KR101477003B1 - Simulator For ETC Reliability Test - Google Patents

Abstract

A simulator for an electronic throttle controller (ETC) reliability test is disclosed. Provided is an ETC simulator checking problems beforehand which can be generated in a situation when applied to a real vehicle, and accurately diagnosing causes of the problems by detecting a malfunction diagnosis code using an electronic control unit (ECU) for the vehicle regarding a problem generated while an ETC to be loaded onto the vehicle is tested.

Description

Simulator for ETC Reliability Verification {Simulator For ETC Reliability Test}

The present embodiment relates to a simulator for ETC reliability verification that can determine whether or not a failure of an electronic throttle control (ETC) mounted on a vehicle in an unattached state to a vehicle can be determined.

It should be noted that the following description merely provides background information related to the present embodiment and does not constitute the prior art.

Recently, automobile technology has been progressing radically according to the demands such as stability, convenience, environment friendliness or information. In other words, electronic control devices mounted on a vehicle are increasing due to an increase in various contents such as user's needs and multimedia.

In order to verify the reliability of such an electronic control device, simulation is required assuming application to an actual vehicle. Thereby, the necessity of a reliability simulator that implements conditions (for example, operating waveform, failure detection, control, and the like) conforming to the actual vehicle of the electronic control apparatus and can confirm expected operation, error, Is raised.

The present embodiment detects a trouble diagnosis code by using a vehicle ECU for a problem that occurs during the test of an ETC mounted on a vehicle, thereby confirming problems that may occur in a situation applied to an actual vehicle, The ETC simulator provides the ETC simulator.

It is noted that this embodiment is a simulator used for ETC reliability verification.

According to an aspect of the present embodiment, there is provided a power supply apparatus including: a power supply unit for supplying power; A waveform generating unit generating an arbitrary waveform corresponding to a running state of the vehicle; An electronic control unit (ECU) that transmits a control signal to an electronic throttle control (ETC) based on the simulation waveform, receives an output signal responding to the control signal from the ETC, and generates a malfunction diagnostic code based on the output signal, Unit); And an analyzing unit for analyzing the failure history corresponding to the failure diagnosis code to generate analysis result information.

Here, the ECU of the ETC simulator includes a vehicle ECU, and can transmit the fault diagnosis code to the analyzer in real time by CAN (Controller Area Network) communication.

The ECU of the ETC simulator includes a plurality of vehicle type ECUs corresponding to different vehicle models, the plurality of vehicle type ECUs receive the simulation waveform from the same waveform generation unit, and the plurality of vehicle type ECUs The power supply unit may be connected to the power supply unit.

Further, the ECU of the ETC simulator checks whether or not the difference between the output signal and a predetermined reference value predetermined for each of the plurality of vehicle types of ECUs exceeds a predetermined threshold value, If the ETC exceeds the set threshold value, the ETC recognizes that a failure has occurred in the corresponding vehicle model and generates the failure diagnosis code.

In addition, the waveform generator of the ETC simulator may generate the simulation waveform that simulates an APS (Acceleration Position Sensor) output signal.

In addition, the waveform generator of the ETC simulator may generate a simulation waveform according to a variation of the acceleration state of the vehicle from full close to full open (Full Close < RTI ID = 0.0 & It is possible to generate at least one waveform from simulation waveform (*% Open ↔ Full Open) and simulation waveform (*% Open ↔ * 0% Open) according to the change from predefined 2nd range open to predefined 3rd range open have.

In addition, the ETC simulator may further include a timer for setting a time for repeating the operation of the ECU at a predetermined cycle for a predetermined time.

Further, the power supply part of the ETC simulator includes a vehicle battery and can provide a voltage for driving the ECU.

As described above, according to the present embodiment, the trouble diagnosis code is detected by using the ECU for the vehicle in response to the problem occurring during the test of the electronic control unit mounted on the vehicle, And it is possible to diagnose the cause accurately. Particularly, by verifying a problem of a product that may occur in various environmental conditions (temperature, vibration, etc.), simulation can be performed assuming a situation applied to an actual vehicle.

According to this embodiment, the fault diagnosis code can be detected during the test by installing the ECU for the vehicle in the simulator, and it is possible to perform an accurate analysis by checking the error that occurred during the test (the cause of the fault). In addition, it is possible to install adapters for each vehicle so that the on / off cycle can be adjusted by attaching a timer to the simulator, and the ECU for the vehicle mounted on the simulator can be easily changed. There is a possible effect.

