• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method for troubleshooting a built-on function pertaining to a vehicle which, after being produced by a manufacturer, undergoes building-on of at least one function which is provided with a computer-readable representation associated with said vehicle. During troubleshooting of said built-on function, the vehicle is connected to a diagnostic tool which determines conditions for activation of said built-on function. The diagnostic tool is used to determine via said connection to said vehicle whether said at least one condition for activation of said built-on function is fulfilled, and a signal is generated if said at least one activation condition is not fulfilled. The invention relates also to a diagnostic tool and a vehicle.
    公开号:SE1150919A1
    申请号:SE1150919
    申请日:2011-10-05
    公开日:2013-04-06
    发明作者:Johan Aneros；Tony Lindgren
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    For example, it is common for commercial vehicle manufacturers, instead of providing only fully equipped vehicles, to also provide versions with only existing chassis, or chassis and cab which are then completed by another party according to their own specific requirements.
    For example, a chassis provided by a vehicle manufacturer can be arranged to be used arbitrarily as a base for attachments to finished motorhomes, fire trucks, ambulances, concrete trucks, refrigerated trucks, etc.
    Furthermore, e.g. the bus chassis is provided by the vehicle manufacturer, more or less completely without a body, for the subsequent addition of a bus body.
    Thus, the superstructure performed by another party can be very extensive, and superstructure to at least some extent is also very common in heavy vehicles. For this reason, the vehicle manufacturer also often prepares the vehicle to a large extent to facilitate a subsequent extension. For example. one or more power take-offs are often provided, where e.g. superstructures can be connected to the vehicle's internal combustion engine and / or gearbox so that superstructure functions can obtain driving force from the vehicle. Likewise, there may be connections to enable the use of e.g. the vehicle's electrical system, hydraulic system and / or pneumatic system realization of bodywork functions.
    A vehicle can thus be equipped with a plurality of power take-offs, and depending on the type of applications that are supplied to the vehicle during superstructure, the power take-off requirement may vary. For example, some applications may require that the required power be available constantly when the vehicle engine is running, regardless of whether the vehicle is moving or not. Examples of such applications can be e.g. consist of concrete trucks, cooling units in refrigerated trucks and plow systems. Other applications only require power on distinct occasions, such as when activating a crane, etc.
    The activation of a power take-off for, and thus the operation of, one or more superstructure functions is often not such that a continuous and unregulated power take-off is desirable, but usually the power requirement is such that it is only required in certain situations, and on request, of the superstructure itself or by e.g. the driver of the vehicle.
    In addition to the power take-offs themselves, it is therefore common for the vehicle manufacturer to provide a bodywork interface to enable communication between the vehicle's internal communication system and the bodywork control system. This interface can e.g. consist of one or more terminal blocks with a number of inputs / outputs, where a high / low signal at an output e.g. can represent the status of a certain function, whereby this information can be used as a control signal for conditional control in extension functions. Furthermore, there may be inputs to signal from the superstructure control system e.g. a request for activation of a certain power take-off, where e.g. a high level can indicate a request for activation, and where a certain input has a defined meaning.
    Since one and the same chassis configuration can be used for superstructure in a large number of application areas, it is often not possible during vehicle manufacturing to know the specific use of a specific chassis, and especially not characteristics of specific superstructure elements such as a specific crane unit or plow system. Thus, bodywork functions can communicate status such as whether the function is active / inactive by applying a voltage to an input at the interface to the vehicle's internal control system. Thus, the vehicle's internal communication system will thus also have knowledge that bodywork functions exist, and their status insofar as the bodywork function signals a request for activation of any vehicle function and / or requests power.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for diagnosing a bodywork function of a vehicle. This object is achieved with a method according to claim 1.
    According to the present invention, there is provided a method of troubleshooting a bodywork function of a vehicle, said vehicle, subsequently manufactured by a vehicle manufacturer, undergoing a bodywork, said bodywork comprising at least one bodywork function.
