WO2006056355A2

WO2006056355A2 - Diagnostic and service system for a motor vehicle

Info

Publication number: WO2006056355A2
Application number: PCT/EP2005/012290
Authority: WO
Inventors: Hans Braun; Jochen Feese; Michael Froehlich; Andreas Gusewski; Guozhong Wang; Ming Zhang
Original assignee: Daimlerchrysler Ag
Priority date: 2004-11-23
Filing date: 2005-11-16
Publication date: 2006-06-01
Also published as: DE102004056434A1; WO2006056355A3

Abstract

According to known methods in prior art, measures are only taken if a triggering event occurs, if for example sampled values indicate a potential deviation of an operating component from its target operating condition. The invention relates to a method for operating a diagnostic and service system in a motor vehicle, according to which actions and/or measurements are initiated in order to verify, diagnose and/or calibrate and the reactions or results thus obtained are registered, stored and further processed in evaluation units. Said method is characterised in that said actions and/or measurements take place in the idle phase of the vehicle. The invention is particularly suitable for operating a diagnostic and service system in a motor vehicle.

Description

Diagnostic and Serviecesystem for a motor vehicle

The invention relates to a method for operating a diagnostic and Serviecesystems in a motor vehicle according to the preamble of patent claim 1.

From the document DE 103 19 493 Al a remote diagnosis and forecasting method for complex systems for monitoring the performance of a particular vehicle is known. Samples are acquired from electric signals that generate operating components of the vehicle in their operation, stored and checked by an analyzer for a potential deviation of an operating component from a respective desired operating condition. If an event to be triggered, i. If there is a deviation from the desired operating state, associated sample values are transmitted to a data center remote from the vehicle and classified there on the basis of a database, whereby the operating state of an operating component is concluded and if necessary improvement or remedial measures are proposed or carried out.

In this method according to the prior art, however, measures are taken only when a triggering event is present, that is, for example, samples on at least indicate a potential deviation of an operating component from its target operating condition.

The invention has the object of developing a method for operating a diagnostic and Serviecesystems in a motor vehicle, so that more extensive actions, analyzes or evaluations can be performed in a vehicle.

This object is achieved by a method having the features specified in claim 1.

The subject matter of claim 1 is a method for operating a diagnostic and Serviecesystems in a motor vehicle, initiated in the review or diagnosis or calibration actions or measurements and resulting reactions or results are detected in evaluation, stored and further processed ,

According to the invention, it is proposed that these actions or measurements be made in the resting phase of the vehicle. A rest phase is present when the vehicle is outside of driving or in the period of non-use.

Of great advantage is that in the resting phase of the vehicle, such actions or measurements for the purpose of a review, diagnosis or (re-) calibration can be performed that are not feasible during driving, for example, due to lack of computing power, or may not be performed be it for security reasons or for other technical or legal reasons. And it is also possible, to improve the availability of parameters or settings or states of such individual components of the vehicle to check or (re) adjust that are not verifiable and / or not adjustable while driving. This applies, for example, as proposed in the other claims, in a vehicle with internal combustion engine for the throttle valve or the thermostat and the associated temperature sensor.

In a further development of the invention according to claim 2, it is provided that these reactions or results are further processed by means of the evaluation units located on board.

In contrast to the driving mode are in the resting phase, i. outside of driving or in the period of non-use, the various evaluation of a vehicle largely idle or switched off. In addition, the full power of the electrical system of the vehicle is available in the idle phase, since consumers with significant power consumption are usually also switched off.

Thus, in the resting phase of a vehicle in addition to the full power of the electrical system and the full power and computing capacity of various evaluation available. The invention takes advantage of these resources available in the resting phase of the vehicle by performing actions or measurements for the purpose of diagnosing, for example, the drive train, re-adjusting actuators, calibrating sensors or updating software, and storing and processing results become. In a preferred embodiment of the method according to claim 3, it is proposed that the control units of the vehicle be used as evaluation units.

In the resting phase of the vehicle, the control units are in a rest phase, since they are responsible for the vast majority only for driving or required and switched off in the resting phase. This avoids the installation of additional computing power for the evaluation of the diagnostic data, if for this purpose the already existing and available in the rest phase control devices of the vehicle are used.

Since the various controllers are normally connected via a bus system, e.g. CAN, are networked together, they can also be switched together for the purpose of higher processing power in evaluations of measurement results without much effort, or it can be distributed evaluation tasks on different ECUs and thus processed in parallel, which is achieved with little effort, a considerable computing power.

In a further advantageous embodiment of the invention according to claim 4, it is proposed that in the evaluation units or control devices, the memory for the software can be deleted and rewritten by means of electrical signals.

