EP2614350A1

EP2614350A1 - Motor vehicle inspection device and motor vehicle inspection method

Info

Publication number: EP2614350A1
Application number: EP11739034.4A
Authority: EP
Inventors: Ramon Amirpour; Guenter Nobis; Roger Malmsheimer
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2010-09-10
Filing date: 2011-07-20
Publication date: 2013-07-17
Also published as: WO2012031814A1; DE102010040549A1; CN103080722A; US20130226394A1; US9140626B2

Abstract

The invention relates to a motor vehicle inspection device and a motor vehicle inspection method. The motor vehicle inspection device (4) comprises a control unit (42, 43) for controlling a predefined inspection procedure, a user interface unit (45, 46), and at least one measurement unit (41) for measuring at least one vehicle parameter. The motor vehicle inspection device (4) includes a vehicle communication interface (2) and diagnostic software (8). The control unit (42, 43) is designed in such a way as to be able to communicate with at least one control device (50) of the motor vehicle (10) via the vehicle communication interface (2).

Description

Description title

Motor vehicle test device and motor vehicle test method

The present invention relates to a motor vehicle inspection apparatus and a vehicle inspection method.

State of the art

From EP 0 754 940 B1 a modular wireless diagnostic, test and information system for a motor vehicle is known.

EP 1 181 521 B1 discloses a diagnostic test device for motor vehicles with programmable controllers.

DE 10 2008 042 024 A1 describes an optical wheel alignment device for motor vehicles.

The technical development of motor vehicle inspection technology has led to a large number of specific testing devices for individual vehicle domains. In doing so, adapted measuring, control and regulation techniques have been developed for the respective domain, which represent the core of the specific test equipment. Examples include brake test benches, engine testers, chassis measurement testers, exhaust gas testers, test lanes and air conditioning service units.

Most functions in the vehicle are now partially or even completely taken over by electronic control units. In addition, the control units in the vehicle also take on board various onboard diagnostic functions of the vehicle systems in order to make them available at a later date in the workshop.

In order to be able to use these ECU diagnostic functions effectively in the workshop, vehicle interdomains have increased in recent years Universal diagnostic testers have been developed that enable communication with the control units installed in the vehicle.

The functionality of this communication can be very different and relates, for example, to reading out stored error codes, transmitting actual values, performing complex actuator tests, resetting service intervals, calibrating vehicle sensors, and learning to install replacement parts. In such a universal diagnostic tester, an assembly is integrated that provides the function of the vehicle communication, which is commonly referred to as VCI (Vehicle Communication Interface).

But there are also examples in which the VCI is installed in its own housing (VCI module) and connected by cable or wirelessly to a universal operating and display device, for example a laptop. The function of the universal diagnostic tester is then ensured with a corresponding diagnostic software on the laptop, which includes at least one operation and display, a diagnostic sequence control and the required communication with the control units in the vehicle via the connected VCI module.

The developments in vehicle construction in the motor vehicle workshop increasingly require the joint use of a universal diagnostic tester and different test equipment at the respective workplace.

An example of this is the device for chassis measurement, in which the zero point position of the steering angle sensor is recalibrated after completion of a setting of the chassis geometry. Another example is the A / C service unit, which focuses on checking for any errors stored in the climate control unit to ensure full air conditioning maintenance. Yet another example is the engine tester, in which actual values of control units are recorded in parallel in order to provide comprehensive information for the fault diagnosis to the person skilled in the art. In all these examples, therefore, two separate devices are used, the universal diagnostic tester and the respective test device, which are sequentially operated. To improve the handling of such duplex systems, engine testers also have solutions in which the results of the engine test and the results of the ECU communication are displayed on two side-by-side monitors. The use of a universal diagnostic tester, in conjunction with an additional separate separate tester, requires qualified personnel with experience in the use of a variety of cross-vehicle-diagnostic capabilities. Therefore, it may be necessary to use two technicians on a vehicle at the same time, which is inefficient and increases costs. Due to the separate operation of the tester and the diagnostic tester, manual errors in the data input to the respective devices can occur. The test sequences of the two devices are not coupled with each other, so that they can only be monitored manually and it can lead to operator error, for example, a faulty adjustment of vehicle sensors.

For example, in the example of the steering angle sensor, calibration of the ESP controller via the diagnostic tester may be erroneously performed when a technician accidentally moves the steering wheel of the vehicle upon completion of the suspension setup and before completion of the sensor calibration by the diagnostic tester.

