WO2014118329A1 - Appareil et procédé de diagnostic de véhicule - Google Patents

Appareil et procédé de diagnostic de véhicule Download PDF

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Publication number
WO2014118329A1
WO2014118329A1 PCT/EP2014/051926 EP2014051926W WO2014118329A1 WO 2014118329 A1 WO2014118329 A1 WO 2014118329A1 EP 2014051926 W EP2014051926 W EP 2014051926W WO 2014118329 A1 WO2014118329 A1 WO 2014118329A1
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WO
WIPO (PCT)
Prior art keywords
component
unit
operable
diagnostics
signal lines
Prior art date
Application number
PCT/EP2014/051926
Other languages
English (en)
Inventor
Jason TREHARNE
Original Assignee
Jaguar Land Rover Limited
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 Jaguar Land Rover Limited filed Critical Jaguar Land Rover Limited
Publication of WO2014118329A1 publication Critical patent/WO2014118329A1/fr

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Classifications

    • 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
    • G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
    • 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
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • G01R31/007—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks using microprocessors or computers

Definitions

  • the present invention relates to a vehicle diagnostics apparatus and to a method of diagnosing a vehicle fault. Aspects of the invention relate to an apparatus, to a method and to a vehicle.
  • a vehicle diagnostics apparatus that connects to a diagnostics input port of a motor vehicle to facilitate interrogation of a vehicle electronic control unit (ECU).
  • ECU vehicle electronic control unit
  • Known diagnostics apparatus is configured to read fault codes that are stored in a memory of the ECU when the ECU determines that a fault has occurred.
  • the diagnostics apparatus typically provides an output to an operator indicative of the fault codes identified by the apparatus.
  • Known diagnostics apparatus may be operable to command an ECU to which it is connected via the diagnostics port to perform a particular diagnostic test and to read back from the ECU a result of the test.
  • a problem with known diagnostics apparatus is that it is only able to facilitate diagnosis of a fault by reference to an output provided by the diagnostics port alone. The apparatus may be unable to determine whether the output from the ECU provides a correct indication of the presence (or absence) of a fault. Furthermore, in the event a fault is determined to exist, the diagnostics apparatus may be unable to determine where the fault is located.
  • aspects of the present invention provide an apparatus, a vehicle and a method.
  • a motor vehicle diagnostics apparatus having a diagnostics unit connectable to one or more signal lines of a harness connector portion of a component of a motor vehicle, the unit being operable to apply an electrical potential to the one or more signal lines of the connector portion and to monitor a response of the component to the electrical potential, the apparatus being operable to provide an indication whether the detected signals correspond to expected signals by reference to data in respect of expected signals.
  • harness connector portion is meant a connector portion of a component for connecting a component to the harness of the motor vehicle.
  • the connector portion may be supported by a body of the component.
  • the connector portion may be, or may be provided at, a free end of a cable connected to the component. Other arrangements are also useful.
  • the apparatus may be connectable to a component of a motor vehicle with the component disconnected from the harness of a motor vehicle control system.
  • a 'component only' test may be performed to check correct operation of the component. This feature allows an operator to distinguish between harness features and component features when investigating a feature of a motor vehicle control system.
  • the component may be any suitable component, for example a controller or a controlled component, for example an exhaust gas recirculation (EGR) valve or any other suitable component.
  • EGR exhaust gas recirculation
  • reference to application of a signal to a component includes transmission of data to a component via a communications signal line, as well as application of (for example) power to a component via a substantially static power supply signal line.
  • reference to a signal line includes reference to a line used to transmit power to a component, such as from a 12V power source, a ground (e.g. 0V) line or any other electrical line.
  • a signal line as referenced herein may not necessarily be used by a vehicle control system for signalling in the sense of communicating a state of a component to another component, providing a control signal to a component, or communicating digital data to a component.
  • the apparatus may be operable to log data in respect of a potential of one or more signal lines and/or an amount of current flowing through one or more signal lines.
  • the diagnostics unit may be operable to monitor at least one characteristic of one or more signals generated by the second component as a function of time in response to the one or more signals applied thereto by the unit.
  • the apparatus may be operable to provide an output indicative of whether the at least one characteristic of the one or more signals generated by the second component as a function of time corresponds to an expected characteristic.
  • the apparatus may be operable to communicate with the component via a controller area network bus interface, the apparatus being adapted to transmit one or more controller area network messages to the component via the interface.
  • This feature has the advantage that the apparatus is able to generate messages that would be expected to be provided to the component via the controller area network bus if the component were connected to the harness of the vehicle control system and the harness were functioning correctly. This may be necessary in order for certain components to function correctly.