Electrically erasable and rewriteable memories have the great advantage that the contents of such memories can be erased and written to with new data without any manual intervention. Thus, the content of such a memory in an evaluation unit or in a control unit on board a vehicle, for example on uncomplicated way and deleted only by an instruction from another controller and also be described with new data. But it is also possible that such an instruction for deleting and rewriting is remotely transmitted to the vehicle.

After storing diagnostic data and their further processing or when changing to the driving state of the vehicle, the memory in the evaluation unit or in the control unit can then in turn be easily deleted and used with data for the driving condition.

An optimal diagnosis is made possible according to a development of the invention according to claim 5, by operating the evaluation units for the actions or measurements for diagnosis with a special diagnostic software and after these actions or measurements again an ordinary, optimized for driving software in the evaluation is loaded.

In a special (possibly not suitable for driving) diagnostic software - can be accommodated - by eliminating the necessary functions for driving - in the individual ECUs extensive algorithms for further investigations on the vehicle, even in a limited space. In addition, measurements taking place over a longer period of time are also possible with the storage of the data occurring in this case, since the space required for driving operation in the idle phase can be used exclusively for storing the diagnostic data.

It may be advantageous according to claim 6 that the results of the actions or measurements or the further processed vehicle data is transmitted to an evaluation unit not located on board the vehicle.

This measure has advantages if, for example, despite the parallel processing of the diagnostic data by interconnection of evaluation or control units on board the vehicle in the idle phase, the size of the then total available space for the accumulating data or software necessary for evaluation is insufficient, or If the evaluation on board the vehicle would be too time-consuming or would take too much time, or if the evaluation must be interrupted because the vehicle is needed again for driving and therefore put into driving condition.

In an evaluation unit located outside the vehicle, it may be advantageous, as proposed in claim 7, to act as a central computer in which all relevant diagnostic data or other data to be evaluated of a specific group of vehicles run together.

The group of vehicles may be, for example, the entire fleet of a make, or a particular part thereof, possibly a particular series or again a particular part thereof.

By means of an evaluation in such a central computer of many comparable or similar vehicles, errors or weak points of, for example, an entire series or a specific part thereof can be found very quickly and measures for correcting the error or the weak point in all comparable or similar vehicles, even if in other comparable or similar vehicles, the error or vulnerability has not been noticed.

According to a further proposal of the invention according to claim 8, there is the possibility that for checking, diagnosis and / or calibration vehicle components or parts thereof actuated by actuators and in particular, as proposed in claim 9, are brought into positions or positions in the operating phase of the vehicle are not possible. Thus, it is proposed according to claim 10, in a vehicle with an internal combustion engine, for example, to actuate a throttle valve arranged in the intake tract of the internal combustion engine by means of an associated throttle valve actuator.

When the internal combustion engine is running, mainly while driving, but also in the state, the throttle is an extremely important actuator, their proper function is essential for power control of the internal combustion engine. For this purpose, the throttle must often be moved to another position; without their proper function, the operation of the internal combustion engine can not be maintained or only provisionally maintained.

A diagnosis of the throttle and its proper function had to be carried out so far during operation of the internal combustion engine; As a result, it was only possible to a very limited extent and its informative value inadequate. In addition beinträchtigt a diagnosis during running Br ^{'ennkraftmaschine} the function of the throttle valve and thus the operation of the engine considerably. In the course of the invention, it is now possible to perform an accurate diagnosis with high information about the throttle and its function. In the resting phase of the vehicle, the throttle valve actuator can be caused, for example by a control unit to move the throttle to certain positions, so that the then actually assumed position of the throttle detected by the throttle sensor and the reaction of the throttle valve corresponding data in the form of electrical signals to the controller can be reflected, so that an exact statement about the state of the throttle is possible.

In addition, it is also possible to bring in the resting phase of the vehicle, the throttle in the manner described in an extreme position, as is not possible with the internal combustion engine, otherwise the engine could not be kept running. The extreme position is at the throttle before, if this is completely closed. On the basis of the throttle valve sensor can be determined beyond doubt after such an instruction to the throttle actuator, to what extent and whether at all this position is taken. For example, soiling in the throttle module or a defective throttle actuator could make a complete closing of the throttle impossible, so that it would only partially functional, but so far was only found during an inspection.

Furthermore, it is possible according to an advantageous embodiment of the invention according to claim 12, that sensors of the vehicle are checked and / or recalibrated. In claim 13 it is proposed that in a motor vehicle is checked with an internal combustion engine and an associated cooling system belonging to the cooling system temperature sensor.

As a result of manufacturing tolerances in the production of sensors, excessive thermal and / or mechanical stress, environmental influences and / or aging, sensors can change their characteristic so that their output signals drift and malfunction occurs during operation of the motor vehicle due to faulty sensor signals. Often this then has an expensive repair with time-consuming troubleshooting, the exchange of

Vehicle components, and associated downtime result.