Disclosure of the invention

The idea underlying the present invention is to integrate the functionality of the control unit communication in a specific workshop motor vehicle testing device. For this purpose, a vehicle communication interface is integrated into the test device and connected via an internal interface with a higher-level control device. The motor vehicle testing device according to the invention comprises a measuring device for measuring at least one vehicle parameter, which is either in the device is integrated or spatially remote from the device and connected via a cable or wirelessly to the device.

The control device preferably comprises a control computer, an operator interface device, e.g. an input device and a display device, as well as an expanded specific test device software, with primarily the specific testing tasks on the vehicle and additionally the remote access to the required in connection with these test tasks or test procedures functions of the ECU communication (for example, diagnostic functions, actual values, calibration functions ) can be realized in an integrated test procedure.

The software for the control unit communication, which is provided in addition to the Prüfgeräte- software, is expediently remotely controlled by the Prüfgeräte software. Furthermore, the motor vehicle test device according to the invention preferably has a common housing or a common carriage and the necessary accessories for the adaptation to the vehicle.

Advantageously, the operator thus only needs to operate a test device, and the communication with the control devices in the vehicle takes place within a test process software which is expanded by the required functionality of the control device communication and thus takes place largely in the background for the operator.

A further particular advantage of this solution is the possibility of automatically checking sub-processes and, moreover, the entire testing process in order to avoid operating errors, for example the incorrect adjustment of vehicle sensors, in principle.

Preferred developments are the subject of the respective subclaims.

Brief description of the drawings

Further features and advantages of the present invention will be explained below with reference to embodiments with reference to the figures.

Show it: 1 is a block diagram of a motor vehicle inspection apparatus according to a first embodiment of the invention; Fig. 2 is a more detailed block diagram of an automotive inspection apparatus according to the first embodiment of the invention; and

3 is a flowchart for explaining a vehicle inspection method according to a second embodiment of the invention.

Embodiments of the invention

In the figures, like reference numerals designate the same or functionally identical components.

Fig. 1 shows a block diagram of a motor vehicle inspection apparatus according to a first embodiment of the invention.

In Fig. 1, reference numeral 1 denotes a workplace, on which a motor vehicle 10 is set up for chassis measurement. The wheels 10a, 10b of the motor vehicle 10 (here only two of the four wheels are shown) are provided with optical surveying targets 41 1, which cooperate with optical measuring units 41 to the typical measures of the wheel alignment such as track and

To determine the camber angle and if necessary set manually by the operator within preset limits. For example, the toe angles of the front wheels are set to, for example, 0 ° 10 '.

Reference numeral 4 denotes a motor vehicle inspection apparatus for carrying out the

Wheel alignment, to which the measuring units 41 are connected by means of cables 47. The motor vehicle test device 4 has a common housing or a common carriage 46, in which a control computer 42 and software 43 for controlling the processes of the chassis measurement and the control unit communication, an input unit 44 and a display unit 45 and a

Vehicle communication interface 2 are housed. The vehicle communication interface 2 is connected via a cable internally to the control computer 42 and via a further cable with a standardized interface 11 in the vehicle 10 connected, for example, a standard OBD socket. Although shown here as a cable connection, the first connection can of course also be wireless. For this purpose, the vehicle communication interface 2 would be arranged in the motor vehicle 10, further connected via a short cable to the OBD socket and communicate wirelessly with the control computer 42

The information of the chassis measurement by the measuring units 41 and the information of the vehicle communication interface 2 are simultaneously provided to the control software 43 for controlling the processes of the chassis measurement or chassis adjustment and further processed there, as explained in more detail below.

In particular, in the present embodiment, the steering angle adjustment, lane measurement and, if necessary, the toe setting by a technician until the predetermined standard values are present, which is registered by the measuring units 41 and processed by the control software 43. The processing provides that the control software 43 at the moment in which the normal state for steering angle and toe angle, e.g. 0 ° 10 ', is detected by the measuring units 41, via the vehicle communication interface 2, the difference between the currently measured by the control unit 50 with the steering angle sensor 41 measured steering angle and stored in the control unit 50 reference measurement value for "steering angle zero" and checks, If the detected difference does not exceed the limit value, a readiness for calibration with the control unit 50 of the motor vehicle 10, eg an ESP control unit, is displayed to the operator on the display device 45. Conversely, if the detected difference does not exceed the limit value exceeds, the operator is signaled the proper condition.

