SE544204C2

SE544204C2 - Method and control arrangement for vehicle self-diagnosis

Info

Publication number: SE544204C2
Application number: SE2050428A
Authority: SE
Inventors: Lars-Göran Sander
Original assignee: Scania Cv Ab
Priority date: 2020-04-15
Filing date: 2020-04-15
Publication date: 2022-03-01
Also published as: DE102021106505A1; SE2050428A1; CN113525397A

Abstract

Method (400) and control arrangement (310) in a vehicle (100) for vehicle self-diagnosis. The method (400) comprises performing (401) a first action of the vehicle (100), expected to trigger an alert; detecting (402) the alert triggered by the performed (401) first action; performing (403) a second action of the vehicle (100), expected to disable the alert; detecting (404) that the alert triggered by the performed (401) first action is disabled; and determining (410) to allow/ disallow driving of the vehicle (100), based on the outcome of the performed (401) first action, the detection (402) of the triggered alert, the performed (403) second action and/ or the detection (404) of the disabled alert.

Description

METHOD AND CONTROL ARRANGEMENT FOR VEHICLE SELF-DIAGNOSIS TECHNICAL FIELD This document relates to a method and a control arrangement in a vehicle. More particularly,a method and a control arrangement in a vehicle for self-diagnosis are described.

BACKGROUND A regular check on the vehicle health/ status before starting to drive is important from a trafficsafety point of view, but also for keeping the vehicle in good operable state and maintain itsfunction and economic value. An example may be to walk around the vehicle with the enginerunning and lights on, before taking off, in order to check that the lights are working, that thelamp glass is not broken or has a crack (which may affect the light distribution), that the rearview mirrors are intact and clean, that there are no oil spots under the vehicle (which couldbe regarded as an indirect sign of necessity of workshop care), etc.

There are fortunately electrical tests in many vehicles, for detecting e.g. when a lamp isbroken and present a visual indication to the driver. However, none of the other above-men-tioned defects may be detected by such known electrical test. Further, in case the display ofthe vehicle (where the visual indication is presented) is malfunctioning, the driver may notnotice the emitted visual indication, leading to a potentially dangerous traffic safety situation.lt would be desired to improve error code management and be able to detect for example a disconnected sensor or communication, malfunctioning error display, etc.

Vehicles are often dependent on wireless communication with environmental vehicles andother extravehicular entities, as well as for example a functioning positioning service for nav-igation. ln case the wireless communication is not functioning correctly, the traffic safety maybe endangered.

The vehicle as herein discussed may comprise a means for transportation in broad sensesuch as e.g. a truck, a car, a motorcycle, a trailer, a bus, a bike, a train, a tram, an aircraft, a watercraft, or other similar manned or unmanned means of conveyance.

Due to lack of time and/ or interest, many vehicle drivers may not check their vehicle on aregular basis, at least not as intrusive as may be desired.

Further, some vehicles may be unmanned, so called autonomous vehicles. Thus, there is nodriver present to make any check at all concerning the condition of the vehicle. ln the case of negligent driver and/ or unmanned vehicle, when finally taken to a workshop,it would be a great help for the vehicle mechanic and/ or the vehicle manufacturer to knowfor example how long the error has existed, how it has emerged, if there are any consecutiveerrors, etc. The negligent driver may be of little help for the mechanic in such cases, if noregular vehicle inspections are performed.

Another problem concerns digital maps used in a navigator of the vehicle. Such maps areoften based on collected data which may become obsolete due to road re-/ constructions.This is dangerous for the driver trusting the navigator blindly. For an autonomous vehicle, atrustworthy digital map is crucial for a successful driving; however, updating digital maps require an extensive work effort.

Another problem, perhaps in particular related to autonomous vehicles, is that the vehiclemay have been harmed or damaged due to accident, burglary, sabotage, etc., during park-ing, which may not be detected by existing alerts. The emerged damage may cause a trafficsafety issue, but it may however also be important to detect the event in order to be able toreport the damage to the insurance company and/ or the police department.

Document US20170269593 discloses a control system for an autonomous vehicle, which ischecking functionality of a number of components before starting to drive the autonomousvehicle. Detection of a defect component leads to inactivation of the autonomous drivingfunction. The checked vehicle functions are described as steering, braking, acceleration and/or shifting.

The disclosed control system however does not present a solution to the problems of mal-functioning vehicle-internal communication and/ or vehicle external communication with other entities.

Document US20170205824 presents a method for checking various data of a parked auton-omous vehicle before starting to drive.

Neither this document presents a solution to the problems of malfunctioning vehicle-internal communication and/ or vehicle external communication with other entities.

Document WO2019/088893 describes a vehicle which is adapted for driving manually or inautonomous modes. Certain functions of the vehicle such as lights, stabilisation system andbrakes are checked before permitting change from manual driving mode into autonomous driving mode.

The document concerns change of mode/ allowance for change of modes, not triggering asafe stop or driving permission. lt would thus be desired to improve error detection of a vehicle before releasing the vehicle.

SUMMARY lt is therefore an object of this invention to solve at least some of the above problems andincrease traffic safety by improving anomaly detection of the vehicle.

According to a first aspect of the invention, this objective is achieved by a method in a vehiclefor vehicle self-diagnosis. The method comprises performing a first action of the vehicle,expected to trigger an alert. The method further comprises detecting the alert triggered bythe performed first action. ln addition, the method also comprises performing a second actionof the vehicle, expected to disable the alert. Also, the method comprises detecting that thealert triggered by the performed first action is disabled. The method comprises determiningto allow/ disallow driving of the vehicle, based on the outcome of the performed first action,the detection of the triggered alert, the performed second action and/ or the detection of thedisabled alert.

According to a second aspect of the invention, this objective is achieved by a control ar-rangement in a vehicle. The control arrangement aims at vehicle self-diagnosis of the vehi-cle. The control arrangement is configured to generate a command for performing a firstaction of the vehicle, expected to trigger an alert. Further, the control arrangement is alsoconfigured to detect the that the alert triggered by the performed first action is disabled. Thecontrol arrangement is additionally configured to determine to allow/ disallow driving of thevehicle, based on the outcome of the performed first action, the detection of the triggeredalert, the performed second action and/ or the detection of the disabled alert.

Thanks to the described aspects, by performing the vehicle self-diagnosis by performing thefirst action deliberately causing the alert and then performing the second action for disablingthe alert, and meanwhile monitoring the behaviour of the alerts, it is ascertained that theinternal communication and the alert system associated with the performed actions is func-tioning before issuing a driving permission for the vehicle. ln an arbitrary example of the first action to be performed, the pressure in the brake systemof the vehicle may be decreased by braking. When the pressure in the brake system be-comes lower than a threshold limit, an alert/ error code may be triggered. When the low pressure alert has been detected, the second action comprising increasing the pressure ofthe brake system may then be performed by running the onboard compressor for example,until the low pressure alert has disappeared.