A shifting characteristic curve of a sensor and consequently drifting sensor signals or even a threatening total failure of a sensor can be counteracted according to the proposal of the invention by, for example, during the rest phase of the vehicle using redundant sensors or by combining and / or linking the signals of other sensors, the current Characteristic of a particular sensor detected or the associated sensor signals can be tested for their plausibility.

With sensor signals written off, the sensor characteristic can, for example, be recalibrated or an associated correction variable can be adjusted accordingly. An imminent failure of a sensor can be detected, for example, the constant and / or strong drifting of its characteristic and the sensor then targeted, time and cost renewed.

By a subsequent warning to the driver and, as in another embodiment of the invention It is proposed that a corresponding message by wireless communication link to a service point can be initiated in good time before the failure of the sensor remedial action. This significantly reduces time-consuming and costly maintenance and saves workshop visits and the associated downtime and downtime of the motor vehicle, which leads to significant additional costs and noticeably lower profitability, especially in commercial vehicles.

According to claim 16, it is proposed that vehicle data of the vehicle and its components are detected in the operating state (driving operation), stored in a suitable form and further processed in the idle phase (when not in use, outside the driving mode).

The solution proposed here is primarily concerned with the acquisition and further processing of operating data of a vehicle. In this case, operating data of the vehicle during the operating state, i. during (driving) operation, detected, cached in a suitable form and further processed in the rest phase of the vehicle (when not in use, outside the vehicle).

By constantly recording and storing operating data and their further processing in the resting phase of the vehicle changes in operating data can be detected in the initial state and measures are taken before such changes lead to a deterioration of, for example, driving, power or consumption values or even as a result of non-optimal Settings malfunctions, premature wear or too fast aging of vehicle components occur. According to preferred embodiments of the invention according to claims 17 to 19, it is proposed that recorded, temporarily stored or stored operating data are processed with the aid of statistical methods, for example, recorded by means of histograms and evaluated with the aid of pattern recognition.

A histogram allows a clear representation of a large amount of recorded, cached or stored operating data, as incurred during the (driving) operation of a vehicle and allows in a simple way, for example, the derivation of the mean. Thus, a histogram created on the basis of the operating data of the vehicle can be compared, for example, with a validated histogram of the relevant vehicle and deviations thereof, for example in the form of a shifted mean value, can be easily recognized.

By using the pattern recognition, the detected, buffered or stored or processed operating data can further be used to conclude a probable cause of a deviation, so that the deviation can be classified and appropriate measures, for example a new setting of parameters, can be made. Similarly, the distribution curve of the histogram allows the interpretation of a cause of dispersion, i. a deviation from the optimal setting or a limited availability.

In a particularly preferred embodiment of the invention according to claim 20, it is proposed that the sequence of individual program steps to be executed by a software for the driving operation by means of a device suitable for this purpose or a suitable algorithm is tracked, stored and analyzed.

The tracking, saving and analyzing of the sequence of individual program steps is also referred to as "program tracking" or "program tracing". All movements of a pointer ("program counter") that points to a program line to be processed are tracked, saved and possibly visualized.Thus, the exact sequence of a program (program path) can be tracked afterwards, the exact sequence of all executed program lines, including all jumps and branching behavior, such as driving software.

A subsequent analysis of the stored sequence of all executed program lines, i. that is, the prgramming path, gives an accurate conclusion about whether, for example, certain program parts or lines were run through very often or not at all, or whether conditions for branching (if ... then ... else) are often or never met. If certain program parts or lines pass through frequently or never, this may indicate a malfunction in a vehicle component or a software error.

A fault can therefore already be localized and remedied in the initial stage, in particular during the resting phase of the vehicle, before, for example, drive components are damaged or even fail. The information about the fault and possibly also information about its rectification can be passed on directly or indirectly to other vehicles of this type, so that even with these vehicles, the fault can be quickly resolved and thus possibly a recall can be avoided. It is advantageous, as described in the claims 21 to 23, when in the course of a diagnosis of the vehicle first the control units on board and the network connecting the control units are checked. When the network and the control units are fully available, it can then be assumed that the data and instructions transmitted in the further diagnosis are transmitted without errors.

In the other case, if it must be assumed that the availability of the network and / or the control units is limited, it may be attempted, depending on the existing restriction, for example, to have specific diagnostic jobs carried out by other control units in the event of failed control units, or to cancel the diagnosis in order to avoid a fault incorrectly transmitted data and / or instructions to prevent faulty diagnosis and its negative consequences.

