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    • 专利摘要:
    A system arranged for status detection management for a vehicle including: - a control system of the vehicle, the control system including at least one Electronic Control Unit (ECU) and at least one Status Detection Electronic Control Unit (SDECU), the at least one SDECU including: - at least one interface, by which one or more at least partly autonomous vehicle systems may be connected to the at least one SDECU, the one or more vehicle systems being arranged for providing one or more signals, respectively, and being at least partly autonomous from the control system regarding status detection in said vehicle; and - at least one status information unit, arranged for providing status information at least to the at least one ECU of the control system based on at least one test signal resulting from at least one test performed on the one or more at least partly autonomous vehicle systems.Fig. 3a
    公开号:SE1650424A1
    申请号:SE1650424
    申请日:2016-03-31
    公开日:2017-10-01
    发明作者:Hesse Johan
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    lO STATUS DETECTION MANAGEMENT IN A VEHICLEField of invention The present invention relates to a system arranged for statusdetection management in a vehicle as defined in the preambleof claim l. The present invention also relates to a method forstatus detection management in a vehicle as defined in thepreamble of claim 14. The present invention also relates to acomputer program and a computer program product implementing the method according to the invention.
    Background of invention The following background information is a description of thebackground of the present invention, which thus not necessarily has to be a description of prior art.
    Vehicles of today include a large number of internal/connectedvehicle systems, such as e.g. powertrain systems, chassissystems, driving compartment systems, electrical systems, anda number of other systems needed for providing various vehiclefunctions. The vehicles also include a control systemcomprising one or more Electronic Control Units (ECUs). Thecontrol system generally controls the internal/connectedvehicle systems, e.g. by providing control signals to theinternal/connected vehicle systems. These control signalscontrol the function of the internal vehicle systems. Also,the internal/connected vehicle systems may provide feedbacksignals to the control system, such as status information signals.
    The internal/connected vehicle systems may sometimes encountera problem, such as a malfunction e.g. due to a broken lightbulb, and/or a potentially hazardous/problematic situation,such as e.g. a too low engine oil level. Such problems can then be detected/indicated by signaling to an ECU of the Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO control system. The ECU of the control system then determinesthe status of the system, and possibly also determines one ormore error codes based on the indicated problems. The one ormore error codes may then be used for alerting the driver ofthe indicated status and/or problems e.g. via an indicationprovided to the driver via a driver interface. The one or moreerror codes may also be used by a diagnosis system forperforming an evaluation and/or for indicating the problems toa technician e.g. in a work shop, such that troubleshootingcan be made faster and less costly. Thus, forinternal/connected vehicle systems, status detectionmanagement and also error code management is well provided for in vehicles of today.
    However, vehicles do often, in addition to the above mentionedinternal/connected vehicle systems, also comprise one or morevehicle systems being at least partly autonomous from thecontrol system regarding status and/or error detection in thevehicles. Such at least partly autonomous vehicle systems mayinclude at least one system being unable to perform statusand/or error detection and/or at least one system unable tocommunicate status and/or error information to an ECU of thecontrol system in the vehicle. Such at least partly autonomousvehicle systems may also include at least one additionalsystem being at least partly unknown for the control system,such as e.g. a bodywork system, a bodybuilder system, a thirdparty system and/or a stand-alone system. Also, the one ormore at least partly autonomous vehicle systems may include atleast one system being indirectly coupled to the controlsystem via at least one component, such as e.g. arelay/circuit-breaker, which makes direct communication withthe control system impossible, as is described more in detail below.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO Also, for some vehicles there are different vehicle setupsavailable for use e.g. in different conditions and/or markets.For example, there may be one vehicle setup optimized forcomfort, e.g. for vehicles used in good road conditions, andanother vehicle setup optimized for robustness, e.g. forvehicles used in poor road conditions such as in the miningindustry and/or on low standard roads in developing countries.In vehicles optimized for robustness, simplerelectronics/logics are often used in the vehicles in order tolower the complexity and costs for the vehicle. Thus, vehiclesoptimized for robustness may include fewer Electronic ControlUnit (ECU) than the vehicle optimized for comfort. Thefunction of some of these missing ECU might then instead beprovided with other components/systems, such as e.g. discretecomponents, in the vehicle. Thus, some functions may then beperformed by components/systems not necessarily being includedand/or connected in the control system of the vehicle, i.e. bycomponents/systems being at least partly autonomous from the control system.
