ESP, fuel injection, etc., and exchange for this purpose data through the communication networks 20, 30.
- the operation of the control unit 24 depends on data provided by the control unit 26, and the operation of the control unit 14 depends on data provided by the control unit 16.
- control units 14, 16, 18, 24, 26, 28 are also energized by power supply lines AlimA, AlimB and AlimC each taking a "powered" or “non-powered” state.
- control units 16 and 26 are powered by the AlimB line and the control units 14 and 24 are powered by the AlimA line.
- each control unit 14, 16, 18, 24, 26, 28 is also a unit for diagnosing the operation of the elements for which it is responsible, such as for example motors 34, 36, relays 38, sensors 40, 42, 44, as well as other control units to which it is connected.
- the control units 14 and 24 which depend for their operation on data transmitted by the control units 16 and 26 respectively on the network 20, 30, diagnose the operating state of the latter.
- the unit 14 diagnoses a failure thereof.
- the architecture 10 further comprises a management unit 46 connected to the communication network 20.
- This unit 46 is in charge of managing different phases of operation of the vehicle (vehicle awakening, powering the control units in charge of comfort features, control of the vehicle start-up phase, engine stop and sleepiness of the vehicle).
- the unit 46 thus knows at every moment the state of operation of the vehicle and in particular the activation state of each of the control units 14, 16, 18, 24, 26, 28.
- the management unit 46 sends periodically and / or periodically, and simultaneously to the control units 14, 16, 18, 24, 26, 28, a control word whose value depends on the activation states thereof.
- Each control unit 14, 16, 18, 24, 26, 28 also contains a predetermined table of values, for example stored in a non-volatile memory, indicating the operating diagnoses to be activated or deactivated as a function of the value of the word of control received from the main unit 46.
- FIG. 2 is an example of a timing diagram of the state of the supply lines AlimA, AlimB, AlimC as a function of time.
- the designation of a power supply appears, it means that it is in its power state. Otherwise, she is in her unfiltered state.
- FIG. 3 is an example of a timing diagram of values of the control word transmitted by the management unit 46 as a function of time.
- the supply line AlimB is switched to the non-energized state, thereby deactivating the control units 16 and 26.
- the management unit 46 transmits substantially at time t1 a word of value control (value 4).
- the units 14 and 24, which diagnose the operation of the units 16 and 26, then receive this word that they compare to the tables of respective values that they comprise.
- the units 14 and 24 in response inhibit the diagnosis that they implement for the control units 16 and 26.
- the value (value 4) of the control word transmitted by the management unit 46 controls the control units 14 and 24 do not identify the absences of the units 16 and 26 as failures thereof.
- the management unit 46 does not immediately emit a control word whose value means that the units 16 and 26 are new actives. On the contrary, the management unit 46 continues to issue a control word of
- the management unit 46 emits a value control word (value 5) meaning that the control units 16 and 26 are considered to be fully operational.
- value control word value 5
- the inhibition of the diagnosis of the operation of the units 16 and 26 implemented by the control units 14 and 24 is then raised by the reception of the control word of (value 5) by the latter.
- the control units 14 and 24 diagnose a fault as they are allowed by its value (value 5) of the control word .
- the management unit 46 must be operational before all the control units 14, 16, 18, 24, 26, 28 and remain it regardless of the operating phase of the vehicle.
- control units 14, 16, 18, 24, 26, 28 In order to solve this problem, simple and robust backup measures are implemented by the control units 14, 16, 18, 24, 26, 28. Preferably, each of the control units 14, 16, 18, 24, 26, 28 continuously scan a transmission of the main unit 46. In the event of prolonged absence of such an emission, a failure of the main unit 46 is diagnosed by the control unit which then lifts the current diagnostic inhibitions. In addition, for operating diagnostics of control units in charge of critical functionalities, for example likely to put the safety of the occupants of the vehicle at stake, the control of their inhibition by the main unit 46 is subject to a plausibility check on the part of the control units concerned.
- a check of the plausibility of the value of the control word is carried out by the control units and the diagnostic inhibitions raised if the value of the control word is considered to be implausible and the vehicle has rolled on a distance greater than a threshold value since the inhibitions command.
- control word indicates that the vehicle is stopped with the engine not running, or in the start-up phase
- otherwise reliable information available on the communication networks 20, 30 indicate for example that the If the vehicle speed is not zero or the engine speed is stable and idling or greater than a threshold for a predetermined time, then the control word is not plausible.
- each control unit implements a diagnosis
- each control unit implements a diagnosis
- the management unit is also a diagnostic unit whose diagnosis can be inhibited and / or a control unit.
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Human Computer Interaction (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing And Monitoring For Control Systems (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hardware Redundancy (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0757062A FR2920014B1 (fr) | 2007-08-13 | 2007-08-13 | Systeme et procede de diagnostic du fonctionnement d'un vehicule automobile |
PCT/FR2008/051466 WO2009024718A2 (fr) | 2007-08-13 | 2008-08-06 | Systeme et procede de diagnostic du fonctionnement d'un vehicule automobile |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2178732A2 true EP2178732A2 (fr) | 2010-04-28 |
Family
ID=39226603
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08827933A Withdrawn EP2178732A2 (fr) | 2007-08-13 | 2008-08-06 | Systeme et procede de diagnostic du fonctionnement d'un vehicule automobile |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2178732A2 (fr) |
FR (1) | FR2920014B1 (fr) |
WO (1) | WO2009024718A2 (fr) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2986879B1 (fr) * | 2012-02-15 | 2014-10-17 | Airbus Operations Sas | Procede et systeme de detection d'anomalies a solutionner dans un aeronef |
FR3038659B1 (fr) * | 2015-07-10 | 2017-07-21 | Continental Automotive France | Procede de gestion des pannes pour un systeme de controle moteur de vehicule |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0721064B1 (fr) * | 1994-12-02 | 2002-02-20 | Denso Corporation | Dispositif de contrôle pour véhicule |
DE19960334A1 (de) * | 1999-01-08 | 2000-07-13 | Luk Lamellen & Kupplungsbau | Kraftfahrzeug |
DE10131806A1 (de) * | 2001-06-30 | 2003-01-16 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben eines dezentralen Steuersystems |
DE10361072A1 (de) * | 2003-07-15 | 2005-03-17 | Volkswagen Ag | Verfahren und Vorrichtung zur Diagnose von Steuergeräten |
-
2007
- 2007-08-13 FR FR0757062A patent/FR2920014B1/fr not_active Expired - Fee Related
-
2008
- 2008-08-06 WO PCT/FR2008/051466 patent/WO2009024718A2/fr active Application Filing
- 2008-08-06 EP EP08827933A patent/EP2178732A2/fr not_active Withdrawn
Non-Patent Citations (1)
Title |
---|
See references of WO2009024718A3 * |
Also Published As
Publication number | Publication date |
---|---|
WO2009024718A2 (fr) | 2009-02-26 |
WO2009024718A3 (fr) | 2009-04-09 |
FR2920014A1 (fr) | 2009-02-20 |
FR2920014B1 (fr) | 2010-03-05 |
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