According to further very advantageous proposals according to claims 24 to 27, the invention is not limited to the detection, storage and processing of operational and / or diagnostic data of the vehicle, but also allows the healing of detected errors, and possibly even at a very early Time before these detected faults cause damage to the vehicle or its components and / or consequential damage occurs.

The diagnostics carried out during the rest phase and the measures that may be implemented for the self-healing of hardware and software components (hardware-in-the-loop, software-in-the-loop) maximize the availability, for example, of the drive components of the vehicle ensured, and also ensures their best possible attitude. This significantly reduces repairs, downtime and wear, while significantly extending the useful life of the vehicle and vehicle components.

Further advantageous embodiments of the invention are specified in further claims, the description and / or the figures.

The invention will now be explained with reference to embodiments with the aid of the drawing.

Showing:

1 shows a throttle valve module for the intake tract of an internal combustion engine,

Fig. 2 is a schematic representation of the

Throttle module and an electronic unit for controlling the throttle module,

3 shows a schematically illustrated motor vehicle with an internal combustion engine and an associated cooling system, a thermostat arranged in the cooling system and an associated temperature sensor,

4 is a schematic representation of the sequence of program lines to be processed in a software for driving, also the tracking and further processing by means of statistical methods of this process and Fig. 5 is a real histogram, with the address codes of

Program lines on the one axis, the frequency of the calls of program lines on the other axis and columns of two processes with different engine speed.

The invention describes how the parking or resting phase of a motor vehicle can be used to improve the on-board diagnosis and to adapt the drive train; it is particularly suitable for operating a diagnostic and service system in a motor vehicle.

1 shows a conventional throttle valve module 1 for the intake tract of an internal combustion engine, not shown, in a motor vehicle for throttling the air volume flowing into the internal combustion engine. The throttle module 1 has in a throttle body 6 on a throttle valve 2, an electrically operated throttle actuator 3, an electrical connection line 4 and a return mechanism 5 for the throttle valve 2. Using a not shown in Fig. 1

Throttle valve sensor (Fig. 2 Pos. 13), for example a potentiometer, the position of the return mechanism 5 and thus the position of the throttle valve 2 can be detected.

In Fig. 2, the throttle module 1 with throttle body 6, electrical connection line 4, throttle plate 3, and an electronic unit 7 for controlling the throttle valve module 1 are shown schematically again. The electronic unit 7 includes an accelerator pedal sensor 8, which detects the position of an accelerator pedal (not shown) operated by the driver, a first amplifier unit 9, which detects the electrical signals of the Accelerator pedal sensor 8 amplifies, a control device 10, in which the control variable for opening the throttle valve 2 (Fig. 1) is determined and corresponding control signals are generated, a second amplifier unit 11, in which the control signals of the control device 10 for opening the throttle valve 2 in corresponding control voltages and control currents for the throttle plate 3 are implemented and finally a power supply unit 12 for power supply of the electronic unit. 7

In addition, in the second amplifier unit 11, the signals of the throttle valve sensor 13 are processed and then passed on to the control device 10, which is, for example, a control unit of the vehicle, in particular for complete or partial evaluation.

Based on a laboratory setup according to FIG. 2, the dynamic behavior of a functioning throttle valve module 1 and, if appropriate, various defective throttle valve modules 1 are measured, and an associated (mathematical) model is derived from the resulting measured data. For example, by interposing different sized ohmic resistors 14, for example 0.33 Ω, 0.68 Ω, 1 Ω, 1.5 Ω, 2.2 Ω or 3.3 Ω, in the electrical connection line 4 can also cause possible causes of malfunction of the throttle valve actuator 3 or at the throttle valve sensor 13, for example, corroded or dirty contacts, be modeled in each model.

With the help of the respective (computational) model, the behavior of a functioning and / or defective throttle module 1 can be simulated, ie simulated and thus the behavior of functioning with non-functioning Throttle valve modules 1 are compared. With the aid of the created model, in the case of an isolated test, ie without the influence of sensor signals and without dependency on parameters, during the resting phase of the vehicle 15 (FIG. 3) an active test of the throttle valve actuator 3 can be carried out as relevant, ie on the basis of For this suitable test, measurement or diagnostic routines the exact (wear) condition, ie the full or limited functionality, can be determined safely.

For example, immediately after the start of the rest phase of the vehicle, a test, diagnostics routine is started and an active actuator check is performed by causing the throttle plate 3 to be moved by the electronic unit 7 to move the throttle 2 to a specific position or position. This can also be in particular a position or position which is not possible in the operating phase of the vehicle (when the internal combustion engine is running), as is the case with a completely closed position of the throttle valve 2. By means of the throttle valve sensor 13, the position or position assumed thereupon by the throttle valve 2 and its dynamic behavior are detected and corresponding (diagnostic) data in the form of electrical signals are first supplied to the amplifier unit 11 and then to the control device 10.