    Thus, a vehicle may include one or more at least partlyautonomous vehicle systems, possibly including a large varietyof systems, such as e.g. lighting/illumination systems, bussign/line displaying systems, information screen systems,ticket machine systems, route planning systems, audio and/orvideo systems, separately produced and/or arranged componentsand/or components being incompatible with the ECUs of the control system.
    SUMARY OF INVENTION For the at least partly autonomous vehicle systems describedabove, there is no reliable status detection management available in the control system in vehicles of today, since Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO these systems are at least partly autonomous from the controlsystem. Therefore, it is very probable that problems relatedto these at least partly autonomous vehicle systems will notbe handled correctly. There is thus a risk that problemsoccurring in such at least partly autonomous vehicle systemswill not be indicated to a driver by the driver interfaceand/or will not be indicated/readable for a technician at thework/repair shop. Also, internal/connected vehicle systemsand/or ECUs of a control system might need to informed aboutsuch problems in order to possibly adjust its function, e.g. to perform a degradation of its function, due to the problems.
    To not be able to indicate to a driver and/or a technician thestatus/problems for the at least partly autonomous vehiclesystems could result in safety problems, since most problemsin vehicle systems may in some situations cause safetyhazards. In other words, a safety hazard may occur for the atleast partly autonomous vehicle systems since it is verydifficult, often more or less impossible, for the driverand/or technician to take action against a problem and/orproblematic system if the problem has not been indicated at all to the driver.
    It is therefore an object to solve at least some of the above mentioned disadvantages.
    The object is achieved by the above mentioned system arrangedfor status detection management for a vehicle according to thecharacterizing portion of claim l. The system includes: - a control system of the vehicle, the control systemincluding at least one Electronic Control Unit (ECU) and atleast one Status Detection Electronic Control Unit (SDECU),the at least one SDECU including: - at least one interface, by which one or more at least partly autonomous vehicle systems may be connected to the at least Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO one SDECU, the one or more vehicle systems being arranged forproviding one or more signals, respectively, and being atleast partly autonomous from the control system regardingstatus detection in said vehicle; and - at least one status information unit, arranged for providingstatus information at least to the at least one ECU of thecontrol system based on at least one test signal resultingfrom at least one test performed on the one or more at least partly autonomous vehicle systems.
    By usage of the present invention, a status detectionmanagement is provided also for at least partly autonomousvehicle systems being implemented in the vehicle. Hereby, forexample error codes can be provided and evaluated for these atleast partly autonomous vehicle systems, which makes itpossible to also indicate a status/problem to a driver and/or to a technician at the work/repair shop.
    Thus, the SDECU of the present invention facilitatesconnection of the at least partly autonomous vehicle systemsto the control system of the vehicle, at least regardingstatus detection. The at least one interface of the SDECUincludes a number of inputs being arranged for receiving testsignal having a large variety of characteristics. Hereby, anumber of different at least partly autonomous vehicle systemsmay be connected to the SDECU, and the SDECU is arranged forhandling/receiving the test signals from each one of thesedifferent systems. The SDECU is thus arranged for handlingtest signals resulting from a number of different test methods.
    Also, the SDECU is arranged for providing status informationto the at least one ECU of the control system based on such signals resulting from these tests. The SDECU is thus arranged Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO for processing, including interpreting, translating and/ortransforming, the test signals to status information beinguseful for the ECUs of the control system. In other words, theSDECU is arranged for receiving various test signals via itsinterface, for processing these test signals such that statusinformation based on the test signals is provided, wherein thestatus information is in a format which may be processed by the control system, i.e. by the ECUs of the control system.
    Hereby, the safety for the driver is increased, since the riskfor undetected safety hazards in such at least partlyautonomous vehicle systems is considerably reduced. Also, therisk for unnecessary damages to the vehicle and/or its systemsis reduced, since a potential risk for such damages can beindicated to a driver and/or a technician before the damagesappear. When the driver and/or technician is alerted thatthere is a problem and/or a potential problem for an at leastpartly autonomous vehicle system, appropriate actions can betaken in order to prevent the damages, such as stopping thevehicle and/or driving the vehicle to a repair shop. Thus, thepresent invention makes error indication to a driver and/or a technician easier and more reliable.