  • the apparatus may be operable to monitor at least one characteristic associated with a signal applied to the second component as a function of time and to provide an output indicative of whether the at least one characteristic corresponds to an expected characteristic.
  • the apparatus may be operable to control the component to perform one or more prescribed operations thereby to verify whether the component is functioning correctly.
  • the apparatus may be operable to control a component having an actuator to actuate the actuator by application of an electrical signal to one or more signal lines.
  • the apparatus may be operable to monitor a position of the actuator by reference to an electrical signal detected at one or more signal lines.
  • a motor vehicle component connected to apparatus according to the preceding aspect.
  • a motor vehicle having a component connected to apparatus according to a preceding aspect.
  • a method of diagnosing a fault associated with a motor vehicle by means of diagnostics apparatus comprising: connecting a diagnostics unit to one or more signal lines of a harness connector portion of a component of a motor vehicle; applying an electrical potential by means of the diagnostics unit to the one or more signal lines of the connector portion; and monitoring a response of the component to the electrical potential, the method comprising providing an indication whether the detected signals correspond to expected signals by reference to data in respect of expected signals.
  • the method may comprise controlling the component to perform one or more prescribed operations thereby to verify whether the component is functioning correctly.
  • the method may comprise controlling a component having an actuator to actuate the actuator by application of an electrical signal to one or more signal lines.
  • the method may comprise monitoring a position of the actuator by reference to an electrical signal detected at one or more signal lines.
  • FIGURE 1 is a schematic illustration of diagnostics unit of a diagnostics apparatus according to an embodiment of the present invention
  • FIGURE 2 is a schematic illustration of a diagnostics apparatus according to an embodiment of the invention connected to a harness of a motor vehicle;
  • FIGURE 3 is a schematic illustration of a diagnostics apparatus according to an embodiment of the invention connected to a turbocharger unit of a motor vehicle to perform a component test;
  • FIGURE 4 is a plot of two signals output by a diagnostics apparatus according to an embodiment of the invention as a function of time during testing of a turbocharger unit;
  • FIGURE 5 is a corresponding plot to that of FIG. 4 with the diagnostics apparatus connected to a faulty turbocharger unit;
  • FIGURE 6 is plot of five signals as a function of time during a real-time test to determine a location of a fault in a harness.
  • FIG. 1 shows a diagnostics unit 1 10 for use with diagnostics apparatus according to one embodiment of the invention.
  • the unit 1 10 has first and second connector ports 1 12, 1 14 allowing connection of the unit 1 10 to first and second cables 122, 124 respectively.
  • the cables 122, 124 each have a respective connector 122C, 124C allowing the unit 1 10 to be connected to a harness 170H of a motor vehicle 170 (see FIG. 2) between the harness 170H and a component to which the harness is connected.
  • Other arrangements are also useful.
  • the unit 1 10 is designed to be connected to the harness 170H of a motor vehicle 170 such that signals transmitted through the harness 170H to or from the component pass substantially straight through the unit 1 10 from the first connector port 1 12 to the second connector port 1 14 or from the second connector port 1 14 to the first connector port 1 12.
  • the unit 1 10 is designed to be substantially 'invisible' to the vehicle control system in the sense that the vehicle control system functions in substantially the same way regardless of whether or not the unit 1 10 is connected to the harness 170H. This is achieved by ensuring that the module 1 10 may present a relatively low impedance to signals transmitted along the harness 170H and through the unit 1 10.
  • the harness 170H of the motor vehicle 170 may include any number of signal lines but in the embodiment of FIG. 1 the unit 1 10 is configured for connection to a harness 170H having up to 10 signal lines.
  • one or more of the signal lines of the harness 170H may be arranged to carry communications signals such as controller area network (CAN) bus signals or the like.
  • one or more signal lines of the harness 170H may provide a power line such as a 5V or 12V power line and/or a ground line.
  • one or more signal lines may be arranged to carry signals for actuating or otherwise controlling a component such as a pulse width modulation (PWM) signal for actuating a motor or other device or system.
  • PWM pulse width modulation
  • the unit 1 10 is provided with ten analogue input channels by means of which the voltage at a particular signal line and an amount of current flowing through a particular signal line may be measured.
  • the unit 1 10 has four additional analogue channels (two oscilloscope channels and two multimeter channels) and four digital channels.
  • the digital channels are each operable to detect and read data signals transmitted along a communications signal line such as a controller area network (CAN) bus signal line or a LIN bus signal line.
  • CAN controller area network
  • the channels may be configured to read data transmitted along CAN A and/or CAN B signal lines, and/or LIN1 and/or LIN2 signal lines of a vehicle harness.
  • Other data signal lines can also be monitored in some embodiments.
