WO2006056355A2 - Systeme de diagnostic et d'entretien pour une automobile - Google Patents

Systeme de diagnostic et d'entretien pour une automobile Download PDF

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Publication number
WO2006056355A2
WO2006056355A2 PCT/EP2005/012290 EP2005012290W WO2006056355A2 WO 2006056355 A2 WO2006056355 A2 WO 2006056355A2 EP 2005012290 W EP2005012290 W EP 2005012290W WO 2006056355 A2 WO2006056355 A2 WO 2006056355A2
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WO
WIPO (PCT)
Prior art keywords
vehicle
diagnostic
data
evaluation
operating
Prior art date
Application number
PCT/EP2005/012290
Other languages
German (de)
English (en)
Other versions
WO2006056355A3 (fr
Inventor
Hans Braun
Jochen Feese
Michael Froehlich
Andreas Gusewski
Guozhong Wang
Ming Zhang
Original Assignee
Daimlerchrysler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2006056355A2 publication Critical patent/WO2006056355A2/fr
Publication of WO2006056355A3 publication Critical patent/WO2006056355A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • the invention relates to a method for operating a diagnostic and Serviecesystems in a motor vehicle according to the preamble of patent claim 1.
  • 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.
  • 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.
  • 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 ,
  • 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.
  • the control units of the vehicle be used as evaluation units.
  • control 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.
  • 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.
  • bus system e.g. CAN
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the throttle 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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 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.
  • Fig. 2 is a schematic representation of the
  • Throttle module and an electronic unit for controlling the throttle module
  • FIG. 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,
  • Fig. 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 are 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.
  • the throttle module 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.
  • a not shown in Fig. 1 is a not shown in Fig. 1
  • Throttle valve sensor for example a potentiometer, the position of the return mechanism 5 and thus the position of the throttle valve 2 can be detected.
  • 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
  • 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.
  • 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.
  • an associated (mathematical) model is derived from the resulting measured data.
  • different sized ohmic resistors 14, for example 0.33 ⁇ , 0.68 ⁇ , 1 ⁇ , 1.5 ⁇ , 2.2 ⁇ or 3.3 ⁇ 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.
  • 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.
  • 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.
  • 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.
  • the throttle valve sensor 13 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.
  • 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.
  • control devices such as the controller 10
  • the control devices 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.
  • 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.
  • 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.
  • 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.
  • Tcool (t + 1) T eoo i (t) - k • (T eool (t) - Tair (t))
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • the full availability or a partial or complete failure of the network and / or individual or all control devices can be determined.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • WLAN widely distributed network
  • 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.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Selon les procédés connus de l'état de la technique, des mesures ne sont prises que si un événement déclenchant arrive, par exemple si des valeurs d'échantillonnage indiquent au moins une déviation potentielle d'un composant de fonctionnement par rapport à son état de fonctionnement de consigne. La présente invention concerne un procédé pour faire fonctionner un système de diagnostic et d'entretien dans une automobile. Selon ce procédé, des actions et/ou des mesures sont lancées afin d'effectuer une vérification, un diagnostic et/ou un étalonnage, puis les réactions ou les résultats obtenus sont collectés, enregistrés et traités ultérieurement. Ce procédé est caractérisé en ce que les actions et/ou les mesures ont lieu lors de la phase de ralenti du véhicule. Cette invention est particulièrement adaptée pour faire fonctionner un système de diagnostic et d'entretien dans une automobile.
PCT/EP2005/012290 2004-11-23 2005-11-16 Systeme de diagnostic et d'entretien pour une automobile WO2006056355A2 (fr)

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DE102004056434.5 2004-11-23
DE200410056434 DE102004056434A1 (de) 2004-11-23 2004-11-23 Diagnose- und Serviecesystem für ein Kraftfahrzeug

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WO2006056355A3 WO2006056355A3 (fr) 2006-12-28

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JP6259269B2 (ja) 2013-11-29 2018-01-10 株式会社ケーヒン 故障判定機能を有する電子制御スロットルシステム
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