    By usage of the present invention, addition of new systems inthe vehicle, such as addition of at least partly autonomousvehicle systems can be made faster, less costly and easier,since a reliable status/error detection management can beachieved quickly/easily and with low additional to complexity.To be able to quickly and at low cost add more or lessarbitrary vehicle systems to the system, such that a completestatus/error detection management including essentially allvehicle systems, both internal/connected and at least partially autonomous systems, makes it possible to quickly Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO meet the expectations of customers adding systems to their vehicles.
    The at least partly autonomous vehicle system may lack one ormore of an ECU, error detection, communication towards othersystems, information regarding other vehicle systems makingintegration impossible, degradation strategies, safetystrategies, error detection strategies, possibilities to addnew functions, hardware limitations present ininternal/connected vehicle systems and/or higher costsinvolved with internal/connected vehicle systems. However, byuse of the present invention, i.e. by use of the SDECUaccording to the embodiments of the present invention, the atleast partly autonomous vehicle systems may anyway, althoughone or more of these features are lacking, be integrated withthe control system in the vehicle, i.e. with the ECUs of thecontrol system. If an error in a vehicle system, such as in anat least partially autonomous system, has been detected by thesystem according to an embodiment of the present invention,the erroneous system might be controlled to work in arestricted/reduced mode and/or might be partially orcompletely shut off as a result of the detection. This control may then be performed by an ECU of the control system.
    All in all, the present invention facilitates integration ofinternal/connected vehicle systems and at least partly autonomous vehicle systems, such as e.g. bodywork systems,bodybuilder systems, third party systems and/or stand-alone systems.
    According to an embodiment of the present invention, the oneor more at least partly autonomous vehicle systems include at least one system being unable to perform status detection.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO According to an embodiment of the present invention, the oneor more at least partly autonomous vehicle systems include atleast one system being unable to communicate the status information to the at least one ECU of the control system.
    According to an embodiment of the present invention, the oneor more at least partly autonomous vehicle systems include atleast one additional system being at least partly unknown for the control system.
    According to an embodiment of the present invention, the atleast one additional system includes one or more in the groupof: - at least one bodywork system; - at least one bodybuilder system; - at least one third party system; - at least one stand-alone system; - at least one system arranged for cooperating with aconnected vehicle system, the connected vehicle system beingconnected to an ECU of the control system regarding statusdetection in the vehicle; and - at least one component arranged for cooperating with aconnected vehicle system, the connected vehicle system beingconnected to an ECU of the control system regarding status detection in the vehicle.
    According to an embodiment of the present invention, the oneor more at least partly autonomous vehicle systems include atleast one system being indirectly coupled to the at least oneECU of the control system via at least one component, wherebydirect communication of the status information to the at leastone ECU of the control system is impossible due to the indirect coupling.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO According to an embodiment of the present invention, thecontrol system includes multiple ECUs, including a main ECU, being coupled together as a network.
    According to an embodiment of the present invention, the atleast one interface includes at least one input/output havingbeen assigned with a predefined expected signal value in thegroup of: - a voltage signal value; - a current signal value; - a resistance signal value; - an inductance signal value; - a capacitance signal value; - a frequency signal value; - a reactance signal value; - an impedance signal value; - a digital signal value; and - a Pulse Width Modulation (PWM) signal value.
    According to an embodiment of the present invention, the atleast one SDECU further includes a diagnostic unit, thediagnostic unit being arranged for performing an evaluation of the status information.
    According to an embodiment of the present invention, thediagnostic unit is arranged for: - determining a type of measurement method having been usedfor the at least one test; - determining to which input/output of the interface signalsresulting from the determined measurement method are provided;- creating a connection to the determined input/output; and - evaluating the status information based on the used measurement method.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l According to an embodiment of the present invention, thediagnostic unit is arranged for: - evaluating of if the status information has an acceptablevalue; - providing an evaluation information to the control system,the evaluation information being based on the evaluation of if the status information has an acceptable value.
    According to an embodiment of the present invention, theevaluation information includes one or more in the group of:- a value indicating that the status information has anacceptable value; - a value indicating that the status information has aninacceptable value; and - an error code; According to an embodiment of the present invention, thediagnostic unit is arranged for assigning one or moreidentifiers (IDs) to the one or more at least partlyautonomous vehicle systems, the one or more identifiers (IDs)being useful when the one or more at least partly autonomousvehicle systems communicate with the control system and/orwith other systems in the vehicle regarding the status detection.