Hereby the successfulness of the performed actions is confirmed, and also the functionalityof the alert handling is verified before allowing the vehicle to start driving, various problemsthat may occur on the vehicle, which normally is/ are detected by an attentive driver, may bedetected by the provided control routine for self-diagnosis, thus increasing traffic safety.

Other advantages and additional novel features will become apparent from the subsequentdetailed description.

FIGURES Embodiments of the invention will now be described in further detail with reference to theaccompanying figures, in which: Figure 1A illustrates a side view of a vehicle according to an embodiment of the inven-tion.

Figure 1B illustrates a vehicle according to an embodiment of the invention, as regardedfrom above.

Figure 2 illustrates a vehicle and a vehicle external entity according to an embodimentof the invention.

Figure 3A illustrates an example of an anomaly detection in an image, according to anembodiment of the invention.

Figure 3B illustrates an example of an anomaly detection in an image, according to anembodiment of the invention.

Figure 3C illustrates an example of an anomaly detection in an image, according to anembodiment of the invention.

Figure 3D illustrates an example of an anomaly detection in an image, according to anembodiment of the invention.

Figure 4A is a flow chart illustrating an embodiment of a first part of a method.

Figure 4B is a flow chart illustrating an embodiment of a second part of the method.

Figure 5 is an illustration depicting a system according to an embodiment.

DETAILED DESCRIPTION Embodiments of the invention described herein are defined as a method and a control ar-rangement, which may be put into practice in the embodiments described below. These em-bodiments may, however, be exemplified and realised in many different forms and are not to be limited to the examples set forth herein; rather, these illustrative examples of embodi-ments are provided so that this disclosure will be thorough and complete.

Still other objects and features may become apparent from the following detailed description,considered in conjunction with the accompanying drawings. lt is to be understood, however,that the drawings are designed solely for purposes of illustration and not as a definition ofthe |imits of the herein disclosed embodiments, for which reference is to be made to theappended claims. Further, the drawings are not necessarily drawn to scale and, unless oth-en/vise indicated, they are merely intended to conceptually illustrate the structures and pro-cedures described herein.

Figure 1A illustrates a scenario with a vehicle 100. The vehicle 100 is driving on a road 115in a driving direction 105.

The vehicle 100 may comprise a means for transportation in broad sense such as e.g. atruck, a car, a motorcycle, a trailer, a bus, a bike, a train, a tram, an aircraft, a watercraft, a drone, a spacecraft, or other similar manned or unmanned means of conveyance.

The vehicle 100 may be driver controlled or driverless (i.e. autonomously controlled) in dif-ferent embodiments. However, the disclosed solution may be of particular advantage for an autonomous vehicle.

The vehicle 100 may comprise various sensors, such as for example one or several forwardlydirected sensor/-s 110, one or several right-side directed sensor/-s 120, one or several back-wards directed sensor/-s 130 and/ or one or several left-side directed sensor/-s 140, as re-garded in the driving direction 105. This is also disclosed on Figure 1B in an overview.

The sensors 110, 120, 130, 140 may be of the same or different types and may comprisee.g. a camera, a stereo camera, an infrared camera, a video camera, a radar, a lidar, anultrasound device, a time-of-flight camera, or similar device, in different embodiments. ln some embodiments, the sensors may comprise e.g. a motion detector and/ or be basedon a Passive Infrared (PIR) sensor sensitive to a person's skin temperature through emittedblack body radiation at mid-infrared wavelengths, in contrast to background objects at roomtemperature; or by emitting a continuous wave of microwave radiation and detect motionthrough the principle of Doppler radar; or by emitting an ultrasonic wave an detecting andanalysing the reflections; or by a tomographic motion detection system based on detectionof radio wave disturbances, to mention some possible implementations.

The sensors 110, 120, 130, 140 may be situated in the vehicle 100 for various functionalitiessuch as e.g. providing environmental information to an Advanced Driver Assistance System(ADAS) or a system for autonomous driving of the vehicle 100.

Such sensors may be situated in the vehicle 100 and be directed out from the vehicle 100,e.g. for detecting an obstacle in front of the vehicle 100. However, a part of the image, videosequence or other information captured by the sensor will cover the own vehicle 100.

By using the on-board sensors for collecting information concerning the own vehicle 100,image, video sequence or other sensor information and analyse this information, e.g. bycomparing this information with a stored ideal image, video sequence or other sensor infor-mation of the vehicle 100, or a part thereof, an anomaly which may be the result from abroken component on the vehicle 100, or signs of an accident close to the vehicle 100, iceon the road 115 etc., could be detected. This solution acts like a second pair of eyes (or theonly pair of eyes in case of an autonomous vehicle), constantly looking for anomalies whichcould indicate failure on the vehicle 100. Hereby, a (part of a) self-diagnosis of the vehicle100 may be performed before starting to drive, and/ or before allowing the vehicle 100 toleave a take-off-zone. The take-off zone may be a parking section, a loading dock, a fencedarea or other similar place where the vehicle 100 is driving at low or limited speed.

The provided solution concerns making an action for provoking an alert of the vehicle 100 toactivate, i.e. making an action that is known to result in an alert or warning, such as forexample lowering the pressure in a brake system of the vehicle 100 by braking. The brakingis made until the low-pressure level alert becomes triggered, hereby ascertaining that thealert works as intended. The pressure of the brake system may then be increased by runningthe onboard compressor for example or external supply of compressed air, until the pressurelevel of the brake system has reached a sufficient/ acceptable level and the alert is disabled.Further, it is monitored that the action for provoking the alert does not trigger any other alert, in some embodiments. ln yet some embodiments, it may be checked whether the vehicle 100 has the correct Func-tional Product Characteristic (FPC)-codes. The FPC codes describe functional characteris-tics of the vehicle 100. lt may also be checked whether the vehicle 100 has active Diagnostic Trouble Codes (DTC),and/ or incorrectly active DTC, before granting driving permission. ln addition, a check may be made whether each ECU of the vehicle 100 has the correct ECUsource address or identity, e.g. by comparing the extracted ECU source address/ identitywith information of a database. Also, a reference number for uniquely identifying the vehicle100 may be extracted and checked for verification e.g. against a database. ln case the vehi-cle 100 does not comprise ECUs having a capacity exceeding a minimum standard limit fordriving autonomously, or the vehicle 100 is on a hot|ist for grounded and/ or stolen vehicles,the vehicle 100 may be immobilised. lt is hereby ascertained that the internal communication and the alert system associated witha certain action is functioning before issuing a driving permission for the vehicle 100. Herebytraffic safety is increased.