  • the unit 1 10 is operable to monitor signals applied to the first connector port 1 12 or the second connector port 1 14. In some embodiments the unit 1 10 is also operable to generate signals for application to electrical lines of the first or second connector ports 1 12, 1 14 such as powerline signals and/or component actuation signals (such as PWM actuation signals). It is to be understood that the unit 1 10 may generate signals in this manner for example in order to test a response of a component connected to the unit 1 10 to the signal.
  • the unit 1 10 may be operable to generate digital signals reproducing a CAN bus signal and/or a LIN bus signal, and apply the digital signal to one or more of the signal lines of a connector port 1 12, 1 14 as described below.
  • the unit 1 10 is connectable to an external control module 150 shown in FIG. 2.
  • the control module 150 is in the form of a laptop computing device 152 attached to a mobile cart 154 in the embodiment shown although other arrangements are also useful.
  • the device 152 is configured to be connected to the unit 1 10 by means of a Universal Serial Bus (USB) connection although other interfaces are also useful.
  • USB Universal Serial Bus
  • FIG. 2 shows the diagnostics unit 1 10 connected in the harness 170H of the motor vehicle 170.
  • a vehicle electronic control unit (ECU) 171 is connected to a controlled component 172 by means of the harness 170H, the controlled component 172 being a turbocharger unit 172 in the arrangement illustrated.
  • the harness 170H is shown having been disconnected from the turbocharger unit 172 in order to connect the diagnostics unit 1 10 into the harness 170H.
  • the first cable 122 of the diagnostics unit 1 10 has been connected to the harness 170H and the second cable 124 of the diagnostics unit 1 10 has been connected to the turbocharger unit 172.
  • the diagnostics unit 1 10 has been connected to the computing device 152 by means of a first USB cable 158A to allow data to be transmitted between the diagnostics unit 1 10 and computing device 152.
  • the computing device 152 has also been connected to a diagnostics port 171 P of the ECU 171 by means of a second USB cable 158B, allowing communication between the computing device 152 and ECU 171 .
  • one or more other means for communication between the computing device 152 and diagnostics unit 1 10 and/or ECU 171 may be provided in addition or instead, such as an Ethernet communications connection, a wireless connection such as Bluetooth (RTM) or any other suitable connection.
  • the computing device 152 is operable to run a diagnostic test program to determine whether the turbocharger unit 172 is functioning correctly.
  • the computing device 152 issues control commands to the ECU 171 via second USB cable 158B, causing the ECU 171 to perform the diagnostic test.
  • the ECU 171 is commanded to apply electrical power to the turbocharger unit 172 via one or more signal lines of the harness 170H in order to cause the variable vanes of the turbocharger unit 172 to actuate.
  • the computing device 152 checks whether the diagnostic unit 1 10 has detected the supply of power to the turbocharger unit 172 via the harness 170H. The computing device 152 checks that the correct potential difference has been applied to each signal line of the harness 170H. In some embodiments the computing device 152 does this by interrogating the diagnostics unit 1 10. In some alternative embodiments, in addition or instead the computing device 152 does this by reference to data received from the unit 1 10 and stored in the computing device 152. The computing device 152 also checks that the amount of current drawn by each signal line corresponds to an expected amount.
  • the computing device 152 For each test program that the computing device 152 may perform, the computing device 152 is provided with data corresponding to an expected range of the potential difference applied to a given signal line of the harness 170H and/or an expected range of values of current that may flow through a given signal line in the case that the component to which the unit 1 10 is connected is correctly functioning.
  • the computing device 152 may be operable to perform a plurality of diagnostics tests in respect of the turbocharger unit 172, and provide an output indicating whether the potential differences and currents measured by the diagnostics unit correspond to those expected of a correctly functioning turbocharger unit 172.
  • the computing device 152 may provide an output indicating the likely problem with the unit 172. Thus, based on the currents and potential differences measured, the computing device 152 may be able to diagnose the problem with the unit 172, or provide an indication of one or more problems that may exist based on the measured data.
  • the apparatus in addition to performing in-line tests with the diagnostics unit 1 10 connected to the harness 170H, the apparatus may be operable to perform a component test in which the diagnostics unit 1 10 is disconnected from the harness 170H but connected to a component.
  • This feature has the advantage that a test may be performed the results of which are independent of a state of the vehicle harness 170H.
  • the computing device 152 is able to determine that the component is correctly functioning and enable the fault to be diagnosed as one associated with the harness 170H or another component of the vehicle 170.
  • the unit 1 10 When the unit 1 10 is connected in-line in the vehicle control system, in some embodiments the unit 1 10 may be arranged to draw power from the control system via the first and/or second connector portions 1 12, 1 14 in order to operate. Alternatively the unit 1 10 may be provided with power from an external source such as an external power supply unit. In some embodiments the unit 1 10 may be provided with one or more internal or external batteries.