From a comparison between the behavior of the built-in throttle valve module 1 and the (computational) models, for example, in the control device 10 and / or other control device, in particular one of the other control devices of the vehicle, can be made any faults or errors tracked down and also classified. If such an active actuator test is carried out at regular time intervals, the long-term behavior of actuators, in this case the throttle valve actuator 3, in a defined state, ie in a specific position, can be observed.

For this purpose, the control units used in the diagnosis as evaluating units for the software running in the control units can have memories which can be erased and rewritten by means of electrical signals, so that the software for temporary diagnosis and / or evaluation of the diagnostic or measurement data from these stores can be deleted and thus more memory is available.

Or it is also possible in erasable and rewritable memories that the control devices, such as the controller 10, are operated for the measurements and actions performed for diagnosis with a special diagnostic software and that after these actions or measurements again an ordinary, optimized for driving Software is loaded into the control units.

If the storage space and / or the computing power of the control units of the vehicle are not sufficient for the evaluation of the diagnostic data, it is also conceivable that the results of the actions or measurements, or further processed diagnostic data, are transmitted to an evaluation unit not located on board the vehicle.

This evaluation unit, which is not located on board the vehicle, may be a central computer, which is operated, for example, by the manufacturer of the vehicle, in a service station or workshop and in which all of them Relevant diagnostic data or other data to be evaluated of a particular group of vehicles, such as a particular series or all vehicles with the same vehicle component concerned run together and can be made on the arbitrary evaluations of these data.

FIG. 3 shows a motor vehicle 15 with an internal combustion engine 16, an associated cooling system 17, a thermostat 18 arranged in the cooling system 17 and an associated temperature sensor 19, which for example measures the temperature of the cooling water in the internal combustion engine 16.

In a defect in the cooling system 17, as a result of which, for example, the internal combustion engine 16 can overheat, it is extremely difficult to determine whether the defect is caused by the thermostat 18 or by the associated temperature sensor 19. In most cases, therefore, in such a defect in a workshop, both the thermostat 18 and the associated temperature sensor 19 are replaced.

The method according to the invention makes it possible for sensors of the vehicle 15, for example the temperature sensor 19, to be checked and / or (re) calibrated, and an impending failure to be detected in good time before the actual failure. If such an active sensor test is carried out at regular time intervals, the long-term behavior of sensors, here the temperature sensor 19, can be observed as a result.

A changing sensor characteristic and also a threatening or actual defect of the temperature sensor 19 can again be determined by a comparison between the current, actual characteristic of the temperature sensor 19 and the characteristic of an associated (computational) model.

In order to derive the associated (computational) model, different temperature profiles are measured under real ambient conditions on the real vehicle 15 which is in the idle phase, for example the course of the ambient temperature, of the cooling water, of the engine oil and / or of the fuel. By interposing of different sized ohmic resistances, for example 10 Ω ^■ or 100 Ω in the electrical connection line of the temperature sensor 19 (analogous to the intermediate ohmic resistors 14 in Fig. 2), are possible measurement error causes such as a component internal drift of the temperature sensor 19 or corroded contacts, which have an influence on the measurement result.

From the determined measured values of the various temperature profiles, a (computational) model for the temperature profile in the region of the temperature sensor 19 is derived. It should deliberately be a simple (computational) model, so that the simulation can be carried out on board and by means of the control units of the vehicle.

An example of a model for the temperature gradients is:

Tcool (t + 1) = T _eoo i (t) - k ^• (T _eool (t) - Tair (t))

With : T _coo i (t) a certain temperature, eg of the coolant, at a time t,

T _Coo i (t + l) a certain temperature, eg of the coolant, at a subsequent time t-KL,

T _a i _r (t) is the ambient temperature at time t and

k as a correction factor for the temperature sensor 19 used.

Due to the deliberately simple model, there are naturally differences between the determined measured values for the various temperature profiles over time and the temperature profiles resulting from the model, so that in the worst case, in particular in the case of contact corrosion simulated by ohmic resistances and / or sensor drift, may yield a difference between a measured and an associated simulated temperature of about 10K.

A detailed analysis of the measured and simulated temperature profiles showed in the current example, where the vehicle was parked in the evening after driving, that the differences in the period at midnight (ie after 6-8 hours) were lowest, - they were only a few Kelvin temperature difference ; the temperature differences at the beginning of the night or at the end of the night were significantly higher. Therefore, in the present case, it is best to perform a check of the temperature sensor 19 at approximately midnight after driving in the subsequent resting phase of the vehicle during the night. For verification purposes, a simulation is carried out in a suitable control unit of the vehicle, for example in the engine control unit, and based on the (computational) model, a setpoint temperature for the area of the temperature sensor 19 and for a specific time, for example in the time proximity to midnight, calculated. At this particular and predetermined time, the actual temperature measured by the temperature sensor 19 is interrogated and, for example, in the engine control unit, this actual temperature is compared with the desired temperature from the simulation.