Another example of a vehicle self-diagnosis may be to open a door of the vehicle 100, checkthat an alert concerning the open door is generated. Thereafter, the door is closed, and it ischecked that the alert is disabled.

Yet an example may be to detect pressure (of a passenger) on a seat of the vehicle 100,determine whether the belt of the seat is closed and trigger a vehicle immobilisation until thebelt is closed, or the passenger leaves the vehicle 100. ln some embodiments, reception of a confirmation of correspondence betvveen an expectedresult of an action and the resulting outcome of the performed action may be a prerequisitefor issuing a driving permission for the vehicle 100. Thus, a failure to confirm the outcome ofthe action with the expected result may lead to not providing a driving permission for thevehicle 100.

The failure to confirm the outcome of the action with the expected result may for examplehave the cause that the an intended action not being performed, or not being performed asexpected, the alerts not being generated/ disabled as expected, and/ or other non-expectedbehaviour related to the vehicle 100 e.g. by any of the sensors 110, 120, 130, 140, for ex-ample changes in light distribution implies broken or misfit lamps, dirty or broken lamp glassetc.; lack of direction indication light when using the direction indicator implies dirty or brokenindicator lamps; changes in cabin roll-, yaw or pitch angle implies broken cab suspension;detection of errors of high beam area may trigger adjustment of the light; detection of errorsin Adaptive l\/lain Beam function (i.e. that the high beam is turned down when meeting an-other vehicle or traffic user); detection of unsecured cargo; error detection for rain sensor,etc. ln some embodiments, a command for an action is generated, the outcome of the commandis checked and compared with an expected result. ln case they correspond (within a thresh-old limit) the correctness of the action is confirmed. Otherwise, a deviation from the expectedresult of the command/ action is detected. ln an example, a command may be generated for executing a defined action to be performedby an onboard actuator, for example turning the driving wheel left/ right at a certain degree.A measurement of the outcome of the made command, i.e. the driving wheel angle may bemade, after a certain defined time period. A comparison may then be made between theexpected value according to the generated command, and the measured outcome of thecommand. ln case the difference between these entities exceeds a threshold limit (whichmay be for example 5% difference, 10% difference or other predefined or configurablevalue), the detected deviation may trigger for example a limited driving permission, for ex-ample driving slower than a certain speed limit, driving with increased distance to an infrontvehicle, only driving at non-rush hours, only driving at certain roads, only driving to the work-shop, completely inhibited driving permission, etc.

The failure to obtain a confirmation may furthermore relate to defect communication with thesensors 110, 120, 130, 140 and/ or malfunctioning sensors 110, 120, 130, 140 or actuators;or malfunctioning positioning. Further a check may be made concerning wireless communi- cation with a vehicle external entity, such as exemplified in Figure 2.

Figure 2 illustrates a vehicle 100 communicating wirelessly with a vehicle external entity 200 via a wireless transceiver 210.

The wireless communication may be made over a wireless communication interface, suchas e.g. Vehicle-to-Vehicle (V2V) communication, or Vehicle-to-Infrastructure (V21) commu-nication. The common term Vehicle-to-Everything (V2X) is sometimes used. ln some embodiments, the communication between the entities 100, 200 may be performedvia V2V communication, e.g. based on Dedicated Short-Range Communications (DSFIC)devices. DSFIC works in 5.9 GHz band with bandwidth of 75 I\/lHz and approximate range of1000 m in some embodiments.

The wireless communication may be made according to any IEEE standard for wireless ve-hicular communication like e.g. a special mode of operation of IEEE 802.11 for vehicularnetworks called Wireless Access in Vehicular Environments (WAVE). IEEE 802.11p is anextension to 802.11 Wireless LAN medium access layer (MAC) and physical layer (PHY) specification.

Other wireless communication options are e.g. Wi-Fi, Bluetooth, RFID, 3GPP LTE, etc. ln some embodiments, a test concerning the functionality of the wireless communicationbetween the vehicle 100 and the vehicle external entity 200, and/ or the functionality of thevehicle external entity 200 may be made.

The test may be made by emitting a signal to the vehicle external entity 200 encouraging itto return a response message. ln case a return signal is received from the vehicle externalentity 200, the conclusion that the wireless communication between the respective entities100, 200 is functioning.

However, a more sophisticated test may be e.g. a challenge-response mechanism. A mes-sage (challenge) may be sent from the vehicle 100 to the vehicle external entity 200. Thevehicle external entity 200 may perform an agreed operation on the challenge, for exampleadding a shared secret value to the challenge and computing a hash according to a knownalgorithm. The computed result (response) is then returned to the vehicle 100, where a com-parison may be made by making the same operations at the vehicle 100 i.e. adding theshared secret value to the challenge and computing the hash. ln case the values are identi-cal, the vehicle external entity 200 could be considered functioning. lt is also verified that thevehicle external entity 200 is not spoofed.

Other functionality tests may comprise passwords, mutual authentication by using a two-way challenge-response mechanism and similar.

The vehicle external entity 200 is in the illustrated embodiment attached to a database 220and a vehicle external sensor 230, such as for example a camera, lidar, radar, etc. ln some embodiments, an anomaly of the vehicle 100 may be detected based on sensordata captures by the vehicle external sensor 230, which may capture sensor data of thevehicle 100 such as damage that has been made due to hooliganism, or a flat tyre.

Thus, the vehicle 100 may request sensor data from the vehicle external sensor 230 fromthe vehicle external entity 200 for detecting anomalies related to the vehicle 100.

Figure 3A illustrates an example of a vehicle interior of the vehicle 100 and depicts how thepreviously scenario in Figure 1A, 1 B and/ or Figure 2 may be perceived by a potential driver or passenger of the vehicle 100.

The vehicle 100 comprises a control arrangement 310, for vehicle self-diagnosis of the vehi-cle 100, thus determining whether the vehicle 100 could be allowed or disallowed to drive.The control arrangement 310 may comprise or be attached to a database 320, where ex-pected reference values of the vehicle 100 may be stored. ln the illustrated embodiment, an alert of the display 330 may be activated by provocation.ln this case, the pressure in a brake system of the vehicle 100 may be decreased by sendinga braking signal to a braking actuator. When the alert is realised, caused by the low brakingpressure, the braking may be inhibited and instead, the pressure may be increased by gen-erating a starting signal to the compressor. The pressure of the brake system may then beincreased by running the onboard compressor for example, until the pressure level of thebrake system has reached a sufficient/ acceptable level and the alert is disabled. Further, itis monitored that the action for provoking the alert does not trigger any other alert, in someembodiments.