  • FIG. 3 shows an arrangement in which the diagnostics unit 1 10 is shown with the second cable 124 connected to the turbocharger unit 172 but the first cable 122 disconnected from the harness 170H.
  • the diagnostics unit 1 10 is still connected to the computing device 152 by means of the first USB cable 158A.
  • an operator is selecting a test Test 2' via a touchscreen of the computing device 152.
  • the computing device 152 commands the diagnostics unit 1 10 to apply a prescribed electrical potential to each signal line of the second cable 124.
  • the unit 1 10 then monitors the amount of current drawn by each signal line from the unit 1 10.
  • the unit 1 10 outputs to the computing device 152 data corresponding to the potential applied to each signal line and the corresponding amount of current drawn.
  • the computing device 152 is configured to compare the amounts of current drawn and the potentials applied to each signal line with data corresponding to expected values and to provide an output indicative of whether the values correspond to expected values.
  • the output may be in the form of a 'pass' or 'fail' indication for a given test.
  • the computing device 152 may provide an output indicating that the unit 172 has attained a 'pass' in respect of Test 2. If a different test (say Test 1 ) is performed and the values of potential and current do not correspond to values expected of a correctly functioning turbocharger unit 172, the computing device 152 may provide an output indicating that the unit 172 has attained a 'fail' in respect of Test 1 .
  • the unit 1 10 may be arranged to receive power from a battery of the vehicle or any other suitable source of power such as an internal or external battery or an external power supply unit. FIG.
  • FIG. 4 is a plot output by the diagnostics unit 1 10 showing two signals as a function of time during testing of a turbocharger unit 172 having a rotary electronic actuator (REA).
  • the plot was generated by the computing device 152 in response to signals input to the computing device 152 in response to measurements made by the diagnostics unit 1 10.
  • the test involves the application of a sinusoidal test signal to an REA input signal line of the turbocharger unit 172 by the diagnostics unit 1 10. This signal is represented by trace S1 .
  • a potential at a feedback signal line is monitored by the diagnostics unit 1 10 and is represented on the plot by trace S2. In the case of the test for which data is plotted in FIG.
  • the signal S2 detected at the feedback signal line was found to correspond to that of the test signal S1 to within three standard deviations ("3 sigma") and the turbocharger unit 172 was deemed to 'pass' the test.
  • Other criteria may be applied in respect of correspondence between data in respect of detected signals and stored reference data.
  • the data may be required to correspond to within a prescribed number of standard deviations as in the present case.
  • an absolute value of a potential or current may be required to be within a prescribed range of allowable values.
  • the computing device 152 may be arranged to determine whether the data being transmitted is correct data.
  • the computing device 15 may be configured to determine whether the data correspond to expected CAN bus data signals,
  • FIG. 5 is a plot of the same two signals output by the diagnostics unit 1 10 with the diagnostics unit 1 10 connected to a faulty turbocharger unit 172. It can be seen that the potential measured at the feedback signal line S2 differs by more than three standard deviations from the potential applied to the REA input signal line, signal S1 . Accordingly, the computing device 152 determines that, because the signal differs by more than three standard deviations, a fault exists with the turbocharger unit 172. A corresponding output is therefore provided by the computing device 152. It is to be understood that in some embodiments it may be useful to measure the potential present on a signal line of the harness 170H even where the diagnostics unit 1 10 is arranged to apply a prescribed potential to that signal line.
  • a fault may be associated with a signal line within the turbocharger unit 172, for example a short to earth or to a 12V signal line.
  • the computing device 152 determines that the diagnostics unit 1 10 is applying a potential of 5V to a signal line but the measured potential at the signal line is 0V, the computing device 152 may determine that the turbocharger unit 172 has suffered a short circuit to ground in respect of that particular signal line.
  • the diagnostics unit 1 10 is operable to present low impedance tracks between the first and second connector ports 1 12, 1 14 when measuring current flow through the harness 170H between components to which it is connected.
  • the unit 1 10 detects a short circuit or over-current state in a signal line the unit 1 10 (for example by detecting an increase in current and/or a decrease in potential difference) the unit 1 10 is configured to present a high impedance to that signal line in order to prevent damage to the unit 1 10.
  • over-current is meant that excessive current (i.e. current exceeding a prescribed value) is being drawn from the unit 1 10 through a signal line connected thereto.
  • the unit 1 10 may be configured to present a high impedance at that signal line.
  • the impedance may be sufficiently high substantially to prevent current flow through that signal line. Other arrangements are also useful.