    In said bodywork, a computer-readable representation of said bodywork function is associated with said vehicle. When troubleshooting said bodywork function, said vehicle is connected to a diagnostic tool, and by means of said diagnostic tool, based on said computer-readable representation of said bodywork function, activation conditions for activating said bodywork function are determined. Using said diagnostic tool and via said connection to said vehicle, determining whether said at least one activation condition for activating said bodywork function is met, and a signal is generated if said at least one activation condition is not met. l0 l5 20 25 Superstructures are often very difficult to troubleshoot as information about the superstructure is often missing in the vehicle / workshop. This in combination with the vehicle being delivered with a superstructure interface that can in principle be used in any arbitrary manner during superstructure means that a superstructure can be realized in a basically arbitrary manner as long as the desired function is obtained. All in all, this means that a malfunctioning extension can be very time-consuming to troubleshoot. The present invention solves such problems by associating in the bodywork a computer readable representation of said bodywork function with said vehicle. This computer-readable representation can then be used by a diagnostic tool which, via a connection to the vehicle, reads the prevailing signal condition in the vehicle in real time, whereby reasons why a desired function does not occur when using the superstructure can be identified by the diagnostic tool and thus significantly reduce time required for troubleshooting.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1A schematically shows a vehicle in which the present invention can be used.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1.
    Fig. 2 shows an example of a bodywork function on a vehicle. Fig. 3 shows an exemplary method according to the present invention.
    Fig. 4 shows an example of a logic programming function according to an embodiment of the present invention.
    Detailed description of embodiments The term "other party" in the present description and claims refers to a party independent of the vehicle manufacturer to which a vehicle manufactured by a vehicle manufacturer is delivered. Thus, said second party may consist of an end user, but also of a third party supplier who performs superstructure before delivery to the end customer.
    Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1A comprises only one axle with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is provided with drive wheels. The driveline comprises an internal combustion engine 101, which is connected in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, to a gearbox 103 via a clutch 106. The internal combustion engine is controlled by the vehicle control system 115. 106, which e.g. may be an automatically controlled clutch, and the gearbox 103 of the vehicle control system by means of one or more applicable control units (not shown).
    Of course, the driveline of the vehicle can also be of another type such as of a type with conventional automatic transmission etc.
    A shaft 107 emanating from the gearbox 103 then drives the drive wheels 113, 114 via an end gear 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108.
    As will be appreciated, the vehicle shown is only an example of how the vehicle may be configured. However, the invention is applicable to all types of vehicles, such as e.g. vehicles with hybrid driveline, electric vehicles and / or other types of axle configuration, other types of gearboxes with or without clutch, etc.
    The vehicle 100 shown further comprises power take-offs 109, 110, where the power take-off 109 constitutes a power take-off directly via the combustion engine 102 of the internal combustion engine 101, while the power take-off 110 constitutes a power take-off via the vehicle 100 gearbox 103. Power take-offs can thus be performed from different positions and the power can, for example, be taken from the engine directly or be gearbox driven, that is to say clutch dependent. Gearbox-driven power take-offs, such as the power take-off 110, have the advantage that relatively high effects can be extracted, but at the same time have the disadvantage that power take-offs can only be performed when the clutch engages.
    In the case of superstructure, superstructures such as cranes etc. can be connected via applicable power take-offs for which they are driven by them. As will be appreciated, the vehicle 100 may include both multiple PTOs 109, 110, as well as other types of PTO.
    Superstructure functions can, however, be of a very different type, and while a superstructure function may include activation of a crane function via a PTO request, another superstructure function may include a request for e.g. an ignition of a certain warning light at the driver's seat of the vehicle.
    Thus, bodywork functions can be simple in nature, and the interaction with the vehicle's internal control system thus does not have to include the demand for power, but in principle any functionality can be arranged to be requested, which is performed below via a bodywork interface.
    In addition, the control system of the bodywork does not have to be arranged to request resources from the vehicle at all, but the bodywork control system can be arranged to depend solely on status signals from the vehicle, ie. the signal state for applicable outputs on the bodywork interface.
    The resource extension functions requested for their function can thus e.g. constitute one or more of mechanical force, electric force, hydraulic force or pneumatic force or a request for any function via the vehicle's control system. In cases where resources are requested, these are not normally, and are not normally desired, constantly available, but usually activation is required when needed.
    The description below exemplifies a bodywork function where a torque-limited power take-off is requested. Since the power take-offs supply the vehicle, these are usually checked / activated by means of applicable signals from the vehicle's internal control system. In the embodiment shown, activation of the power take-offs is controlled by means of the control unit II6.
    This also means that in order for these power take-offs to be activated, and in particular according to the need that a specific bodywork requires, the bodywork function must communicate with the vehicle's internal control system.
    However, vehicle manufacturers do not want another party, such as e.g. a third-party supplier makes changes directly to the vehicle's internal control system, as this can have both undesirable and unpredictable effects on the vehicle's performance. This is also the reason why the vehicle manufacturer usually provides a signaling interface which can then be used for communication with the vehicle's internal control system. This is shown schematically with the body control unit 117 in Fig. 1A, which communicates with e.g. the control unit 116 and / or other control units present in the vehicle.