1 is a block diagram schematically showing an ETC simulator according to the present embodiment.
2 is a view showing an ETC simulator including a plurality of ECUs according to the present embodiment.
3A and 3B are diagrams illustrating waveforms generated by the waveform generator according to the present embodiment.

Hereinafter, the present embodiment will be described in detail with reference to the accompanying drawings.

1 is a block diagram schematically showing an ETC simulator according to the present embodiment.

The ETC simulator 100 according to the present embodiment includes a power supply unit 110, a waveform generator 120, a timer 122, an ECU (Electronic Control Unit) 130, a CAN (Controller Area Network) 140, an electronic throttle control system (ETC) 150, and an analysis unit 160. The components included in the ETC simulator 100 are not limited thereto.

The ETC simulator 100 can determine whether or not an electronic control device (that is, the ETC 150) mounted on the vehicle is abnormal (failure) in a state where the ETC simulator 100 is not mounted on a specific vehicle. In other words, the ETC simulator 100 according to the present embodiment can mount (replace) a plurality of ECUs according to vehicle types. It is possible to precisely determine whether a failure has occurred according to each of a plurality of vehicle types Can be distinguished. Further, the ETC simulator 100 is for testing the ETC 150 which is an electronic control device of the vehicle, and performs a test (simulation) in the same or almost similar state as the automotive system.

The power supply unit 110 is a module that supplies power for driving the ECU 130. That is, the power supply unit 110 serves as a battery of the vehicle. In other words, the power supply unit 110 corresponds to the battery of the vehicle, and provides a voltage (e.g., about 12 V) for driving the ECU 130. [

The waveform generating unit 120 generates an arbitrary waveform corresponding to the driving state of the vehicle. At this time, the waveform generating unit 120 generates a simulation waveform that simulates the output signal of an Acceleration Position Sensor (APS), which is a sensor for sensing the stepped amount of the accelerator pedal. For example, the waveform generating unit 120 generates a simulation waveform corresponding to a variation from a full closed state to a full open state (Full Close < RTI ID = 0.0 > (*% Open ↔ * 0% Open) corresponding to the variation from the simulation waveform (*% Open ↔ Full Open) and the predefined third range open to the predefined third range open.

The waveform generating unit 120 generates a simulation waveform that dynamically reflects an input signal corresponding to a driving situation of the vehicle. That is, the waveform generator 120 generates a simulation waveform that simulates the APS output signal (voltage, current, frequency signal, etc.) generated corresponding to the various control inputs of the driver applied to the accelerator pedal in the actual vehicle, .

The timer 122 sets a time for repeating the operation of the ECU 130 at a predetermined cycle for a predetermined time. That is, the timer 122 can set a predetermined time (for example, about 24 hours) and can set a predetermined period (e.g., about 10 minutes). In other words, once the time is set by the timer 122, the ECU 130 can repeat the operation (simulation) on or off at intervals of '10 minutes' for '24 hours'. On the other hand, the timer 122 has a key or button-like operation unit on the outside of the ETC simulator 100.

The ECU 130 functions as a controller for controlling the ETC 150 and for diagnosing faults. That is, the ECU 130 receives the simulation waveform from the waveform generator 120, and transmits (applies) a control signal based on the received simulation waveform to the ETC 150. [ Further, the ECU 130 receives a response signal corresponding to the control signal from the ETC 150, and determines whether the operation of the ETC or the failure is based on the received response signal, thereby generating a failure diagnosis code (DTC code) . The generated fault diagnosis code can be transmitted to the analysis unit 160 via the CAN communication. Here, it is preferable that the ECU 130 uses an ECU for controlling the ETC 150 mounted on an actual vehicle to implement a situation in which the ETC 150 is applied to an actual vehicle. According to the embodiment, the ETC simulator 100 may include a plurality of ECUs applied to different vehicle models or engines. In addition, the ETC simulator 100 may be provided with each vehicle adapter (Adapter) so as to facilitate the change (replacement) of a plurality of ECUs for each vehicle type. Here, the plurality of ECUs of the vehicle type receives the simulation waveform from the same waveform generator 120, and the power supply unit 110 is connected to each ECU of each of a plurality of vehicle types.

Further, the ECU 130 checks whether the difference between the output signal of the ETC 150 and a reference value inherent to each of a plurality of vehicle type ECUs exceeds a predetermined threshold value (Threshold). If it is determined that the difference between the output signal and the predetermined reference value exceeds a predetermined threshold value, the ECU 130 recognizes that the ETC 150 has a failure in the corresponding vehicle model and generates a fault diagnosis code for each situation. For example, the ECU 130 controls the ECU 130 based on the difference between the target position and the actual position of the plate opening of the ETC 150, the control duty value of the ETC 150, the electric signal sensing such as overvoltage, overcurrent, Generate star-break diagnostic code.