Depending on the result of this comparison between the actual and the setpoint temperature, the further procedure is used to decide, for example, whether there is only a slight deviation and thus no further action needs to be taken. Or whether a (new) calibration of the temperature sensor 19 is performed with noticeable deviation. The execution and the result of the comparison is logged and the protocol stored at a suitable location, for example in a memory of a control unit, or transmitted via a wireless data transmission, for example, for storage and / or further processing to a central computer.

Based on the relevant protocols, for example, by means of the drift of the temperature sensor 19 over a longer period of time, the frequency of (re) calibrations carried out and / or due to other abnormalities, an inaccurate measurement inaccuracy of the temperature sensor 19 or even a threatening failure can be detected and a corresponding warning to the driver be communicated. Or if in the case in question by means of the temperature sensor 19 and also by means of another, For example, redundant sensors too high or too low temperature of the internal combustion engine 16 is detected, can be undoubtedly closed on a not properly functioning thermostat 18 and the driver to the necessary exchange attention.

In a further embodiment, it will be shown how with the aid of the invention operating data of the vehicle 15 and its components in the operating state, i. detected during driving, cached in a suitable form and further processed in the rest phase of the vehicle 15.

Fig. 4 shows a schematic representation of the sequence of program lines to be processed in a software for driving, also tracking and further processing by means of statistical methods of this process, with processed program lines 20 and their address code, a program line pointer or counter (program counter) 21 to Tracking the program lines 20 to be processed, an apparatus or algorithm 22 for tracking the program lines 20 to be processed and for further processing of this process by means of statistical methods, and a histogram 23 having an axis 24 for the address code of the program lines 20, an axis 25 for the frequency of Calls to the program lines 20 and columns 26.

The program lines 20 with their respective address code are for example part of a software for driving the vehicle 15 (FIG. 3) and may contain instructions (commands), decisions or the like to be executed in the manner of an algorithm. The program line pointer 21 always points to the one during execution of the algorithm Program line 20 which is currently being executed / executed. All of these movements of the program line pointer 20 are tracked by the device or the algorithm 22, also referred to as an analyzer, stored and further processed, ie processed in particular with the aid of statistical methods.

For example, a histogram 23 is generated by the device or the algorithm 22, as shown here, which shows how often an address code belonging to a particular program line 20 is called or executed. For the course of a specific algorithm, such as a software for driving, multiple histograms 23 can be created and stored or in a histogram 23 several columns 26 are applied. A comparison of the different histograms 23 or the various columns 26, which is carried out for example by means of pattern recognition, then shows whether certain processes are identical or different. Different processes can indicate an existing error.

5 shows a real histogram 23, with the address codes of program lines 20 on the axis 24, the frequency of the calls of program lines 20 on the axis 25 and columns 26 a and 26 b of two processes, wherein a first sequence at a speed of the internal combustion engine 16 (Fig. 3) of 3000 l / min through the columns 26a and a second outlet at a speed of 6000 l / min are symbolically represented by the columns 26b.

In a first region 27 of the histogram 23, the pillars 26a and 26b are approximately the same height, which means that the associated program lines 20 at the first run at a speed of 3000 l / min the same or at least approximately as often have been passed as the second run at a speed of 6000 l / min. From the fact that there are no or only minimal differences between the columns 26a and 26b, it can be concluded that both processes have worked properly and there is no error.

In a second area 28 and a third area 29 of the histogram 23 significant differences in the height of the columns 26a and 26b can be seen, which means that the two processes at a speed of 3000 l / min and 6000 l / min are very different and the associated program lines 20 are traversed different times. Whether these abnormalities are due only to the different speed of the internal combustion engine 16 or whether an error, such as a software or hardware error or a missing sensor signal, for example, that the signal of the crankshaft sensor is missing, must be clarified by a subsequent accurate analysis.

Such an analysis of operating or diagnostic data can be carried out with justifiable additional expenditure in connection with the diagnostic routines and of course also in the idle state of the vehicle 15 (FIG. 3). In the present exemplary embodiment, such an analysis may, for example, consist in the simplest case of conspicuous regions in the histogram 23, for example the regions 28 and 29 shown in FIG. 5, and the address codes of the program lines 20 (FIG. 5) in these regions 28 and 29. Fig. 4) first detailed, ie represent with higher resolution or to create a measurement order for the next or a subsequent phase of operation, in which then, for example a special measurement with improved resolution is performed.