    The bodywork interface can be of different types, but usually consists of a bodywork control unit with a number of inputs / outputs, where each input / output has a certain function. For example. an output can represent the vehicle's parking brake, and when the vehicle's parking brake is applied, this output can e.g. set to a high level by the vehicle's internal control system in order to communicate this to the body in this way. Other examples of functions whose status can be signaled in a similar way consist of e.g. gearbox in neutral position, internal combustion engine started, as well as status for other functions / parts of e.g. the vehicle's driveline, various braking systems, etc. These signals can then be used by the body's control system, where e.g. different conditions usually have to be met for a certain function to be activated.
    For example. it may be required that, in order for the extension function to request activation of e.g. a certain power take-off, and thus e.g. operation of a superstructure function, various conditions must be met, such as e.g. that both parking brakes must be applied at the same time as the vehicle's gearbox is set in neutral. If these conditions are met, which of the superstructure control systems can thus be read out by the respective output on the superstructure control unit 117, activation can be requested. This activation can be requested via said body control unit 117, which according to the above may comprise inputs, where each input has a certain significance, such as e.g. request for activation of a certain power take-off, this request being able to be converted by the bodywork control unit 10 15 20 25 30 10 117 into a suitable format for communication with the control unit 116.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs) such as the control units, or controllers, and various components located on the vehicle.
    Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit.
    For the sake of simplicity, in Fig. 1A only the control units 115, 116, 117 are shown.
    Parts of the present invention may be implemented in any applicable control unit, such as e.g. the control unit 117, or wholly or partly in one or more other control units arranged at the vehicle.
    Control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle. The control unit 116 can e.g. receive signals from the control unit 117 when determining whether or not a power take-off should be activated.
    Furthermore, control units of the type shown are also usually arranged to emit control signals to various vehicle parts and components. For example. the control unit 116 can emit signals to applicable actuators for activating power take-offs, etc.
    The function of the control units is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as method steps of the present invention. The computer program usually consists of a computer program product 109 stored on a digital storage medium (see Fig. 1B) such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM). , Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., in or connected to the control unit and executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.
    An exemplary control unit (superstructure control unit 117) is shown schematically in Fig. 1B, wherein the control unit in turn may comprise a calculation unit 120, which may consist of e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The computing unit 120 is connected to a memory unit 121, which provides the computing unit 120 e.g. the stored program code 109 and / or the stored data calculation unit 120 need to be able to perform calculations.
    The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals devices 122, 125 may be detected as information and converted into signals which may be processed by the computing unit 120. These signals are then provided to the computing unit 120. T. ex. the body control unit may comprise inputs for receiving signals from e.g. switches at a superstructure unit.
    The devices 123, 124 for transmitting output signals are arranged to convert signals obtained from the computing unit 120 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the vehicle's control system and / or the component (s) for which the signals are intended.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a wireless connection.
    Control systems for vehicles can thus be very comprehensive with a large number of control units, while control systems for bodywork functions can in principle be very simple in nature and e.g. realized according to the example shown in Fig. 2.
    Fig. 2 schematically shows a part of a control system for a simple extension function according to prior art. The example shown relates to a request for activation of a torque-limited power take-off, such as e.g. a torque-limited power take-off via the power take-off 109 in Fig. 1A, when the established criteria are met. The solution shown is constructed in the form of a relay solution, where different signals are interconnected by means of relays 201, 202 to request activation of power take-offs when the desired condition is met. In the example shown, a first relay 201 at a first input 202 receives a first signal from an output 203 of a prior art body control unit 204. This signal is a neutral gear signal that is set to active by the vehicle's internal control system when the neutral gear is engaged.
    In order for the first relay 201 to turn on, and thereby pass on the neutral gear signal by means of the output 205 of the relay 201 to the input 206 of the relay 202, it is required that either a parking brake signal, which is obtained from an output 207 of the body control unit 204 or a service brake signal , obtained from an output 208, assumes a high level to thereby result in a high level on the control input 209 of the relay 201.
    When the condition is met, the relay 201 turns on, whereby the neutral gear signal is forwarded to the relay 202. In order for the relay 202 to also turn on, and thus emit a high level at its output 210, its input 211 is also required to assume a high level, which occurs when a switch 212 is activated.