Figure 3B illustrates an example of a vehicle interior of the vehicle 100 and depicts how thepreviously scenario in Figure 1A, 1 B and/ or Figure 2 may be perceived by a potential driveror passenger of the vehicle 100.

The control arrangement 310 may collect information from sensors 110, 120, 130, 140 of thevehicle 100 and/ or vehicle external sensors 230. This information may be stored in the da-tabase 320. Later, a comparison may be made between currently collected sensor data andpreviously stored sensor data retrieved from the database 320.

The sensors 110, 120, 130, 140 may be turned and/ or re-directed in different directions andthe devices intended to display objects outside a driver's direct field of vision may presentthe adjusted view of the associated sensor 110, 120, 130, 140.

The control arrangement 310 may communicate with the other vehicle internal units such asthe sensors 110, 120, 130, 140 and/ or actuators via e.g. a communication bus. The com-munication bus may comprise e.g. a Controller Area Network (CAN) bus, a Media OrientedSystems Transport (MOST) bus, or similar. However, the datalink may alternatively be madeover a wireless connection comprising, or at least be inspired by any wireless communication technology such as e.g. Wi-Fi, Bluetooth, etc. ln the illustrated embodiment, a message is displayed on the display 330, for making a po-tential driver/ passenger attentive on the observed and detected anomaly, and for facilitatethe reader's understanding. However, there may not be any display 330 in the vehicle 100at all.

The control arrangement 310 may be configured to image recognition/ computer vision andobject recognition.

Computer vision is a technical field comprising methods for acquiring, processing, analysing,and understanding images and, in general, high-dimensional data from the real world in orderto produce numerical or symbolic information. A theme in the development of this field hasbeen to duplicate the abilities of human vision by electronically perceiving and understandingan image. Understanding in this context means the transformation of visual images (the inputof retina) into descriptions of world that can interface with other thought processes and elicitappropriate action. This image understanding can be seen as the disentangling of symbolicinformation from image data using models constructed with the aid of geometry, physics,statistics, and learning theory. Computer vision may also be described as the enterprise ofautomating and integrating a wide range of processes and representations for vision percep- tion.

The image data of the sensors 110, 120, 130, 140 may take many forms, such as e.g. im-ages, video sequences, views from multiple cameras, or multi-dimensional data from a scan- Fler.

By comparing an expected/ normal state, extracted from the database 320 with current statesensor data, as captured from one or several sensors 110, 120, 130, 140, a confirmation ofan expected state may be made. Alternatively, an anomaly may be detected. ln the illustratedscenario, a crack on the head lamp glass is detected. ln some embodiments, a recommendation may also be presented for the driver/ passenger/owner concerning what to do. ln the case of a detected crack in the windshield, the driver/passenger/ owner may be advised to cover the crack from the outside with a piece of trans-parent tape and then drive to a glass repairing workshop. ln case no human is in the vehicle100, the vehicle 100 may decide to drive to the workshop anyway in some embodiments. Viaa wireless internet connection, a search may be made for such workshops close to the geo-graphical position of the vehicle 100, and/ or in the driving direction 105 of the vehicle 100,and a recommendation may be made based on e.g. a price comparison, an instant service availability check and/ or customer satisfaction of previous customers, if such information is available.

Figure 3C illustrates yet an example of a vehicle interior of the vehicle 100 and depicts howa scenario wherein a broken head lamp glass may be perceived from inside an autonomousvehicle 100, and by a vehicle owner (or other person being responsible for the vehicle 100)via a vehicle external presentational device 200, situated on a distance from the vehicle 100.

The vehicle 100, besides the already presented control arrangement 310, data storage de-vice 320 and sensors 110, 120, 130, 140 may comprise a wireless transmitter or transceiver150. The transmitter 150 may communicate wirelessly with the presentational device 200 of the vehicle owner/ supervisor.

Communication may be made over a wireless communication interface, such as e.g. any one of the previously enumerated, or similar. ln the illustrated embodiment, the sensor data comparison has resulted in detecting that thevehicle 100 has a broken head lamp glass on the left side. The detected anomaly thus resultsfrom a malfunctioning physical vehicle part. As driving with malfunctioning head lights is ille-gal (in at least some jurisdictions), the vehicle 100 has been parked at the roadside and thegeographical position of the vehicle 100 is sent to the presentational device 200.

Thereby, the owner/ corresponding responsible person/ autonomous repairbot may be in-formed about the situation and may take appropriate measures, such as bringing correctspare parts and tools, informing a transportation receiver (if any) about the delay and ask someone to drive to the vehicle 100 for repairing it.

The geographical position of the vehicle 100 may be determined by the positioning unit 340in the vehicle 100, which may be based on a satellite navigation system such as the Naviga-tion Signal Timing and Ranging (Navstar) Global Positioning System (GPS), Differential GPS(DGPS), Galileo, GLONASS, or the like.

The geographical position of the positioning unit 340, (and thereby also of the vehicle 100)may be made continuously with a certain predetermined or configurable time intervals ac- cording to various embodiments.

Positioning by satellite navigation is based on distance measurement using triangulationfrom a number of satellites 350a, 350b, 350c, 350d. ln this example, four satellites 350a,350b, 350c, 350d are depicted, but this is merely an example. More than four satellites 350a, 350b, 3500, 350d may be used for enhancing the precision, or for creating redundancy. Thesatellites 350a, 350b, 3500, 350d continuously transmit information about time and date (forexample, in coded form), identity (which satellite 350a, 350b, 3500, 350d that broadcasts),status, and where the satellite 350a, 350b, 3500, 350d are situated at any given time. TheGPS satellites 350a, 350b, 3500, 350d sends information encoded with different codes, forexample, but not necessarily based on Code Division Multiple Access (CDMA). This allowsinformation from an individual satellite 350a, 350b, 3500, 350d distinguished from the others'information, based on a unique code for each respective satellite 350a, 350b, 3500, 350d.This information can then be transmitted to be received by the appropriately adapted posi-tioning device comprised in the vehicle 100.

Distance measurement can according to some embodiments comprise measuring the differ-ence in the time it takes for each respective satellite signal transmitted by the respectivesatellites 350a, 350b, 3500, 350d to reach the positioning unit 340. As the radio signals travelat the speed of light, the distance to the respective satellite 350a, 350b, 3500, 350d may becomputed by measuring the signal propagation time.