  • the diagnostics unit 1 10 may be provided with a memory in which data obtained by the unit 1 10 in respect of electrical potential of a given signal line and/or current flowing through a given signal line as a function of time may be stored. Alternatively or in addition the diagnostics unit 1 10 may be configured to output to the computing device 152 data in respect of electrical potential of a given signal line and/or current flowing through a given signal line, the computing device 152 being configured to store (or 'log') the data. In the embodiment of FIG. 1 , the diagnostics unit 1 10 is configured to communicate with the computing device 152 exclusively by transmission of digital data across the USB cable 158A using the USB communications protocol.
  • the apparatus may be employed to determine a location of the harness at which the fault is present.
  • the apparatus is configured substantially as shown in FIG. 2 with the diagnostics unit 1 10 connected in the harness 170H between the ECU 171 and turbocharger unit 172.
  • the computing device 152 commands the ECU 171 to set signal lines of the harness 170H to prescribed potentials, and the diagnostics unit 1 10 monitors the potential of each signal line at the first port 1 12 of the unit 1 10.
  • the diagnostics unit 1 10 outputs to the computing device 152 data corresponding to the potential at each signal line at the first port 1 12.
  • the computing device 152 may be controlled to provide a visual representation of the data (such as a graphical plot of the data) as a function of time, allowing an operator to check that the values meet a required specification.
  • the computing device 152 may be operable to provide an audible and/or visual alert in the event that one or more of the signals are found to have a value outside of an allowable range.
  • FIG. 6 is a screenshot taken from the computing device 152 during the testing of the harness 170H with the diagnostics unit connected between an ECU and an exhaust gas recirculation (EGR) valve unit. It can be seen that the computing device displays five respective traces, traces T1 to T5. Trace T1 is a plot of EGR valve unit current drawn by a signal line as a function of time; trace T2 is a plot of EGR unit feedback voltage as a function of time; traces T3 and T4 show traces of a PWM voltage signal provided to the EGR valve unit; and trace T5 is a plot of a reference potential applied to the EGR unit as a function of time. The reference potential is set to remain at 5V substantially continuously during the test in the configuration shown.
  • EGR exhaust gas recirculation
  • Dashed upper and lower lines L1 , L2 respectively in each plot indicate the upper and lower values of the parameter plotted (whether electrical potential difference or current) as a function of time. In the plots shown in FIG. 6, time increases from right to left.
  • the computing device 152 sets a fault indicator box B (left-hand side of trace T2 in the screenshot) to a fault indication state in which the box is displayed in a red colour with the word 'Fault' within the box B.
  • An audible alert is also provided at substantially the same time.
  • the fault indicator box B remains set to the fault indication state until reset by an operator by pressing a prescribed key of a keyboard of the computing device 152.
  • the audible alert is arranged to sound for a prescribed period of time each time one of the signals is detected to have a value outside of the range defined by the corresponding pair of dashed lines L1 , L2.
  • the prescribed period may be any suitable period such as a period of 1 s, 2s, 5s or any other suitable period.
  • the computing device 152 is operable to allow the operator to reset the state of the fault indicator box to a non-fault indication state when required.
  • the diagnostics unit 1 10 may be operable to apply one or more signals to one or more signal lines of a controller area network (CAN) bus. This feature enables the unit 1 10 to reproduce electrical conditions associated with motor vehicle operation which may be required in order for correct functioning of a component.
  • CAN controller area network
  • the diagnostics unit 1 10 is operable to generate a corresponding CAN bus signal to enable the REA to be actuated in order to test the turbocharger unit 172.
  • a test may be performed in which neither one of the diagnostics unit 1 10 and computing device 152 are required to issue commands to the ECU 171 .
  • a software program optionally in the form of one of a plurality of scripts for running different respective tests, is run on the computing device 152 with the diagnostics unit 1 10 connected to the harness 170H of the motor vehicle 170 substantially as shown in FIG. 2.
  • the program or script run may correspond to a particular test that a user intends to perform.
  • the computing device 152 is controlled by the software program run thereon to log data acquired by the diagnostics unit 1 10 in respect of electrical activity on the harness 170H.
  • the computing device 152 may receive and store data in respect of current passing along one or more signal lines of the harness 170H, an electrical potential of one or more signal lines, data transmitted along one or more signal lines such as CAN or LIN bus signal lines, one or more actuation signals transmitted along a signal line such as a PWM actuation signal, a feedback signal generated by the component 172 such as an actuator position feedback signal, or any other suitable signal. Whilst the computing device 152 is logging the data, the user may themselves initiate a test procedure.