    The switch 212 can e.g. is activated by the driver of the vehicle or in another applicable way when torque-limited PTO via the PTO shall be active. Thus, when the switch 212 is turned on, and thus also the relay 202, an input 213 of the bodywork control unit 204 is set to a high level, where this input represents said request for torque-limited power take-off.
    This request is then translated by the bodywork control unit 204 into an appropriate signal to be transmitted via the vehicle's internal control system, e.g. via the control unit 116 as above, request that the power take-off 109 be activated in the desired manner.
    It will be appreciated that the example shown in Fig. 2 constitutes a very simple function, and that in practice considerably more complicated coupling structures can be used in superstructures in order to obtain the desired function.
    Nevertheless, in Fig. 2, the relatively simple system can be very time consuming to troubleshoot in case of malfunction.
    When a vehicle with a bodywork function according to Fig. 2 goes to a workshop because the bodywork function is malfunctioning, this can give rise to complicated troubleshooting, especially if the bodywork function is realized with a large number of components. 10 15 20 25 30 14 In general, electrical systems for superstructures are very difficult to troubleshoot as the vehicle workshops often lack information about the specific superstructure the vehicle is equipped with. Since the vehicle is delivered with a superstructure interface that can in principle be used in any optional manner in superstructure, the corresponding functionality can also be realized in a large number of ways, and it is not even certain that two vehicles with superstructure units from the same party are realized in exactly the same way.
    If a superstructure function, such as the superstructure function shown in Fig. 2, works incorrectly, there is no possibility of diagnosing the function at the workshop, but the workshop mechanic is forced to perform measurements in the electrical system in order to try to identify the fault. In order for this to be possible at all to be carried out with a reasonable amount of time, it is also a prerequisite that a wiring diagram of the superstructure is available, and which describes how the function actually works. Unfortunately, however, such wiring diagrams are often missing, which means that troubleshooting can be very time-consuming.
    To return to Fig. 2, only in this simple example can e.g. the following faults / reasons why activation does not occur: - Parking brake signal or service brake signal is not active; - Neutral mode signal is not active; Signal from switch 212 does not appear; - Wiring for any input signal is broken; One or more relays 201, 202 are broken; - Internal fault in the bodywork control unit 204; - Internal activation conditions for the torque limiter function are not met, ie. the vehicle's internal conditions for allowing activation of the torque limiter are not met; Thus, a large number of measurements may be required to identify what is incorrect even in a relatively simple application. In addition, the installation can often be difficult to access, with the result that measurement between two points can be difficult to perform. In addition, it must be checked that the vehicle's internal activation conditions for activating the requested vehicle function are met, e.g. using a diagnostic program.
    The present invention provides a method which substantially facilitates troubleshooting of bodywork solutions.
    The present invention is based on a computer-readable function description, such as a program code with logic function description of the bodywork function, being stored in an appropriate place in the vehicle's control system, such as e.g. in the body control unit 117 of Fig. 1A or other applicable control unit. This function description is then used by a diagnostic program to diagnose the function, where the diagnostic program is connected to the vehicle in order to be able to read the status of various signals in real time and thus identify activation conditions that are not met and thus can be potential sources of malfunction.
    An exemplary method 300 according to the present invention is shown in Fig. 3. The method 300 exemplified in Fig. 3 is exemplified for the superstructure function shown in Fig. 2, i.e. a torque limiter function, but whereby a function description according to the present invention is thus applied in troubleshooting. Procedure begins in step 301, where it is determined whether the power take-off function as above should be debugged. If this is the case, which e.g. can be triggered by appropriate action l0 l5 20 25 30 l6 by a workshop mechanic, the process proceeds to step 302.
    In step 302, it is determined whether the vehicle's internal activation conditions to allow activation of the PTO function at all are met. These conditions can e.g. consists of the fact that the internal combustion engine must be started and that the gearbox must be in a certain position, such as e.g. neutral position. If the internal activation conditions are not met, the procedure can proceed to step 303 for troubleshooting internal activation conditions as the PTO function will not be activated at all regardless of the status of the body function of the bodywork function if the internal activation conditions are not met. Troubleshooting of internal activation conditions can be performed in any applicable way and is therefore not described in more detail here, as such troubleshooting is part of normal vehicle internal troubleshooting. According to one embodiment, the internal activation conditions can be identified by the diagnostic tool, such information can e.g. is stored in the vehicle's control system or is available by the diagnostic tool. Internal activation conditions that are not met can thus be presented to the user of the diagnostic tool, whereby it can be ensured that these conditions are met, such as e.g. that a parking brake is actually activated if required, and if not.