Hereinafter, the operation of the ECU 130 will be further described.

The ECU 130 detects an output signal (including voltage, current, frequency, etc.) output from the ETC 150 and compares the output signal with a predetermined reference value according to the driving condition of each vehicle type to determine whether the ETC 150 is abnormal . That is, when the output signal (including voltage, current, frequency, or the like) output from the ETC 150 exceeds a predetermined threshold value from a preset reference value corresponding to the driving situation of the vehicle, It can be recognized that an abnormality (failure) has occurred in the battery. The result (the diagnosis code) diagnosed by the ECU 130 may be displayed as analysis result information through the analysis unit 160.

For example, when the detection value of the output signal from the ETC 150 is about 6 V, the predetermined reference value is about 5 V, and the predetermined threshold is about 0.5 V, The ECU 130 generates a diagnostic code corresponding to the ETC 150 because the difference (1 V) between the detected input signal value and the predetermined input signal value exceeds a preset threshold value (0.5 V). On the other hand, when the output value of the output signal from the ETC 150 is 5.2 V, the predetermined reference value is 5 V, and the predetermined threshold value is about 0.5 V, Since the difference (0.2 V) between the output signal and the predetermined reference value does not exceed the preset threshold value (0.5 V), the ECU 130 recognizes the state of the ETC 150 as a normal state and does not generate the trouble diagnosis code, Can be generated.

Further, the ECU 130 periodically detects an output signal from the ETC 150, compares the detected output signal with a predetermined reference value, and determines whether or not the abnormality is present. In addition, the ETC 150 performs an operation of controlling the amount of air sucked into the engine in response to the control signal applied from the ECU 130, and returns the result to the ECU 130 as an output signal. In other words, the output signal output from the ETC 150 is returned to the ECU 130 through an integrated circuit (IC) or the like. If there is an error in the IC provided in the ETC 150, the output signal to be returned and the reference value set in the ECU 130 may not match within the threshold range. The difference is finally recognized as an error of the ETC 150, and the ECU 130 can generate the failure diagnosis code of the ETC 150 using the error.

The CAN interface 140 refers to an interface (module) in which the ECU 130 performs CAN communication with the analysis unit 160. That is, the CAN interface 140 performs a function of relaying data of the ECU 130 and the analysis unit 160 through CAN communication.

The ETC 150 is a concept including various electronic control devices provided in a vehicle. For example, the ETC 150 may be an actuator that electronically controls the amount of air sucked into the engine of the vehicle in the full load region of the engine, thereby reducing exhaust gas or reducing fuel consumption to improve operability.

The analysis unit 160 generates analysis result information that is obtained by analyzing the failure history corresponding to the failure diagnosis code received from the ECU 130. [ The analysis unit 160 is preferably implemented outside the ETC simulator 100, but it is not limited thereto and may be implemented in the ETC simulator 100. Here, the analyzer 160 interlocks with the ECU 130 through the CAN communication, receives the failure code from the ECU 130, and generates analysis result information that is obtained by analyzing the failure history. In addition, the analysis unit 160 has a separate display, and outputs analysis result information to the display.

2 is a view showing an ETC simulator including a plurality of ECUs according to the present embodiment.

As shown in Fig. 2, the ECU 130 may include a plurality of ECUs of different types. The plurality of ECUs of different vehicle types (ECUs of different vehicle types or ECUs of the same vehicle type) are connected to the respective power supply units 110. At this time, a plurality of ECUs (for example, about six) of the plurality of vehicle types are connected to one waveform generating unit 120 (connected to the inside of the equipment) and receive the same simulation waveform from one waveform generating unit 120. In addition, the ETC simulator 100 may connect the controller using an external terminal as shown in FIG. 2, and the timer 122 may be located at the lower right end of the controller.

Hereinafter, the mounting method of each component of the ETC simulator 100 will be described.

The ECU 130 is preferably mounted and fixed inside the ETC simulator 100, and these ECUs are designed to be exchangeable. Preferably, the power supply 110 is internally mounted and fixed in the ETC simulator 100. It is preferable that the waveform generator 120 is mounted and fixed to the lower end of the rack of the ETC simulator 100 so that the front of the ETC simulator 100 is exposed to the outside. (To be exposed to the outside for the operation) at the lower end of the right side of the rack.