In the case of the temperature sensor 19 (FIG. 3), a comparison between such a high-resolution histogram 23 of the real temperature sensor 19 and a (reference) histogram 23 of a normally functioning temperature sensor 19 stored in a central computer, for example, could be detected by means of pattern recognition.

Additionally or alternatively, for the analysis of operating or diagnostic data, the movements of the program line pointer 21 (FIG. 4) as well as relevant sensor signals can be provided with a time signal and recorded in such a way that a comparison between the movements of the program line pointer 21 and the relevant sensor signals is possible. In this way it can be found with reasonable effort, whether missing or faulty sensor signals, such as the signals of the temperature sensor 19, the cause of abnormalities in the histogram 23 or for discrepancies to a reference histogram.

In order to find causes or explanations for a discrepancy between a real and a reference histogram, for example, by means of a kind of question and answer game between the control units, a check of the network installed on board the vehicle 15 and the control units themselves could be carried out. For example, this is sent from a specific or randomly selected control unit, a specific sequence of data as a question over the network, whereupon the remaining control units must send a respective other specific data sequence in response to the questioning control unit via the network. On the basis of completed or missing answers, the full availability or a partial or complete failure of the network and / or individual or all control devices can be determined.

If the question-and-answer game shows that the network and ECUs are fully available, you can try to correct the problem of the vehicle component in question. For example, it can be checked by means of special and possibly repeatedly performed setting and measuring routines, whether an adaptation of a characteristic, in particular a sensor or an actuator, for example the characteristic of the throttle actuator 3 (FIG. 1, 2) or the characteristic of the temperature sensor 19 (FIG 3) leads to the improvement of a detected error.

Furthermore, in the course of an error recovery, an optionally multiple calibration of a software, in particular a software for the driving operation, be made by e.g. the aging or the long-term behavior of vehicle components such as sensors and actuators by changing parameters is taken into account or by taking into account external influences such as the altitude or the air pressure and thus an environmental adjustment of the parameters is made.

For all of these diagnostic, testing and / or healing routines, they can be started directly after the start of a rest phase of the vehicle 15, and routines that are highly prioritized and / or needing little time can be given priority, since it is possible that the vehicle 15 is used again after a relatively short time for driving. Less important and / or lengthy routines can be done later during the rest period.

Furthermore, it also applies that special diagnostic routines can also be operated permanently during a resting phase of the vehicle 15 and that diagnostic, testing and / or healing routines both on their own, in particular due to a particular event, and by a corresponding, from outside the Vehicles 15 upcoming instruction to be started. Such an instruction coming from outside can be initiated, for example, by a workshop, by a widely distributed network (WLAN) or by the driver himself.

The procedure described in the exemplary embodiments can also be used to improve diagnostic, measuring and / or test routines by observing the result of a change made on the basis of such a routine and comparing it with the state before the change. Or, after a diagnostic, measuring and / or test routine various changes / adjustments, such as parameter changes and / or calibrations, performed and the respective results are compared. On the basis of the comparison result, the change / adaptation with the previously best result can then be used in the case of another necessary action.

Furthermore, with the aid of the invention described here, clear causes of the error can be found out and an error code can be assigned to each cause of the error. In the course of possibly repeated diagnostic, measuring and / or test routines also provisional and thus possibly false or misleading error codes can be deleted from the fault memory of a vehicle. Both Measures lead to a significantly improved on-board diagnosis in a vehicle. In addition, tools for improved off-board diagnostics, that is the diagnosis in a workshop, can also be obtained from the diagnostic, measuring and / or test routines.

Claims

claims

1. Method for operating a diagnostic and service system in a motor vehicle (15), in which actions and / or measurements are initiated for checking, diagnosis and / or calibration and the resulting reactions or results in evaluation units are recorded, stored and further processed, characterized in that these actions and / or measurements in the resting phase of the vehicle (15) are made.

2. The method according to claim 1, characterized in that these reactions or results are further processed by means of on-board evaluation.

3. The method according to claim 2, characterized in that the control units of the vehicle (15) are used as evaluation.

4. The method according to claim 3, characterized in that in the evaluation units or control devices, the memory for the software can be deleted and rewritten by means of electrical signals.

5. The method according to any one of claims 1 to 4, characterized in that for the actions or measurements the

Evaluation units or control units operated with a special diagnostic software and after these actions or measurements again an ordinary, optimized for driving software in the evaluation is loaded.

6. The method according to any one of claims 1 to 5, characterized in that the results of the actions or measurements for diagnosis or further processed diagnostic data are transmitted to a not on board the vehicle (15) located evaluation unit.

7. The method according to claim 6, characterized in that the evaluation unit used is a central computer in which all relevant diagnostic data or other data to be evaluated of a specific group of vehicles run together.