  • the test procedure may for example involve the user cycling an ignition system of the vehicle 170 in the case of a petrol-engined vehicle, for example by switching the ignition system on and off repeatedly, according to a prescribed test procedure corresponding to the software program being executed by the computing device 152. This may be performed for example by turning a key between 'ignition off and 'ignition on' positions.
  • the test procedure may involve starting and stopping an engine of the vehicle 170, e.g. a petrol engine or a diesel engine in the case of a diesel-engined vehicle.
  • the test procedure may involve turning the key between 'off' and 'start' positions to start the engine, allowing the engine to run for a prescribed period, subsequently turning the key from an engine running position to the 'off' position.
  • the engine running position may correspond to an 'ignition on' position in the case of a petrol-engined vehicle or an 'engine on' position in the case of a diesel- engined vehicle. Other arrangements are also useful.
  • the computing device 152 may provide an output indicating whether electrical activity in respect of the signal lines of the harness 170H corresponds to a correctly functioning vehicle 170. In the event that the electrical activity does not correspond to that expected of a correctly functioning vehicle 170, the computing device 152 may provide an output indicating that the activity monitored does not correspond to a correctly functioning vehicle 170. The computing device 152 may also provide an indication as to why the electrical activity does not correspond to a correctly functioning vehicle 170. For example, in the case that an electrical potential of a power supply signal line is out of a prescribed range expected of a correctly functioning vehicle 170, the computing device 152 may be configured to provide a corresponding indication to a user, e.g.
  • Component supply and ground the computing device 152 may log data in respect of the power supply to a component 172, e.g. a signal line carrying a 12V power supply potential and a signal line carrying a ground signal. In some embodiments a component return signal line in respect of power supplied to the component 172 may be monitored.
  • the computing device 152 may log data in respect of a feedback signal line from a component 172.
  • an electrical potential (relative to ground) of the feedback signal line may be controlled by a position sensor arranged to provide an indication of a position of vanes of the turbocharger, within a range defined by upper and lower limits.
  • Component current profile the computing device 152 may log data in respect of an amount of current drawn by the component 172 as a function of time, to assist in diagnosing mechanical and/or electrical faults. For example, in the case of a component having an electrical motor, if the motor is drawing a higher current than expected in order to move a component to a target position, control a component to assume a target state, or achieve a target speed of rotation, it may be inferred that the motor may be acting against an unexpected mechanical resistance. The computing device 152 may therefore provide an indication that such a mechanical resistance may be present. In addition or instead the computing device 152 may provide an indication of an action to be completed by an operative, for example 'component motor replacement required' or 'component replacement required'.
  • the computing device 152 may be arranged to determine an amount of power consumed by a motor or other component based on current supplied to the component and voltage across the component. This feature may enable the computing device 152 to compensate for fluctuations in voltage across the component in determining whether current drawn by the component is excessive.
  • PWM Pulse Width Modulation
  • Short circuit the computing device 152 may be arranged to check whether the electrical potential of one or more signal lines is indicative of a short circuit, whether to ground or a non-zero supply or other potential.
  • Open circuit the computing device 152 may be arranged to check whether the electrical potential of one or more signal lines is indicative of an open circuit, e.g. by detecting a substantially zero potential or a floating potential when a constant potential within a prescribed range is expected.
  • Actuator movement the computing device 152 may be arranged to determine the position of an actuator of a component where the component has an actuator, by reference to one or more actuator position signal lines. The computing device 152 may determine whether the position indicated corresponds to an allowable and/or expected position.
  • the computing device 152 may be arranged to monitor the response of an actuator of a component or other portion to an initial request sent by the diagnostics unit 1 10, in order to assess whether a fault is present; the computing device 152 may monitor the response at least in part by monitoring a potential difference at one or more signal lines and an amount of current flowing therethrough.
  • Component Slew Rate the computing device may monitor the rate of change of voltage and/or current in respect of one or more signal lines to detect a fault.
  • the form of the variation in potential or current as a function of time may be
  • the rate of change of voltage, current and/or power consumption (wattage) may differ when an actuator or other portion is moved in different directions, providing an indication of the presence of a fault, in some embodiments.
  • Actuator Sticking the computing device 152 may be configured to identify a sticking actuator by reference to actuator position and amount of current drawn, as well as voltage measured.
  • a sticking actuator may be caused by a mechanical malfunction within a component.
  • the computing device 152 may detect feedback errors in which a component fails to provide the correct position of an actuator, for example by not providing a value at all, or providing an incorrect value.
  • the feedback signal may be compared by the device 152 with other measured signals such as current drawn.
  • a cable test may be performed in which integrity of the first and second cables 122, 124 and connectors 122C, 124C associated therewith is tested.
  • the connectors 122C, 124C may be connected to one another.