The positions of the satellites 350a, 350b, 3500, 350d are known, as they continuously aremonitored by approximately 15-30 ground stations located mainly along and near the earth'sequator. Thereby the geographical position, i.e. latitude and longitude, of the vehicle 100may be calculated by determining the distance to at least three satellites 350a, 350b, 3500,350d through triangulation. For determination of altitude, signals from four satellites 350a,350b, 3500, 350d may be used according to some embodiments.

The geographical position of the vehicle 100 may alternatively be determined, e.g. by havingtransponders positioned at known positions around the route of the vehicle 100 and a dedi-cated sensor in the vehicle 100, for recognising the transponders and thereby determiningthe position; by detecting and recognising WiFi networks (WiFi networks along the route maybe mapped with certain respective geographical positions in a database); by receiving aBluetooth beaconing signal, associated with a geographical position, or other signal signa-tures of wireless signals such as e.g. by triangulation of signals emitted by a plurality of fixedbase stations with known geographical positions. The position may alternatively be enteredby a passenger in the vehicle 100.

Having determined the geographical position of the positioning unit 340 (or in another way),it may be presented on the presentational device 200, e.g. on a map where the position ofthe vehicle 100 may be marked, in some embodiments.

Figure 3D illustrates another example of a vehicle interior of the vehicle 100 and depicts ascenario wherein a detected anomaly comprises a plausible deviation of information in adigital map, based on at least a part of sensor data, depicting vehicle surroundings.

According to some embodiments, the captured sensor data may be compared with a mapstate. Such comparison may result in a detection of a different number of lanes in reality thanaccording to the map data, due to a recent roadwork etc., or simply an error in the storedmap data or malfunctioning navigator 340. This is merely an arbitrary example of such pos-sible deviation between the reality as captured by the vehicle sensors 110, 120, 130, 140.Other examples may be new road/ entrance/ exit; new speed limit on an existing road; thata road has been changed into unidirectional, etc. The sensors 110, 120, 130, 140 may cap-ture and collect information from the road, traffic signs etc., continuously while driving, anda comparison may be made with map data, and information associated with the geographicalposition of the vehicle 100, such as speed limit and other restrictions. ln case correspondence between the reality and the stored map data could not be confirmed,an alert may be outputted for informing a person responsible of the digital map concerningthe detected anomaly. Such alert may also be provided to the passenger, if any, via thedisplay 330, and/ or to a vehicle owner/ supervisor on the presentational device 200.

For autonomous vehicles, it is important that map data can be trusted for navigation, as theremay not be any driver present to notice and react on deviations from the map data, due to e.g. a road work, an accident or similar. ln some embodiments, the on-board sensors 110, 120, 130, 140 may detect indications ofan accident, or a hazardous situation on, or in the vicinity of the road, such as e.g. a station-ary vehicle on a highway; a reversing vehicle on a highway; a vehicle driving against thedriving direction on a road; a vehicle driving in a pedestrian zone or bicycle path; people oranimals lying on the road, etc. ln such case, besides slowing down and/ or stopping the ownvehicle 100, information concerning the detected accident indication may be sent to a policedepartment, a traffic surveillance centre, an emergency centre or similar entity.

Figures 4A-4B illustrate an example of a method 400 according to an embodiment. The flowchart in Figures 4A-4B shows the method 400 for use in a vehicle 100. The method 400 aimsat providing vehicle self-diagnosis.

The vehicle 100 may be e.g. a truck, a bus, a car, or similar means of conveyance as previ- ously mentioned, configured for autonomous driving.

The vehicle 100 may comprise a plurality of sensors 110, 120, 130, 140, pointable in variousdifferent directions around the vehicle 100, and having a respective surveillance area whichat least partly covers a part of the own vehicle 100. ln order to correctly be able to make the vehicle self-diagnosis, the method 400 may com-prise a number of steps 401-411. However, some of these steps 401 -41 1 may be performedin various alternative manners. Some method steps may only be performed in some optionalembodiments; such as e.g. steps 405-409 and/ or 41 1. Further, the described steps 401-411may be performed in a somewhat different chronological order than the numbering suggests.The method 400 may comprise the subsequent steps: Step 401 comprises performing a first action of the vehicle 100, expected to trigger an alertor error code. The first action may comprise lowering the pressure of the vehicular brakingsystem, attempting to start to drive with the parking brake activated, opening a door or hood,attempting to start to drive with the service brake activated, or similar.

The purpose of the performance of the first action is to provoke triggering of the alert/ errorcode and thereby verify both that the action is performed, and that the alert system functionsas expected.

Step 402 comprises detecting the alert or error code triggered by the performed 401 first action.

The triggered alert/ error code depends on the first action, and may for example comprise awarning for low brake pressure, a warning that the parking brake is activated, a warning thata door/ hood is open, that the service brake is active while attempting to drive, etc.

By checking the triggered alert/ error code, it is verified that the performed 401 first actionhas been correctly performed and that the alert system functions as expected, at least con-cerning the triggered alert.

Step 403 comprises performing a second action of the vehicle 100, expected to disable thealert/ error code.

The second action may thus be related to the performed 401 first action and the triggeredalert/ error code and for example comprise starting a compressor for building up the brake pressure, deactivate the parking brake, closing the door/ hood, releasing the service brake,etc.

Step 404 comprises detecting that the alert/ error code triggered by the performed 401 firstaction is disabled, i.e. that the previously detected 402 alert is disabled, such as the warningfor low brake pressure, the warning that the parking brake is activated, the warning that adoor/ hood is open, that the service brake is active while attempting to drive, etc. lt is hereby ascertained that the second action has been correctly performed and verified/confirmed that the alert functions as expected. ln some embodiments, a check may also be made that the performed 401, 402 first and/ orsecond actions have not activated any other alert/-s than the expected one.

Step 405, which may be performed only in some particular embodiments, comprises obtain-ing a confirmation, confirming that an outcome of a performed action corresponds with an expected result.

The failure to obtain the confirmation may be the result from a malfunctioning physical vehicle part or malfunctioning intravehicular communiation in some embodiments.

Further, in some embodiments, the failure of confirming the performed action may result froma deviation from an expected condition of the vehicle 100, under current driving conditions.For example, the anomaly/ deviation may comprise sending a defined input command to anactuator of the vehicle 100, for example an instruction to turn the driving wheel at 10 degrees.A measurement may then be made after a time period, of the turning angle of the drivingwheel, and a comparison may be made between the made command to the actuator and theresulting outcome of the actuator operation. ln case the difference between the comparedvalues exceeds a threshold limit, such as e.g. 5%, it may be concluded that an anomaly isdetected.