The panel that can be connected to the external terminal can be connected to the color of each terminal (for example, BAT: red, GND: black, IG (ON / OFF): switch, M +: blue, M-: green, , TPS1, TPS2: white, APS1: white, APS2: yellow, GND: black).

The voltage and current values of the power supply unit 110 are preferably designed to be visible on an external display and may be connected by a Bayonette Neil-Concelman (BNC) cable between the waveform generator 120 and external terminals of the panel. In addition, it is preferable to mount 2 sets of 9-pin CAN communication terminal (female terminal) for CAN communication, and the resistance connecting APS (K09 / K31) is more than 1 W ' . The ETC simulator 100 may further include an internal heat dissipating device for ensuring equipment durability.

3A and 3B are diagrams illustrating waveforms generated by the waveform generator according to the present embodiment.

3A is a diagram illustrating an example of a first operation waveform (Full Close ↔ Full Open, square waveform) generated by the waveform generator 120. As shown in FIG. That is, a simulation waveform (square waveform) corresponding to the variation from the fully closed state to the fully open state (Full Close Full Full Open) means that the acceleration state of the vehicle generated by the waveform generating unit 120 corresponds to the variation. 3A is an example of a second operating waveform (4% Open ↔ Full Open, reflection waveform) generated by the waveform generating unit 120. As shown in FIG. In other words, when the acceleration state of the vehicle generated by the waveform generating unit 120 corresponds to a variation from a simulation waveform (for example, about 4% Open < - > Full Open) It refers to the simulation waveform (reflection waveform).

3C is an example of a third operating waveform (Full Close ↔ Full Open, gearwave waveform) generated by the waveform generating unit 120. In FIG. That is, the acceleration waveform of the vehicle generated by the waveform generator 120 corresponds to a simulation waveform (gearwheel waveform) corresponding to a variation from full close to full open (Full Close Full Full Open). FIG. 3 (d) is an exemplary view showing a fourth operation waveform (2% open ↔ 90% open, reflection waveform) generated by the waveform generating unit 120. That is, when the acceleration state of the vehicle generated by the waveform generating unit 120 corresponds to a variation from the predetermined second range opening to a predetermined third range opening (for example, about 2% Open ↔, for example, about 90% Open) It refers to the simulation waveform (reflection waveform).

The foregoing description is merely illustrative of the technical idea of the present embodiment, and various modifications and changes may be made to those skilled in the art without departing from the essential characteristics of the embodiments. Therefore, the present embodiments are to be construed as illustrative rather than restrictive, and the scope of the technical idea of the present embodiment is not limited by these embodiments. The scope of protection of the present embodiment should be construed according to the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included in the scope of the present invention.

100: ETC simulator 110: Power supply unit
120: Waveform generator 122: Timer
130: ECU 140: CAN interface
150: ETC 160: Analysis section

Claims (8)

A waveform generating unit generating an arbitrary waveform corresponding to a running state of the vehicle;
One or more ECUs for transmitting a control signal to an electronic throttle controller (ETC) based on the simulation waveform, receiving an output signal responsive to the control signal from the ETC, and generating a fault diagnosis code based on the output signal Electronic Control Unit); And
And an analysis result information generation unit that generates analysis result information by analyzing a failure history corresponding to the failure diagnosis code,
Wherein the waveform generating unit generates the waveform of the vehicle, the simulation waveform corresponding to the variation from the fully closed state to the fully opened state of the vehicle, the simulated waveform corresponding to the variation from the predetermined first range open to the full opening, 2 < / RTI > range to a predefined third range open. The method according to claim 1,
The ECU includes:
And the fault diagnosis code is transmitted to the analysis unit in real time by CAN (Controller Area Network) communication. The method according to claim 1,
The one or more ECUs
Wherein the ETC simulator is a plurality of vehicle type ECUs applied to different vehicle models or engines. The method of claim 3,
The ECU includes:
Wherein the control unit checks whether the difference between the output signal and a predetermined reference value for each of the plurality of vehicle type ECUs exceeds a predetermined threshold value and if the difference exceeds the predetermined threshold value, And said fault diagnosis code is generated by recognizing that a fault has occurred. The method according to claim 1,
The simulation waveform includes:
And an output signal of an APS (Acceleration Position Sensor) is simulated. delete The method according to claim 1,
A timer for setting a time for repeating the operation of the ECU at a predetermined period during a predetermined time,
Wherein the ETC simulator further comprises: The method according to claim 1,
Further comprising a power supply unit for supplying a voltage for driving the ECU, wherein the power supply unit is a vehicle battery.

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