After the calibration readiness is established and displayed, the operator may start a calibration procedure for the steering angle sensor 51 in the controller 50 by a simple input to the input unit 44. This calibration procedure will only be completed if the measuring units 41 continue to signal the standard condition for steering angle and toe angle. If a deviation from the standard state occurs, this causes the calibration procedure to be aborted immediately. This can definitely avoid a wrong calibration of the steering angle sensor 51. In another embodiment, a manual start of the calibration process is dispensed with, it is automatically started after fulfilling the conditions for calibration readiness and monitored as already described. The result of the successful calibration or the determined proper state is displayed to the operator on the display unit 45, for example.

The described motor vehicle testing device 4 allows an extended identification of the vehicle by detecting not only the information relevant to the chassis measurement information to the vehicle, but also those that are required for the construction of the intended ECU communication.

The transmission of further information from the respective controller 50 of the vehicle 10 to the tester software 43, e.g. Error messages and / or actual values, and the representation of this information in a uniform manner on a single display device 45 are easily possible.

The communication between the control computer 42 and the control unit 50 and the automatic calibration of the steering angle sensor can already be active before the manual start of the calibration and comprises:

Setup and maintenance of the communication of the control computer 42 via the vehicle communication interface 2 with the control unit 50 of the motor vehicle 10; the storage of the measured values of the chassis measuring system (at least the toe angle of the front wheels) in the state "steering wheel position straight ahead", which is produced by the operator in the previous course of the wheel alignment, during the process of wheel alignment or at the end of the suspension setting in the control computer 42 ; a permanent monitoring of these stored measured values after completion of the actual wheel alignment measurement in the control computer 42; transmitting the information "steering wheel position straight ahead" or "steering angle zero" to the control unit 50 in the vehicle 10, checking the difference between the measured in this state of the control unit 50 with the steering angle sensor 41 steering angle and for the state "steering angle zero" in Steuerge - advises 50 stored reference measured value and when exceeding a predetermined limit permanent storage of the currently detected by the steering angle sensor 41 measured value as a new reference value for "steering angle zero".

Throughout the calibration process, the wheel alignment measurements (at least the front wheel toe angle) are monitored by the control computer 42 and the calibration is reported as "successfully completed" by the system only if these measurements match the previously stored measurements in "steering wheel position straight ahead" within the System stored tolerance limits match.

In an alternative variant, the state "steering wheel position straight ahead" is not only checked manually, but detected by the control computer 42 with a suitable sensor arrangement during the chassis position and monitored during calibration either instead of the measured values of the wheel alignment or in addition to these by the control computer 42.

This simultaneously increases the quality of work and the efficiency in the workshop. Fig. 2 shows a more detailed block diagram of a motor vehicle inspection apparatus according to the first embodiment of the invention.

FIG. 2 particularly shows a detailed representation of the specific testing device software 43.

The specific test device software 43 includes a software layer for operating the test device 4 and for visualizing the test sequences and test results, which is designated by reference numeral 431. A software layer 432 is responsible for controlling the prescribed test procedures. A first communication layer 434 serves to communicate K1 between the software layer 432 for the control of the test procedures and the tester-specific measuring devices 41.

An additional second communication layer 435 is used for communication K2 of the software layer 432 for controlling the test sequences and the control unit 50 in the motor vehicle 10 by means of the diagnostic software 8 and the vehicle communication interface 2.

The diagnostic software 8 in conjunction with the vehicle communication interface 2 basically provides all the functions of the control unit communication, such as reading current status information of the control unit 50

(for example, read fault memory, read actual values, etc.), enable simple functions (for example, clear fault memory, reset service interval, actuator test), and perform complex operations (for example, ABS sensor test, calibrate steering angle, bleed brake circuit, check diesel high pressure pump, etc .).

In the software for controlling the test procedures 432, however, only the functions of the ECU communication of the diagnostic software 8, which are required in the context of the specific test task, are used by the developers. This restriction simplifies the operation of the tester 4 clearly and requires only a small development of Werkstattmitarbeiter.

3 is a flowchart for explaining an automotive inspection method according to a second embodiment of the invention.

In step S1, the test procedure is started by the technician.

In step S2, the motor vehicle 10 is uniquely identified by the technician both for the chassis measurement and for communication with the control unit in the motor vehicle and then the communication between the software for controlling the test procedures 432 on the one hand and on the other hand, the measuring units for the wheel alignment 41 and the control unit 50 in the motor vehicle 10 via the communication layer 435, the diagnostic software 8 and the vehicle communication interface 2 automatically constructed. In step S3, the actual wheel alignment, for example, the toe angle of the front wheels for the state "steering wheel position straight ahead" determined compared to the standard state eg 0 ° 08 'to 0 ° 16' and displayed and possibly the agreement with the standard state by manual adjustment produced on the motor vehicle 10. This step is carried out iteratively, ie, if the wheel alignment has been completed (J), the method jumps to step S4, otherwise (N) the vehicle measurement and the manual adjustments on the motor vehicle continue until it is complete. In step S4, the measurement values for the normal state "steering wheel position straight ahead" are stored in the software for controlling the test procedures 432 and from this software the difference between the steering angle measured in this state by the control device 50 with the steering angle sensor 41 and that for the state "steering angle zero "If exceeding the predetermined limit value is detected (J), the program branches to step S5. If not exceeded, the program branches to step S9, the end of the checking procedure and this to the operator with a corresponding display notified on the display unit 45.