Another example may comprise activating the horn, listen for the sound of the horn with asound sensitive sensor and confirm that the outcome of the performed action correspondswith the expected result; or alternatively conclude that an anomaly has been detected whenthe sound of the horn could not be detected in the expected time range.

Yet other examples may comprise increase/ decrease vehicle speed, determine speed ofthe vehicle 100 after a time period, compare the resulting speed with an expected speed and confirm that the outcome of the performed action corresponds with the expected result; oralternatively conclude that an anomaly has been detected when the difference between thetvvo values exceeds a threshold limit, such as e.g. 5%, 10%, 20% etc.

Other examples may be to activate lights of the vehicle 100 such as head light, parking light,blinkers, etc., search for the activated light with an onboard sensor and confirm correctness/fail to confirm correctness of the performed action and/ or conclude a that an anomaly hasbeen detected when the ignited light could not be detected in the expected time range.

The confirmation may be made, based on image recognition in some embodiments, of sen-sor data obtained from a vehicle external sensor 230.

Step 406, which may be performed only in some particular embodiments wherein step 405has been performed, comprises executing a third action in order to determine a cause of thefailure to obtain 405 the confirmation, eliminate or at least reduce the impact of the failure toobtain 405 the confirmation.

The third action may for example comprise extracting sensor data from a database 320,obtain error code information, request service/ maintenance/ cleaning from a service pro-vider, contacting a vehicle owner or other responsible person and inform about the action confirmation failure, and similar actions.

Step 407, which may be performed only in some particular embodiments, comprises check-ing functionality of a wireless communication between a control arrangement 310 of the ve-hicle 100 and a vehicle external entity 200.

Thus, a communication failure in the wireless communication of the vehicle 100 with envi-ronmental entities 200 may be detected. As traffic safety in particular of autonomous vehiclesin a 5G traffic environment is highly depending on correct wireless communication, commu-nication failure may have devastating consequences, why inability to wireless communica-tion may disallow the vehicle 100 from driving. ln some embodiments, the vehicle 100 maybe permitted to drive only below a maximum speed, e.g. 50 km/h, to the closest workshop for maintenance.

Step 408, which may be performed only in some particular embodiments, comprises check-ing functionality of a communication between a control arrangement 310 of the vehicle 100and a vehicle sensor 110, 120, 130, 140.

For an autonomous vehicle, lack of environmental sensor data, or insufficient environmentaldata, may be devastating to road safety. lnability to obtain sensor data from the vehicle sen-sors 110, 120, 130, 140 may correspond to driving a manned vehicle blindfolded, why ina-bility to receive communication may disallow driving of the vehicle 100 totally.

However, this is of course dependent on which sensor/-s 110, 120, 130, 140 for which infor-mation cannot be received. ln case a redundant sensor, i.e. a sensor having a cover areathat may be monitored by one or several other sensors cannot be communicated, the vehicle100 may be allowed to drive at limited speed such as e.g. 50 km/h to the closest workshop for maintenance, for example.

Step 409, which may be performed only in some particular embodiments, comprises esti-mating brake performance and friction between the tyres of the vehicle 100 and the under-neath 115.

Hereby, an icy road may be detected early during the driving and a more cautious drivingmode may be selected for example; or a tyre changing service vehicle may be alerted forcoming and changing tyres into snow tyres. Driving may be completely disallowed in casethe estimated brake performance and/ or friction is lower than a first threshold level. ln someembodiments, the vehicle 100 may be permitted to drive at a limited speed such as 50 km/hwhen the estimated brake performance and/ or friction is higher than the first threshold levelbut lower than a second threshold level, in some embodiments.

Step 410 comprises determining to allow/ disallow driving of the vehicle 100, based on theoutcome of the performed 401 first action, the detection 402 of the triggered alert, the per-formed 403 second action and/ or the detection 404 of the disabled alert.

Thus, in case the performed 401 first action does not result in a triggered alert that could bedetected 402 and/ or that the triggered alert cannot be disabled, it is determined to disallow driving. ln some embodiments wherein step 405 has been performed, it may be determined 410 toallow/ disallow driving further based on the obtained 405 confirmation/ failure to obtain 405the confirmation. ln some embodiments wherein step 406 has been performed, it may be determined 410 toallow/ disallow driving further based on the outcome of the executed 406 third action. ln some embodiments wherein step 407 has been performed, it may be determined 410 toallow/ disallow driving further based on the outcome of the performed functionality check407. ln some embodiments wherein step 408 has been performed, it may be determined 410 toallow/ disallow driving further based on the outcome of the performed functionality check408. ln some embodiments wherein step 409 has been performed, it may be determined 410 toallow/ disallow driving is performed further based on the estimated 409 brake performance and friction.

Thereby, by performing the first action for deliberately trigger “error detection”, and thencheck that the alert/ error code is acknowledged; and thereafter reversing the process byperforming the second action for disabling the alert/ error code, it is ensured that the vehicle100 can continue a so-called “Safe Take Off” in autonomy mode. Thanks to the performedactions, it is ensured that the entire chain for handling error codes really works. ln case driv-ing permission cannot be given, the deviation may be handled differently depending on thetype of deviation and severity thereof.

Step 411, which may be performed only in some particular embodiments may comprise, incase it has been determined 410 to disallow driving of the vehicle 100, to perform an activityor measure for remedy any anomaly or reason for not being able to confirm a performed action, and enable driving allowance of the vehicle 100.

The activity/ measure may be to send a signal to a communication device 200 of the owner or other responsible person for example in a traffic surveillance tower.

The performed 411 measure may comprise outputting an alert for informing a person re-sponsible of the vehicle 100 concerning the lack of obtaining 405 a confirmation of a per-formed action.

Information concerning the error/ anomaly detection/ confirmation failure may be stored in avehicle inspection file which may be situated in an onboard/ offboard data storage device220, 320 or at any other convenient location, in different embodiments.

Thereby vehicle inspection is facilitated as crucial information may be saved and provided toa mechanic, who thanks to the vehicle inspection file immediately may understand and draw conclusions on what problems has occurred on the vehicle 100. After a successful vehicleinspection and remedy of any detected anomaly, the vehicle 100 may be given driving allow- GHCG.

Figure 5 illustrates an embodiment of a system 500 in a vehicle 100 for vehicle self-diagno-sis. The system 500 may perform at least some of the previously described method steps401-411 according to the method 400 described above and illustrated in Figures 4A-B.