    After troubleshooting in step 303, the process proceeds to a step 304 where it is again determined whether the internal activation conditions for the function are met. If this is still not the case, the process is terminated in step 305, or the process returns to step 303 for further troubleshooting. If, on the other hand, the troubleshooting has resulted in the internal conditions for activation now being met, the procedure proceeds to step 306. Similarly, the procedure proceeds to step 306 when it has already been determined in step 302 that the internal activation conditions for the function are met.
    In step 306, a computer-readable representation of the superstructure function, such as a program code representation, is retrieved from the superstructure controller 117 or from another applicable storage location in the vehicle. This code constitutes a computer-readable representation of the superstructure function with the required signals and conditions as grids for activating the function. This computer-readable representation can be a function description such as has been created with the applicable computer program. According to a preferred embodiment, the program code may be generated by a program which in turn has been used to create the function, which is described below. Alternatively, the computer-readable representation may be a representation created by e.g. the party performing the superstructure and where the computer-readable representation follows a syntax that can be read for a diagnostic tool as shown below.
    The computer-readable representation can e.g. stored in the control unit 117 or other applicable control unit in the vehicle.
    Alternatively, the computer-readable representation can e.g. sent to a central storage location for vehicles manufactured by the vehicle manufacturer, whereby e.g. a workshop or diagnostic tool can, if necessary, retrieve the computer-readable representation from the central storage location.
    The computer-readable representation obtained in step 306 is then loaded in step 307 into a diagnostic tool. The diagnostic tool analyzes the computer-readable representation and can use it to determine which signals must be active for the superstructure function to be activated. By e.g. put a request for power take-off as above as active can the diagnostic tool with the help of the function description and e.g. 10 15 20 25 30 18 condition programming (condition programming is well described in the prior art (eng. Constraint programming) and can be realized in a number of different ways) determine which signals must be active for the function to be active. Are more alternatives possible, such as e.g. that either a parking brake signal or a service brake signal according to Fig. 2, the diagnostic tool can, by means of condition programming, determine the different possible signal combinations that would result in an active PTO request. With reference to the example shown in Fig. 2, the diagnostic tool can thus state that one of the parking brakes and service brake must be active at the same time as the neutral gear is engaged and at the same time as the switch is activated.
    Once the diagnostic analysis tool has determined which condition (s) are required for the desired function, the diagnostic tool can read the current state of signals from the vehicle's internal control system via the connection to the vehicle to determine whether the neutral gear is de facto engaged or whether parking brake or service brake is active. Such signals are usually available via the vehicle's internal control system, whereby the diagnostic tool can easily determine whether these conditions are met. The diagnostic tool is thus connected, just like a conventional diagnostic tool, in such a way that in-vehicle signals can be read.
    According to one embodiment, the bodywork function is realized in a manner as shown in Fig. 2, in which case not all signals are thus securely available for the diagnostic tool, since signals such as the position of the switch are probably not available via the internal vehicle control system. In this case, however, it can still be determined whether any of the vehicle-related signals (parking brake, service brake, neutral gear) do not meet the conditions. When it is determined with the aid of the diagnostic tool that no activation condition is met, a signal is generated in step 308. The signal may constitute an identification of the non-fulfilled activation condition, and by means of the generated signal, the non-fulfilled activation condition may be presented to a user of the diagnostic tool. Thus, in step 308, the diagnostic tool may, if so, e.g. explicitly state "neutral gear not engaged" for presentation to the workshop mechanic, e.g. via display on a display, whereby the workshop mechanic can directly remedy / examine this without any measurements having to be performed at all.
    In this case, the workshop mechanic can ensure that the neutral gear is actually engaged. The diagnostic tool may be arranged to request an indication of whether action of the non-fulfilled activation condition, ie. a measure which has resulted in the activation conditions being met (neutral gear actually engaged in this case), rectifies the said malfunction. In this way it can be determined whether e.g. a gear sensor is malfunctioning, or all activation conditions have simply not been met.
    Thus, if the function works after action, the workshop mechanic can indicate this in step 309 via the applicable input interface, whereby the procedure is terminated in step 305.