  • the diagnostics unit 1 10 then performs a self-test procedure in which one or more prescribed signals are applied to a signal line at the first or second connector port 1 12, 1 14.
  • the diagnostics unit 1 10 determines whether a corresponding signal is detectable at the other connector port 1 14, 1 12, indicating that the signal has been successfully transmitted by the first and second cables 122, 124. If the signal is not detected, or does not correspond to the transmitted signal to within a prescribed tolerance, the diagnostics unit 1 10 may generate a corresponding indication to the user such as an audible alert. Correct functioning of the first and second cables 122, 124 may be indicated by a corresponding audible alert or by any other suitable means.
  • the diagnostics unit 1 10 is operable to facilitate testing of a harness 170H of a motor vehicle by simulating operation of a given component.
  • the diagnostics unit 1 10 may be connected to the harness 170H by means of the first or second connector port 1 12, 1 14 in place of a component.
  • the diagnostics unit 1 10 may then monitor one or more of the electrical signal lines of the harness 170H such as a voltage supply signal line and/or a ground signal line.
  • the diagnostics unit 1 10 may itself generate an appropriate response to one or more signals detected, for example by applying one or more signals to one or more signal lines of the harness 170H.
  • the diagnostics unit 1 10 may be connected to the computing device 152 and transmit data to the computing device 152 corresponding to one or more signals detected by the unit 1 10 via the connector port 1 12, 1 14 connected to the harness 170H, and optionally one or more signals generated by the unit 1 10 and applied to a signal line of the harness 170H.
  • the computing device 152 may be configured to determine whether the signals detected by the diagnostics unit 1 10 correspond to signals expected of a correctly functioning harness 170H, and provide a corresponding indication to a user. Thus if the signals are as expected, the computing device 152 may provide a corresponding audible and/or visual indication that the harness 170H is functioning correctly.
  • the computing device 152 may provide a corresponding audible and/or visual indication that the harness 170H is not functioning correctly. If the diagnostics unit 1 10 and/or computing device 152 is able to determine the likely fault causing the harness 170H not to function correctly, a corresponding indication may be provided to a user.
  • Embodiments of the present invention provide diagnostics apparatus for diagnosing faults or features associated with a motor vehicle.
  • Embodiments of the invention enable an operator to obtain positive confirmation that a controlled component is receiving an expected electrical input via a harness of the vehicle.
  • a response of a component to an electrical input may be measured in order to confirm correct operation of the component.
  • Embodiments of the present invention facilitate testing of a motor vehicle control system by installing a diagnostics unit in-line in the control system, for example in an electrical harness of the vehicle, and monitoring signals applied to signal lines of the harness.
  • Some embodiments of the invention also allow testing of a component with the component and diagnostics unit disconnected from the harness.
  • some embodiments of the present invention may be arranged to operate in conjunction with an existing diagnostics system, for example the Jaguar Land Rover (JLR) symptom driven diagnostics (SDD) system.
  • the diagnostics system may, like the JLR SDD system, be connectable to a vehicle diagnostics port being a communications port of the vehicle control system.
  • the computing device 152 may be provided by the existing system such as the JLR SDD system, subject to appropriate reprogramming to enable to the SDD system to function according to an embodiment of the present invention when connected to the diagnostics unit 1 10.
  • Embodiments of the present invention provide an efficient, cost effective means for understanding one or more features associated with motor vehicle operation such as a fault or other feature.
  • Some embodiments involve a two stage diagnostics process in which a diagnostics unit is connected in-line in a motor vehicle control system to monitor signals transmitting between components. This can enable testing of the control system, for example a harness thereof, to determine whether the system is operating correctly.
  • the diagnostics unit may in some embodiments be disconnected from the control system, and controlled to perform a component-only test.
  • an end-node test may be performed in addition or instead, in which the diagnostics unit is connected to the control system in place of one or more components.
  • the diagnostics unit then checks that the control system in functioning correctly.
  • the diagnostics unit may generate signals and provide them to the control system (for example via a vehicle harness) to simulate the presence of a component that has been disconnected. Other arrangements are also useful.
  • a motor vehicle diagnostics apparatus having a diagnostics unit connectable to one or more signal lines of a harness connector portion of a component of a motor vehicle, the unit being operable to apply an electrical potential to the one or more signal lines of the connector portion and to monitor a response of the component to the electrical potential, the apparatus being operable to provide an indication whether the detected signals correspond to expected signals by reference to data in respect of expected signals.
  • An apparatus operable to log data in respect of a potential of one or more signal lines and/or an amount of current flowing through one or more signal lines.
  • diagnostics unit is operable to monitor at least one characteristic of one or more signals generated by the second component as a function of time in response to the one or more signals applied thereto by the unit.