    The object is also achieved by the above mentioned method forstatus detection management according to the characterizingportion of claim 14. The method includes: - connecting one or more vehicle systems to at least oneinterface of at least one Status Detection Electronic ControlUnit (SDECU) included in a control system of the vehicle,wherein the control system includes at least one ElectronicControl Unit (ECU) and the at least one SDECU, and the one or more vehicle systems are arranged for providing one or more 015~15 se 160331 panstext klar för inlämning; 2016~03~31 lO ll signals, respectively, and are at least partly autonomous fromthe control system regarding status detection in the vehicle;- performing at least one test on the at one or more at leastpartly autonomous vehicle systems; and - providing, by usage of the at least one SDECU, statusinformation at least to said at least one ECU of said controlsystem based on at least one test signal resulting from saidat least one test performed on the one or more at least partly autonomous vehicle systems.
    The object is also achieved by the above mentioned computer program and computer program product.
    Detailed exemplary embodiments and advantages of the systemand method for status detection management according to theinvention will now be described with reference to the appended drawings illustrating some preferred embodiments.
    BRIEF DESCRIPTION OF THE DRAWINGS Embodiments of the invention are described in more detail withreference to attached drawings illustrating examples of embodi- ments of the invention in which: Figure l is a schematic illustration of an example vehicle, Figures 2a-b are schematic illustrations of some details of a control system and a vehicle system, Figure 3a is a schematic illustration of an example vehicleincluding a system according to some embodiments of the present invention, Figure 3b is a schematic illustration of some embodiments of the present invention, Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO l2 Figure 4 is a schematic illustration of a Status DetectionElectronic Control Unit according to some embodiments of the present invention, and of some exemplary vehicle systems, Figure 5 is a schematic illustration of a Status DetectionElectronic Control Unit according to some embodiments of the present invention, and of an exemplary vehicle system, Figure 6 is a flow chart diagram for a method according to the present invention, and Figure 7 is a schematic illustration of a processorimplementing the method according to the embodiments of the present invention.
    DETAILED DESCRIPTION OF INVENTION Figure l schematically illustrates a vehicle lOO and a priorart control system l3O included in the vehicle. The controlsystem l3O in vehicles of today often include one or moreleast one Electronic Control Units ECU1 lOl; ECU2 lO2; ECU3 lO3; ECU4 lO4; ECU5 lO5; ECU6 lO6; ECU7 lO7; ECU8 lO8; ECU9 lO9 and a main Electronic Control (Unit main ECU) llO. Thecontrol system l3O is here illustrated as including nine ECUslOl, lO2, lO3, lO4, lO5, lO6, lO7, lO8, lO9 and one main ECUllO. However, as is understood by a skilled person, thecontrol system l3O may include any number of ECUs and mainECUs, depending on the vehicle in which the control system l3Ois implemented, and on the vehicle systems being included in the vehicle.
    The one or more ECUs lOl, lO2, lO3, lO4, lO5, lO6, lO7, lO8,lO9 are often arranged based on the functions being includedin each ECU. Internal/connected vehicle systems, generallyillustrated as two systems l5l, l52 in figure l, can be connected to the ECUs. As mentioned above, the vehicle lOO may Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l lO l3 include a large number of internal/connected vehicle systemsneeded for providing various vehicle functions, that arecontrolled by the control system l3O via one or more of theECUs. Thus, the ECU8 lO8 in figure l provide control signals tothe internal/connected vehicle systems l5l, l52. Theinternal/connected vehicle systems l5l, l52 may in its turnprovide feedback signals to the control system, i.e. to ECU8 lO8, such as status/error information signals. As is clearfor a skilled person, essentially any number of suchinternal/connected vehicle systems l5l, l52 may be included inthe vehicle, and may be connected to essentially any of the ECUs lOl, lO2, lO3, lO4, lO5, lO6, lO7, lO8, lO9.
    The main ECU llO connects the various ECUs lOl, lO2, lO3, lO4,lO5, lO6, lO7, lO8, lO9 of the control system such that theycan communicate with each other. For some control systems l30,the main ECU llO has a gateway function, making it possiblefor different ECUs in the control system to communicate witheach other. For example, if different ECUs and/or differentparts on the control system utilize different signal buses,such as different Controller Area Network (CAN) buses, themain ECU llO can translate between the different signalingschemes used in the different buses, thereby facilitatingcommunication between the different ECUs and/or differentparts of the control system l30. Also, the main ECU llO cantranslate between buses of the same and/or corresponding types.