    If the add-on function still does not work properly, the procedure returns to step 302 for further determination / troubleshooting. For example. it may be that more than one condition is not met, whereby the diagnostic tool can indicate this. In the event of a continued malfunction after remediation of an unfulfilled activation condition, it can thus be determined whether other activation conditions for activating said extension function are fulfilled or not, and when there are additional activation conditions that have not been fulfilled, this / these can be identified for the user. of the diagnostic tool for action.
    As mentioned, in the embodiment described above, it is not certain that the diagnostic tool has access to all signals present during the bodybuilding function. For example. the extension function in the example shown does not have access to the status of the switch 212. However, the switch 212 is described in the computer-readable representation, so the diagnostic tool can still state that it must be active. Thus, e.g. if the other conditions required according to Fig. 2 are met, the diagnostic tool in step 308 states that an activation condition is that the switch is activated, whereby the workshop mechanic can directly troubleshoot it, and thus the workshop mechanic's effort in troubleshooting can still be significantly reduced.
    In addition, the diagnostic tool can also ask the question whether the switch is activated. Particularly in cases where a number of activation conditions consist of signals that cannot be read via signals in the vehicle's internal control system, this can be advantageous, as the workshop mechanic can verify correct function for condition after condition and also specify this for the diagnostic tool. , as far as possible can be based on as much data as possible. Thus, even in cases where there are a plurality of signals that can be identified but cannot be read directly by the diagnostic tool, thus these can still be identified by the diagnostic tool and applicable troubleshooting measures are still proposed.
    Thus, the present invention provides a troubleshooting method that substantially facilitates troubleshooting a bodywork function for a workshop mechanic. By providing the vehicle with a computer-readable representation of the signaling function's signaling connection to the vehicle during superstructure, troubleshooting can be greatly facilitated. As will be appreciated, a superstructure may include a plurality and also a large number of superstructure functions, whereby a computer readable representation may be generated for each of the superstructure functions.
    According to an embodiment of the present invention, there is further provided a tool for use in superstructure, where the tool can be used not only to create a computer-readable representation of the superstructure function, but also to actually create superstructure functions with the aid of software so as to be able to fully or extensively avoid realization of add-on functions with the help of relays etc. in order to instead realize add-on functions in software.
    The tool can e.g. consists of a logic programming tool, which in a simple way can enable programming of the desired function for a user without deeper knowledge in programming. Fig. 4 shows a graphical representation of a logical connection which functionally corresponds to the body function shown in Fig. 2. Instead of using according to the prior art exclusively signals on inputs / outputs on a body control unit to achieve the desired function, a programming tool according to the present invention enables the realization of the same function with significantly lower input when the body is actually connected to the vehicle.
    The tool can e.g. include an applicable selection of in-vehicle chassis functions, status signals and operators for interconnecting different signals. For example. operators such as "and", "or", "timer" etc. can be used when setting up logical relationships. With the help of this tool, an extension can thus be realized directly in software instead of being realized with the help of a number of signal cables, relays, etc.
    The tool can e.g. be of such a type that the user can use "drag and drop" of operators status signals etc. and interconnect these in a simple way by drawing interconnecting lines between the various elements. Such tools thus have the advantage that the required prior knowledge in programming when using the tool is very low, which thus constitutes a great advantage.
    According to a solution of the type shown in Fig. 4, function blocks such as e.g. function blocks 401, 402, 403, 404 are used to represent input signals which are then connected by means of operators 405, 406, 407 to the desired functionality, and where the desired result can be specified, in this case torque limited torque output 408 as above. With the aid of a tool of the type shown in Fig. 4, superstructure functions can thus be easily implemented with significantly reduced cabling as a result.
    In the example shown, all signals except the switch constitute internal vehicle functions which are thus already available via the vehicle's control system, so only one switch representing the switch must be supplied e.g. a bodywork control unit so that the exemplified function can be fully realized. The logical description of the function can then be translated by means of the programming tool into a form (syntax) corresponding to the vehicle control system, for use therein. Thus, with the aid of the programming tool, a computer-readable representation such as a computer program code representing the function can be generated, and this computer program code is stored in an appropriate place, e.g. in the bodywork control unit to be executed there in operation. This computer program code can then be read by the diagnostic tool for troubleshooting as above, whereby in this case all signals, ie. also the switch signal, are available for troubleshooting the diagnostic tool because the switch signal is connected to the superstructure control unit.
    Alternatively, in addition to the computer program code for use in operating the vehicle, the programming tool may generate a specific computer readable representation of the superstructure function for using the diagnostic tool in cases where the syntax of the diagnostic tool differs from that of the vehicle.