The system 500 comprises at least one control arrangement 310 in the vehicle 100, for ve-hicle self-diagnosis. The control arrangement 310 is configured to generate a command forperforming a first action of the vehicle 100, expected to trigger an alert/ error code. Further,the control arrangement 310 is configured to detect the alert/ error code triggered by theperformed first action. Also, the control arrangement 310 is configured to generate a com-mand for performing a second action of the vehicle 100, expected to disable the alert. Thecontrol arrangement 310 is in addition configured to detect the that the alert triggered by theperformed first action is disabled. The control arrangement 310 is also configured to deter-mine to allow/ disallow driving of the vehicle 100, based on the outcome of the performedfirst action, the detection of the triggered alert, the performed second action and/ or the de-tection of the disabled alert. ln some embodiments, the control arrangement 310 is configured to obtain a confirmation,confirming that an outcome of a performed action corresponds with an expected result. Also,the control arrangement 310 is configured to determine to allow/ disallow driving of the vehi-cle 100, further based on the obtained confirmation/ lack of confirmation.

The lack of confirmation may have resulted from a malfunctioning physical vehicle part insome embodiments. Further, according to some embodiments, the lack of confirmation maybe due to a deviation from an expected condition of the vehicle 100, under current drivingconditions. ln some particular embodiments, the anomaly may comprise a deviation of infor-mation in a digital map, and/ or an error of a positioning device 340.

The control arrangement 310 may in some embodiments be configured to execute an actionin order to determine the cause of the lack of confirmation, eliminate or at least reduce theimpact of the lack of confirmation, and/ or to detect further anomalies of the vehicle 100,caused by the same cause having resulted in the lack of confirmation. ln addition, the controlarrangement 310 may be further configured to determine to allow/ disallow driving of thevehicle 100, based on the outcome of the executed third action.

Furthermore, the control arrangement 310 may check functionality of a wireless communi-cation between the control arrangement 310 of the vehicle 100 and a vehicle external entity200 in some embodiments. The control arrangement 310 may also be configured to deter-mine to allow/ disallow driving of the vehicle 100, based on the outcome of the performedfunctionality check.

The control arrangement 310 may be configured to check functionality of a communicationbetween the control arrangement 310 and a vehicle sensor 110, 120, 130, 140. The com-munication is typically made over a wired or wireless bus. The control arrangement 310 mayadditionally be configured to determine to allow/ disallow driving of the vehicle 100, basedon the outcome of the performed functionality check. ln yet some embodiments, the control arrangement 310 may also be configured to estimatebrake performance and/ or friction between the tires of the vehicle 100 and the underneath115. The control arrangement 310 may furthermore be configured to determine to allow/disallow driving of the vehicle 100, based on the estimated brake performance/ friction.

The control arrangement 310 may also be configured to, when having determined to disallowdriving of the vehicle 100, perform a measure for enabling driving allowance of the vehicle100.

Also, the control arrangement 310 may be configured to, when the successfulness of theperformed action cannot be confirmed, the performed measure may comprise outputting analert for informing a person responsible of the vehicle 100 concerning the lack of action con- firmation.

The system 500 may comprise an actuator, for performing the first and/ or the second ac- tions.

Further, the system 500 also may comprise a sensor 110, 120, 130, 140 of the vehicle 100,for capturing sensor data related to the vehicle 100.

The system 500 may comprise a vehicle external sensor 230 in some embodiments.

The system 500 may in addition comprise a data storage device 220, 320 for storing capturedsensor data of a normal state of the vehicle 100.

Also, the system 500 may further comprise a vehicle external entity 200, for wireless com-munication with the control arrangement 310.

The control arrangement 310 may comprise a receiving circuit 510 configured for receivinga signal from the sensors 110, 120, 130, 140, 230; and/ or from the data storage device 320.

Further, the control arrangement 310 may comprise a processing circuitry 520 configured forperforming at least some of the method steps 401-411 of the above described method 400,according to some embodiments.

Such processing circuitry 520 may comprise one or more instances of a processing circuit,i.e. a Central Processing Unit (CPU), a processing unit, a processing circuit, an ApplicationSpecific Integrated Circuit (ASIC), a microprocessor, or other processing logic that may in-terpret and execute instructions. The herein utilised expression “processing circuitry” maythus represent/ comprise a plurality of processing circuits, such as, e.g., any, some or all of the ones enumerated above.

Furthermore, the control arrangement 310 may comprise a memory 525 in some embodi-ments. The optional memory 525 may comprise a physical device utilised to store data orprograms, i.e., sequences of instructions, on a temporary or permanent basis. According tosome embodiments, the memory 525 may comprise integrated circuits comprising silicon-based transistors. The memory 525 may comprise e.g. a memory card, a flash memory, aUSB memory, a hard disc, or another similar volatile or non-volatile storage unit for storingdata such as e.g. ROIVI (Read-Only l\/lemory), PROIVI (Programmable Read-Only Memory),EPROIVI (Erasable PROIVI), EEPROIVI (Electrically Erasable PROIVI), etc. in different embod- iments.

Further, the control arrangement 310 may comprise a signal transmitter 530 in some em-bodiments. The signal transmitter 530 may be configured for transmitting a signal to e.g. thepresentational device 200, the data storage device 320, and/ or to an actuator.

The above described steps 401-41 1 to be performed in the vehicle 100 may be implementedthrough the one or more processing circuitry 520 within the control arrangement 310, to-gether with computer program product for performing at least some of the functions of thesteps 401-411.Thus a computer program product, comprising instructions for performing thesteps 401-411 in the control arrangement 310 may perform the method 400 comprising atleast some of the steps 401-411 for vehicle diagnosis, when the computer program is loadedinto the one or more processing circuitries 520 of the control arrangement 310.

Further, some embodiments of the invention may comprise a vehicle 100, comprising thecontrol arrangement 310, for vehicle self-diagnosis, according to at least some of the methodsteps 401 -41 1.

The computer program product mentioned above may be provided for instance in the formof a data carrier carrying computer program code for performing at least some of the steps401-411 according to some embodiments when being loaded into the one or more pro-cessing circuitries 520 of the control arrangement 310. The data carrier may be, e.g., a harddisk, a CD ROIVI disc, a memory stick, an optical storage device, a magnetic storage deviceor any other appropriate medium such as a disk or tape that may hold machine readabledata in a non-transitory manner. The computer program product may furthermore be pro-vided as computer program code on a server and downloaded to the control arrangement 310 remotely, e.g., over an Internet or an intranet connection.