    The control system l3O may be arranged to have a wirelessconnection l4O to a network outside of the vehicle, e.g. tothe Internet, other vehicles and/or to a communication networkof some kind, e.g. a cellular communication network such as atelecommunication network. The wireless connection l4O may be created in accordance with a suitable transmission protocol.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l 14 The internal/connected vehicle systems may provide statusinformation, e.g. including error codes, to an ECU of thecontrol system. One or more ECU of the control system, such asthe main ECU 110, then determines the status of the system,and possibly also determines one or more error codes based onthe indicated status/problems. The status information may thenbe used for alerting the driver of the detected/determinedstatus/error codes, may also be used by a diagnosis system forperforming a status evaluation and/or may be used for indicating the status to a technician.
    However, for at least partly autonomous vehicle systems 160,it is, as mentioned above, not possible to provide a reliablestatus/error detection management by a prior art controlsystem 130, since these systems may be unable to performstatus and/or error detection, or may be unable to communicatestatus and/or error information to an ECU of the controlsystem in the vehicle. Thus, these systems 160, exemplaryillustrated as non-limiting systems 161, 162, 163 in figure 1,are at least partly autonomous from the control system 130 regarding status detection in the vehicle 100.
    The control system 130, and thus also the main ECU 110, doesoften not know which at least partly autonomous vehiclesystems 160 will be connected to the control system 130. Whenthe control system 130 is designed, it is often not yetdecided which at least partly autonomous vehicle systems 160will be included in the vehicle 100. It is therefore oftenimpossible to know how inputs and/or outputs should bedesigned for the ECUs of the control system 130 in order tomake a connection and/or status control possible when thecontrol system is designed. It would also be very costly, and possibly impossible, to design inputs and/or outputs such that 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l all sorts of vehicle systems can be fully supported by the control system 130.
    As a non-limiting example, an output in ECU8 108 might not bearranged for providing power supply to a motor of an at leastpartly autonomous vehicle system 161, as is illustrated infigure 2a. In order to provide a power supply to the motor inthe at least partly autonomous vehicle system 161, at leastone intermediate component 169, such as a relay/circuit-breaker 169, may be coupled between the ECU8 108 and the atleast partly autonomous vehicle system 161, as illustrated infigure 2b. The intermediate component may then provide powerto the at least partly autonomous vehicle system 161. Forexample, a relay/circuit breaker in the intermediate component169 may be coupled to a suitable, possibly external, voltage,e.g. 24 V, and to ground, and may provide this voltage to theat least partly autonomous vehicle system 161 when therelay/circuit breaker is closed. Hereby, the motor/system 161is supplied with electrical power although the output of theECU8 108 is not arranged for providing the power needed forthis specific motor/system 161. However, at the same time,direct communication with the control system is impossible forthe motor/system 161, whereby status detection management for the motor/system 161 is also made impossible.
    Figure 3a schematically illustrates a vehicle 100 and a system300 for status detection management, including a controlsystem 330, according to various embodiments of the presentinvention included in the vehicle. The control system 330 isin some parts equal to the one 130 described above in connection with figure 1.
    The control system 330 thus includes one or more Electronic Control Units ECU1 101; ECU2 102; ECU3 103; ECU4 104; ECU5 105; 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 16 ECU6 106; ECU7 107; ECU8 108 including a main ECU 110. Thecontrol system 330 further includes at least one StatusDetection Electronic Control Unit (SDECU; 120). As statedabove, the control system 330 may include any number of ECUs,main ECUs and SDECUs, depending on the vehicle in which thecontrol system 330 is implemented, and/or on the vehiclesystems, both internal/connected and at least partlyautonomous, being included in the vehicle. The ECUs, theSDECU, the internal vehicle systems 151, 152 and/or the atleast partly autonomous vehicle systems 161, 162 in figure 3a may be connected by links/buses, such as Controller Area Network (CAN) or the like.
    As described above, the internal/connected vehicle systems151, 152 in figure 3a, can be connected to the ECUs of thecontrol system 330, and may provide feedback signals to the control system 330, such as status/error information signals.