    In addition, a representation that can be read for the diagnostic tool can be transferred via the applicable interface to e.g. a central location for storing vehicle data, where data for each specific vehicle can be stored, whereby the diagnostic tool in one embodiment can retrieve function description from the central location for troubleshooting. Storage of superstructure function data, and also other data, in another location also has the advantage that in the case e.g. If the superstructure control unit malfunctions, it can be replaced, whereby the new control unit can be reset to the desired configuration with the help of this data.
    In the event that the superstructure function is realized with the aid of a programming tool, further refined troubleshooting is thus made possible, since in this case all signals can be available for the diagnostic tool. l0 l5 20 25 30 24 The software for generating desired functions can e.g. provided by the vehicle manufacturer, wherein a syntax readable for the diagnostic tool can be easily generated by the programming tool and / or the diagnostic tool can be arranged to read the program code as generated for use in the vehicle control system. Alternatively, the programming tool may be provided by another party, whereby it is only necessary to ensure that the function description is performed in such a way that the diagnostic tool can perform correct function diagnosis. This can be ensured by means of a defined interface to the diagnostic tool. This also applies to the case above where realization of bodywork functions takes place with the help of relays etc. where the function description can be realized in an arbitrary manner as long as it takes place in a form readable by the diagnostic tool.
    The programming tool for programming extension functions can, as above, have a graphical layout with function block programming. This embodiment has the advantage that it is easy to create a visual image, and thus an easy-to-understand image, of the function. In one embodiment, the function can instead be programmed directly in the applicable programming language. As will be appreciated, this embodiment requires greater prior knowledge of the user, but the embodiment may be advantageous to one who frequently creates bodywork functions and is well versed in programming. The invention also has the advantage that the body control unit 117 does not need as large a number of inputs / outputs as in the prior art, since at least in some embodiments body function functions can to a large extent be realized in terms of software instead of hardware. The present invention is not limited to the above-described embodiments of the invention, but relates to and encompasses all embodiments within the scope of the appended independent claims. For example. The invention has been described with an example where a power take-off is requested, but as described above, superstructure functions can consist of very different types of functions, such as lighting of lamps, warning lamps, etc. Furthermore, software realization of superstructure functions has additional advantages. At e.g. realization of a function where a warning light in e.g. a cab to be lit can, when realizing the function with a programming tool also e.g. warning texts for display in e.g. a display is tailored to the exact desired wording.
    权利要求:
    Claims (19)
    [1]
    A method for troubleshooting a bodywork function of a vehicle, said vehicle, subsequently manufactured by a vehicle manufacturer, undergoing a bodywork, said bodywork comprising at least one bodywork function, wherein in said bodywork a computer-readable representation of said bodywork function of said vehicle body , characterized in that, in the event of a malfunction of said superstructure function: - connecting said vehicle to a diagnostic tool, - by means of said diagnostic tool, based on said computer-readable representation of said superstructure function, determining at least a first activation condition for activating said superstructure function, - determining said diagnostic tool and via said connection to said vehicle whether said at least one first activation condition for activating said bodywork function is met, and - if said first activation condition is not met, generating a signal.
    [2]
    Method according to claim 1, characterized in that activation of said superstructure function requires that a plurality of activation conditions are met, said signal being generated when at least a first of said required activation conditions is not met.
    [3]
    Method according to claim 1 or 2, characterized in that said signal identifies at least said first activation conditions.
    [4]
    A method according to any one of claims 1-3, characterized in that the method further comprises identifying said first activation conditions for a user of said diagnostic tool by means of said signal generated.
    [5]
    Method according to claim 4, characterized in that, when identifying said first activation conditions for a user of said diagnostic tool, by means of said diagnostic tool requesting an indication of whether action of said first activation condition, said action causing said first activation condition to be met, fixes said malfunction.
    [6]
    Method according to claim 5, characterized in that, in the event of a malfunction of said extension function after said action of said first activation condition, determining whether a second activation condition for activating said extension function is fulfilled, and, when said second activation condition is not fulfilled, identifying said second activation conditions for the user of said diagnostic tool.
    [7]
    Method according to any one of the preceding claims, characterized in that, in said troubleshooting of said bodywork function, it is determined whether internal vehicle conditions for activating said bodywork are fulfilled.
    [8]
    Method according to any one of the preceding claims, characterized in that with the aid of said computer-readable representation of said superstructure function and with the aid of condition programming, said activation conditions for activating said superstructure function.