The terminology used in the description of the embodiments as illustrated in the accompa-nying drawings is not intended to be limiting of the described method 400; the control ar-rangement 310; the computer program; the system 500 and/ or the vehicle 100. Variouschanges, substitutions and/ or alterations may be made, without departing from inventionembodiments as defined by the appended claims.

As used herein, the term “and/ or” comprises any and all combinations of one or more of theassociated listed items. The term “or” as used herein, is to be interpreted as a mathematicalOR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR), unless ex-pressly stated othen/vise. ln addition, the singular forms “a”, “an” and “the” are to be inter-preted as “at least one”, thus also possibly comprising a plurality of entities of the same kind,unless expressly stated othen/vise. lt will be further understood that the terms “includes”,“comprises”, “including” and/ or “comprising”, specifies the presence of stated features, ac-tions, integers, steps, operations, elements, and/ or components, but do not preclude thepresence or addition of one or more other features, actions, integers, steps, operations, ele-ments, components, and/ or groups thereof. A single unit such as e.g. a processing circuitrymay fulfil the functions of several items recited in the claims. The mere fact that certainmeasures are recited in mutually different dependent claims does not indicate that a combi-nation of these measures cannot be used to advantage. A computer program may be stored/distributed on a suitable medium, such as an optical storage medium or a solid-state mediumsupplied together with or as part of other hardware, but may also be distributed in other forms such as via Internet or other wired or wireless communication system.

Claims

1. A method (400) in a vehicle (100) for vehicle self-diagnosis, which method (400) comprises the steps of: performing (401) a first action of the vehicle (100), expected to trigger an alert; detecting (402) whether the expected alert was triggered by the performed (401)first action; performing (403) a second action of the vehicle (100), expected to disable the alert; detecting (404) that-whether the alert expected to be triggered by the performed(401) first action is-gdisabled by the second action; and determining (410) Whether to allowgrl disallow driving of the vehicle (100), based on the outcome of the detection (402) of the triggered alert, and/ or the detection (404) of the disabled alert.

2. The method (400) according to claim 1, further comprising the step of:obtaining (405) a confirmation, confirming that an outcome of a performed actioncorresponds with an expected result; and wherein the determination (410) whether to allow! ïdisallow driving is performed further based on the obtained (405) confirmation.

3. The method (400) according to claim 2 further comprising, When no confirmation isobtained (405), the step of: executing (406) a third action in order to determine a cause of the failure to obtain(405) the confirmation, eliminate or at least reduce the impact of the failure to obtain (405)the confirmation; and wherein the step of determining (410) Whether to allowﬂl disallow driving is performed further based on the outcome of the executed (406) third action.

4. The method (400) according to any one of claims 1-3, further comprising the stepof: checking (407) functionality of a wireless communication bet\Neen a control arrange-ment (310) of the vehicle (100) and a vehicle external entity (200); and wherein the step ofdetermining (410) Whether to allowﬂ! disallow driving is performed further based on the outcome of the performed functionality check (407).

5. The method (400) according to any one of claims 1-4, further comprising the stepof: checking (408) functionality of a communication between a control arrangement(310) of the vehicle (100) and a vehicle sensor (110, 120, 130, 140); and wherein the step of determining (410) whether to allowﬂl disallow driving is performed further based on the outcome of the performed functionality check (408).

6. The method (400) according to any one of claims 1-5, further comprising the stepof: estimating (409) brake performance and friction between the tyres of the vehicle(100) and an underneath (115); and wherein the step of determining (410) whether to allow!g disallow driving is performed further based on the estimated (409) brake performance and friction.

7. The method (400) according to any one of claims 1-6, when having determined(410) to disallow driving of the vehicle (100), further comprising the step of:performing (411) an activity to remedy any anomaly in order to enable driving allow- ance of the vehicle (100).

8. The method (400) according to claim 7 wherein the performed (411) activity com-prises outputting an alert for informing a person responsible of the vehicle (100) concerningthe disabled driving of the vehicle (100).

9. A control arrangement (310) in a vehicle (100), for vehicle self-diagnosis, whereinthe control arrangement (310) is configured to: generate a command for performing a first action of the vehicle (100), expected totrigger an alert; detect whether the expected alert was triggered by the performed first action; generate a command for performing a second action of the vehicle (100), expectedto disable the alert; detect whether the that-the-alert expected to be triggered by the performed firstaction gis disabled bv the performed second action: and determine whether to allowﬂ! disallow driving of the vehicle (100), based on the outcome of the detection of the triggered alert, end-aetien-and/ or the detection of the disabled alert.

10. The control arrangement (310) according to claim 9, further configured to:obtain a confirmation, confirming that an outcome of a performed action corre-sponds with an expected result; and determine whether to allowlgr disallow driving of the vehicle (100), further based on the obtained confirmation. 26

11. The control arrangement (310) according to claim 10, further configured to:execute a third action when no confirmation is obtained confirming that an outcomeof a performed action corresponds with an expected result, in order to determine a cause of the failure to obtain the confirmation; eliminate or at least reduce the impact of the failure to obtain the confirmation;anddetermine whether to allowllgr disallow driving of the vehicle (100), based onthe outcome of the executed third action.

12. The control arrangement (310) according to any one of claims 9-11, further config-ured to: check functionality of a wireless communication between the control arrangement(310) and a vehicle external entity (200); anddetermine whether to allowlﬂ disallow driving of the vehicle (100), based on the outcome of the performed functionality check.

13. ured to: The control arrangement (310) according to any one of claims 9-12, further config- check functionality of a communication between the control arrangement (310) anda vehicle sensor (110, 120, 130, 140); anddetermine whether to allowﬂ! disallow driving of the vehicle (100), based on the outcome of the performed functionality check.

14. ured to: The control arrangement (310) according to any one of claims 9-13, further config- estimate brake performance and friction between the tires of the vehicle (100) andthe underneath (115); anddetermine whether to allowlﬂ disallow driving of the vehicle (100), based on the estimated brake performance and friction.

15. ured to, when having determined to disallow driving of the vehicle (100), perform an activity The control arrangement (310) according to any one of claims 9-14, further config- to remedy any anomaly in order to enable driving allowance of the vehicle (100).

16. comprises outputting an alert for informing a person responsible of the vehicle (100) con- The control arrangement (310) according to claim 15, wherein the performed activity cerning the disabled driving of the vehicle (100).

17. A computer program comprising instructions Which, When the program is executedby a computer, cause the computer to carry out the method (400) according to any one of claims 1-8. 5

18. A computer-readable medium comprising instructions Which, When executed by acomputer, cause the computer to carry out the method (400) according to any one of claims1-8.

19. A vehicle (100) comprising a control arrangement (310) according to any one of10 claims 9-16.