8. The method according to claim 1, characterized in that for checking, diagnosis and / or calibration vehicle components (2) or parts thereof by means of actuators (3) are actuated.

9. The method according to claim 8, characterized in that the vehicle components (2) or parts thereof are brought by means of the actuators (3) in positions or positions which are not possible in the operating phase of the vehicle (15).

10. The method according to claim 8 or 9, characterized in that in a vehicle (15) with an internal combustion engine arranged in the intake tract of the internal combustion engine throttle valve (2) by means of a throttle valve actuator (3) is actuated.

11. The method according to claim 10, characterized in that the throttle valve actuator (3) by a control device (10) is caused to move the throttle valve (2) in a certain position that from a throttle valve sensor (13) of the throttle (2 ) and their dynamic behavior recorded and corresponding signals of the control device (10) are supplied.

12. The method according to claim 1, characterized in that sensors (19) of the vehicle (15) are checked and / or recalibrated.

13. The method according to claim 12, characterized in that in a motor vehicle (15) with an internal combustion engine (16) and an associated cooling system (17) in the cooling system (17) arranged thermostat (18) and an associated temperature sensor (19) are checked ,

14. The method according to claim 12 or 13, characterized in that first at the real, after driving in the resting phase vehicle (15) under real environmental conditions, a certain temperature profile is measured or certain temperature profiles are measured that subsequently from the measured values a (computational) model for the temperature profile in the range of the temperature sensor (19) is derived, that a simulation is performed and calculated based on the model, a target temperature for a specific time and for the range of the temperature sensor (19) that for this particular Time the temperature measured by the temperature sensor (19) queried and compared with the calculated target temperature and that further measures are taken depending on the result of this comparison.

15. The method according to claim 14, characterized in that the course of the ambient temperature of the vehicle (15) and the temperature profile of the cooling water are measured.

16. The method according to claim 1, characterized in that operating data of the vehicle (15) and its components detected in the operating state, cached in a suitable form and further processed in the rest phase of the vehicle (15).

17. The method according to claim 16, characterized in that recorded, cached or stored operating data are processed using statistical methods.

18. The method according to claim 16 or 17, characterized in that operating data by means of histograms (23) are detected.

19. The method according to claim 18, characterized in that operating data and / or histograms (23) are evaluated by means of a pattern recognition.

20. The method according to claim 1, characterized in that the sequence of individual program lines to be processed (20) of a software for driving by means of a suitable device or a suitable algorithm (22) is followed, stored and analyzed.

21. The method according to any one of claims 1 to 20, characterized in that for checking the on board the vehicle (15) installed control devices and a network connecting the control units by means of a question and answer game testing of the network and the control units themselves is performed.

22. The method according to claim 21, characterized in that sent for verification of a specific or randomly selected control unit, a specific sequence of data as a question over the network and then send the other control units a respective other specific data sequence in response to the questioning controller via the network have to.

23. The method according to claim 21 or 22, characterized in that the availability or a partial or complete failure of the network and / or individual or all control devices is determined based on completed or missing replies.

24. The method according to any one of claims 1 to 23, characterized in that in the course of an error healing an optionally repeated calibration of a software is performed,

25. The method according to claim 24, characterized in that in the course of a fault healing, the aging of vehicle components such as sensors (8, 13, 19) and / or actuators (3) by changing parameters is taken into account.

26. The method according to claim 24 or 25, characterized in that in the course of a fault healing external influences such as the altitude or the air pressure are taken into account and thus an environmental adjustment of the parameters is made.

27. The method according to any one of claims 24 to 26, characterized in that is checked by means of special setting and measuring routines, whether an adaptation of a characteristic, in particular a sensor (8, 13, 19) and / or an actuator (3) for improvement of a detected error.

28. The method according to any one of claims 1 to 27, characterized in that in the next or subsequent operating phase of the vehicle (15) a special measurement with improved resolution is performed.

29. The method according to any one of claims 1 to 28, characterized in that diagnostic, testing and / or healing routines are started directly after the beginning of a rest phase of the vehicle (15).

30. The method according to any one of claims 1 to 29, characterized in that high-priority and / or associated with little time required diagnostic, testing and / or healing routines are performed at the beginning of the resting phase.

31. The method according to any one of claims 1 to 30, characterized in that diagnostic routine are operated permanently during a rest phase of the vehicle (15).

32. The method according to any one of claims 1 to 31, characterized in that diagnostic, testing and / or healing routines are started on the basis of an outside of the vehicle (15) coming instruction.

33. Method according to claim 32, characterized in that an instruction coming from outside the vehicle (15) is initiated by a workshop, by a widely distributed network (WLAN) or by the driver himself.