    [9]
    Method according to any one of the preceding claims, characterized by storing said computer-readable representation of said bodywork function in said vehicle.
    [10]
    A method according to any one of the preceding claims, further characterized by generating said computer-readable representation of said extension function by means of a programming tool.
    [11]
    Method according to any one of the preceding claims, characterized in that said computer-readable representation of the superstructure function comprises a representation of required signals and conditions for activating the superstructure function.
    [12]
    Method according to any one of the preceding claims, characterized by creating said extension function by means of a programming tool.
    [13]
    Method according to claim 12, characterized in that said programming tool for creating said extension function generates said computer-readable representation of said extension function.
    [14]
    A method according to any one of the preceding claims, characterized in that said extension function is created by means of a programming tool, wherein by means of said tool a graphical function description of said extension function is created, and wherein said tool converts said graphical function description into said computer readable representation of said function description. .
    [15]
    Method according to any one of the preceding claims, characterized in that said superstructure consists of a superstructure made in relation to said vehicle manufacturer to another party.
    [16]
    A diagnostic tool for troubleshooting a bodywork function of a vehicle, said vehicle, subsequently manufactured by a vehicle manufacturer, undergoing a bodywork, said bodywork comprising at least one bodywork function, wherein in said bodywork a computer readable representation of said bodywork function 29 associated with said vehicle, characterized in that said diagnostic tool comprises means for, in troubleshooting said bodywork function and when said vehicle is connected to a diagnostic tool: - based on said program code representation of said bodywork function, determining activation conditions for activating said bodywork function, of said diagnostic tool and via said connection to said vehicle determining whether said at least one activation condition for activating said bodywork function is met, and - if said at least one activation condition is not met, g generate a signal.
    [17]
    Computer program comprising program code, characterized in that said computer program, when said program code is executed in a diagnostic tool connected to a vehicle, causes said diagnostic tool to perform the method according to any one of claims 1-15.
    [18]
    A computer program product characterized by a computer readable medium and a computer program according to claim 17, wherein said computer program is included in said computer readable medium.
    [19]
    Vehicle (100), which subsequently manufactured by a vehicle manufacturer has undergone a superstructure, said superstructure comprising at least one superstructure function, characterized in that the vehicle comprises a computer-readable representation of said superstructure function, said computer-readable representation being arranged to use a diagnostic tool connected to said vehicle is used to determine whether at least a first activation condition for activating said bodywork function is met.
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    同族专利:
    公开号 | 公开日
    BR112014008079A2|2017-04-11|
    SE536187C2|2013-06-18|
    RU2593737C2|2016-08-10|
    KR20140084132A|2014-07-04|
    EP2764343A4|2015-07-01|
    EP2764343B1|2017-05-10|
    US9453785B2|2016-09-27|
    CN103946681B|2017-06-23|
    KR101770763B1|2017-08-23|
    EP2764343A1|2014-08-13|
    WO2013051997A1|2013-04-11|
    RU2014117657A|2015-11-10|
    BR112014008079B1|2021-05-25|
    CN103946681A|2014-07-23|
    US20140288767A1|2014-09-25|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150919A|SE536187C2|2011-10-05|2011-10-05|Procedure and system for troubleshooting a bodybuilding function in vehicles|SE1150919A| SE536187C2|2011-10-05|2011-10-05|Procedure and system for troubleshooting a bodybuilding function in vehicles|
    RU2014117657/11A| RU2593737C2|2011-10-05|2012-10-03|Method and system for diagnosing working body functions relating to vehicles|
    EP12838307.2A| EP2764343B1|2011-10-05|2012-10-03|Method and device for troubleshooting a body work function pertaining to vehicles|
    CN201280056419.8A| CN103946681B|2011-10-05|2012-10-03|Method and system for carrying out trouble hunting to the vehicle body function of belonging to vehicle|
    BR112014008079-8A| BR112014008079B1|2011-10-05|2012-10-03|method for locating faults in vehicle integrated function, diagnostic tool for locating faults in vehicle integrated function, machine readable medium that performs such method and vehicle|
    PCT/SE2012/051054| WO2013051997A1|2011-10-05|2012-10-03|Method and method for troubleshooting a body work function pertaining to vehicles|
    US14/350,179| US9453785B2|2011-10-05|2012-10-03|Method and method for troubleshooting a body work function pertaining to vehicles|
    KR1020147012170A| KR101770763B1|2011-10-05|2012-10-03|Method and method for troubleshooting a body work function pertaining to vehicles|
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