  • An apparatus operable to provide an output indicative of whether the at least one characteristic of the one or more signals generated by the second component as a function of time corresponds to an expected characteristic.
  • An apparatus operable to communicate with the component via a controller area network bus interface, the apparatus being adapted to transmit one or more controller area network messages to the component via the interface. 6.
  • An apparatus operable to monitor at least one characteristic associated with a signal applied to the second component as a function of time and to provide an output indicative of whether the at least one characteristic corresponds to an expected characteristic.
  • An apparatus operable to control the component to perform one or more prescribed operations thereby to verify whether the component is functioning correctly.
  • An apparatus according to claim 7 operable to control a component having an actuator to actuate the actuator by application of an electrical signal to one or more signal lines.
  • An apparatus operable to monitor a position of the actuator by reference to an electrical signal detected at one or more signal lines.
  • a motor vehicle component connected to apparatus according to claim 1 .
  • a motor vehicle having a component connected to apparatus according to claim 1 .
  • a method of diagnosing a fault associated with a motor vehicle by means of diagnostics apparatus comprising: connecting a diagnostics unit to one or more signal lines of a harness connector portion of a component of a motor vehicle; applying an electrical potential by means of the diagnostics unit to the one or more signal lines of the connector portion; and monitoring a response of the component to the electrical potential, the method comprising providing an indication whether the detected signals correspond to expected signals by reference to data in respect of expected signals.
  • a method according to claim 12 comprising controlling the component to perform one or more prescribed operations thereby to verify whether the component is functioning correctly.
  • a method according to claim 13 comprising controlling a component having an actuator to actuate the actuator by application of an electrical signal to one or more signal lines.
  • a method according to claim 14 comprising monitoring a position of the actuator by reference to an electrical signal detected at one or more signal lines.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Testing Of Short-Circuits, Discontinuities, Leakage, Or Incorrect Line Connections (AREA)

Abstract

L'invention concerne un appareil de diagnostic (110, 152) d'un véhicule à moteur comprenant: une unité de diagnostic (110) qui se raccorde à une ou plusieurs lignes de signaux d'une partie connecteur de faisceaux d'un composant (172) du véhicule à moteur (170). L'unité s'utilise pour appliquer un potentiel électrique sur une ou plusieurs lignes de signaux de la partie connecteur et pour surveiller une réaction du composant (172) au potentiel électrique. L'appareil (110, 152) s'utilise pour fournir une indication permettant de savoir si les signaux détectés correspondent à des signaux attendus en référence à des données relatives à des signaux attendus.
PCT/EP2014/051926 2013-02-01 2014-01-31 Appareil et procédé de diagnostic de véhicule WO2014118329A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1301805.6A GB2510386B (en) 2013-02-01 2013-02-01 Vehicle diagnostics apparatus and method
GB1301805.6 2013-02-01

Publications (1)

Publication Number Publication Date
WO2014118329A1 true WO2014118329A1 (fr) 2014-08-07

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WO (1) WO2014118329A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5107428A (en) * 1988-12-22 1992-04-21 Actia S.A. Process and apparatus for diagnosis of defects in electric or electronic modules in automotive vehicles
EP1116955A2 (fr) * 1991-01-30 2001-07-18 Edge Diagnostic Systems Systhème interactif de diagnose
US6297646B1 (en) * 1997-06-25 2001-10-02 Snap-On Tools Company Electrical tester for small motor vehicles
WO2002037399A1 (fr) * 2000-11-03 2002-05-10 Detroit Diesel Corporation Simulateur de capteur pour l'etalonnage et la maintenance de moteurs a combustion interne

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5318449A (en) * 1989-06-07 1994-06-07 Electra International Pty. Ltd. Method and apparatus for computer-aided diagnosis of engines
US7555376B2 (en) * 2004-12-14 2009-06-30 Snap-On Incorporated Dynamic information method and system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5107428A (en) * 1988-12-22 1992-04-21 Actia S.A. Process and apparatus for diagnosis of defects in electric or electronic modules in automotive vehicles
EP1116955A2 (fr) * 1991-01-30 2001-07-18 Edge Diagnostic Systems Systhème interactif de diagnose
US6297646B1 (en) * 1997-06-25 2001-10-02 Snap-On Tools Company Electrical tester for small motor vehicles
WO2002037399A1 (fr) * 2000-11-03 2002-05-10 Detroit Diesel Corporation Simulateur de capteur pour l'etalonnage et la maintenance de moteurs a combustion interne

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GB2510386B (en) 2017-11-29
GB201301805D0 (en) 2013-03-20
GB2510386A (en) 2014-08-06

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