In step S5, the calibration procedure is started by the technician.

In step S6, it is checked whether the standard state still exists. If this is not the case (N), the program branches to step S8 for aborting the calibration procedure, with a corresponding display on the display unit 45 and then branches back to S3. If it is determined in step S6 that the standard state exists (J), the program branches to step S7.

In step S7, it is checked if the calibration procedure is finished. If this is not the case (N), the program branches back to step S6. If it is determined in step S7 that the calibration procedure has ended (J), the program branches to step S9. This corresponds to the end of the test procedure and the calibration procedure associated with a corresponding indication to the operator on the display unit 45. Although the present invention has been described only in the embodiment of the wheel alignment in combination with the calibration of the steering angle sensor, this is not limited thereto, but varied further modifiable.

This concerns both the wheel alignment itself and any other way to integrate the various functions of the ECU communication in other automotive test equipment, such as brake testers, engine tester, exhaust gas tester, test lane, air conditioning service units, tire service equipment, etc.

Claims

Claims 1. Motor vehicle testing device (4) comprising: control means (42, 43) for controlling a predetermined test procedure; an operator interface device (44, 45); and at least one measuring device (41) for measuring at least one vehicle parameter; characterized in that the motor vehicle inspection device (4) comprises a vehicle communication interface (2) and a diagnostic software (8); and the control device (42, 43) is designed such that it can communicate via the vehicle communication interface (2) with at least one control device (50) of the motor vehicle (10).

2. Motor vehicle test device (4) according to claim 1, wherein the control device (42, 43) is designed such that it can signal at least a predetermined test state of the vehicle parameter.

3. Motor vehicle test device (4) according to claim 1 or 2, wherein the control device (42, 43) is designed such that in response to a signalized test state, a readiness for communication between the control device (42, 43) and the control unit ( 50) on the operator interface device (45, 46) and makes the communication directly activatable by an operator.

4. Motor vehicle test device (4) according to claim 3, wherein the control device (42, 43) is designed such that it reads status information from the control unit (50) when activated by the user communication, or simple functions or complex functional sequences in the control unit ( 50) and performs a calibration procedure in the controller (50).

5. Motor vehicle test device (4) according to claim 1 or 2, wherein the control device (42, 43) is designed such that in response to a signaled Fahrzeugugzeugprüfzustand readiness for communication between the control device (42, 43) and the Control unit (50) automatically activated.

6. Motor vehicle test device (4) according to claim 5, wherein the control device (42, 43) is designed such that it activates automatically activated communication simple functions or complex functional sequences in the control unit (50) and in particular a calibration procedure in the control unit (50). performs.

7. Motor vehicle testing device (4) according to one of the preceding claims 1 to 6, wherein the measuring device (41) for measuring the chassis geometry, in particular a steering angle and / or toe angle, is designed.

8. Motor vehicle test device (4) according to claim 7 as a function of claim 4 or 6, wherein the control device (50) is an ESP control unit with a steering angle sensor (51) and the calibration procedure is a calibration of the steering angle sensor (51) corresponding to the signalized test condition performs.

The automotive inspection apparatus (4) according to any one of claims 4 or 6, wherein the control means (42, 43) is configured to automatically cancel the calibration procedure in response to the non-signaled vehicle test condition.

10. Automotive test method with the steps:

Measuring at least one vehicle parameter with a measuring device (41) of a motor vehicle test device (4);

Signaling a predetermined test condition of the vehicle parameter from the measuring device (41) to a control device (42, 43) of the motor vehicle test device (4); and responsively displaying a readiness for communication between the controller (42, 43) and a controller (50) of the motor vehicle (10) at an operator interface device (45, 46) of the automotive tester (4) and directly activatable by an operator the communication.

1 1. Motor vehicle test method with the steps:

Signaling a predetermined test condition of the vehicle parameter from the measuring device (41) to a control device (42, 43) of the motor vehicle test device (4); and in response to automatic activation of communication between the control device (42, 43) and a control unit (50) of the motor vehicle (10).