    The main ECU 110 connects the various ECUs 101, 102, 103, 104,105, 106, 107, 108 of the control system such that they cancommunicate with each other, and may also have a gateway/translation function, as mentioned above.
    The control system 330 according to the present invention alsoincludes at least one Status Detection Electronic Control UnitSDECU 120 being connected to at least one of the ECUs 101,102, 103, 104, 105, 106, 107, 108, 110. Thus, the controlsystem 330 according to the present invention may includemultiple ECUs 101 ,102, 103, 104, 105, 106, 107, 108, 110,including a main ECU 110, and these multiple ECUs 101 ,102,103, 104, 105, 106, 107, 108, 110 may be coupled together, andto the SDECU 120, as a network.
    The at least one SDECU 120 includes at least one interface 121. The one or more at least partly autonomous vehicle 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 17 systems 160 may be connected to the at least one SDECU 120 viathe at least one interface 121. As mentioned above, the one ormore vehicle systems 160 are arranged for providing/outputtingone or more signals, respectively, and are at least partlyautonomous from the control system 330 regarding statusdetection in the vehicle 100. The at least one interface 121facilitates, however, that the one or more at least partlyautonomous vehicle systems 160 may be connected to the atleast one SDECU 120, and may by this connection provide status information signals to the at least one SDECU 120.
    The at least one SDECU 120 further includes at least onestatus information unit 122, arranged for providing statusinformation at least to the at least one ECU 101, 102, 103,104, 105, 106, 107, 108, 110 of the control system based on atleast one test performed on the one or more at least partlyautonomous vehicle systems 160, i.e. based on a test signalresulting from such tests. These tests may includemeasurements of, and may thus result in test signalscorresponding to measurements of, e.g. currents, voltagesand/or resistances, as described more in detail below. Thetest signals may thus include information related to statusdetections being performed in the one or more at least partly autonomous vehicle systems 160.
    For example, one of the ECUs, such as ECU6 106 may be designedfor providing driver indications via the driver interface. Theat least one SDECU 120 then provides/sends the statusinformation to ECU6 106, which is arranged for alerting thedriver, e.g. by activating one or more lights, one or moredisplays or the like in the driver interface. Also, additionalinformation specified for various categories may be collected from the categories and may be included in a visual message, 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 18 e.g. a text message, and/or an audio message to be indicated to the driver, as is described more in detail below.
    Hereby, i.e. by the use of the SDECU according to the presentinvention, also the at least partly autonomous vehicle systems160 may provide status information, e.g. including errorcodes, to an ECU 101, 102, 103, 104, 105, 106, 107, 108, 110of the control system via the SDECU 120. One or more ECUs ofthe control system, such as the main ECU 110, then determinesthe status of the at least partly autonomous system 160, andpossibly also determines one or more error codes based on theindicated status/problems. The status information may then beused for alerting the driver of the detected status, may beused by a diagnosis system for performing a status evaluationand/or may be used for indicating the status to a technician.Thus, the status information may be used for informing theinternal/connected vehicle systems 151, 152 and/or an ECU 101,102, 103, 104, 105, 106, 107, 108, 110 of the control systemabout the status of the function for the at least partly autonomous vehicle systems.
    Thus, the SDECU of the present invention facilitatesconnection of the at least partly autonomous vehicle systemsto the control system of the vehicle, at least regardingstatus detection. Also, the SDECU 120 is arranged forproviding status information to the at least one ECU of thecontrol system. The SDECU is thus arranged to processing thetest signals such that status information being useful for theECUs of the control system is provided by the processing. TheSDECU 120 is arranged for receiving various test signals viaits interface, and for processing these test signals such thatstatus information based on the test signals is provided, wherein the status information is in a format which may be 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 19 processed by the control system, i.e. by the ECUs of the control system.
    Thus, by usage of the present invention, status detectionmanagement for the at least partly autonomous systems 160,exemplary illustrated as non-limiting systems 161, 162, 163 infigure 3a, can be achieved. In other words, the connection ofthe one or more at least partly autonomous vehicle systems 160to the SDECU 120 results in an integration of the one or moreat least partly autonomous vehicle systems 160 to the vehiclecontrol system 330 regarding status/error detection and/or status/error information communication.
    The control system 330 may be arranged to have a wirelessconnection 140 to a network outside of the vehicle, e.g. tothe Internet, other vehicles and/or to a communication networkof some kind, e.g. a cellular communication network such as atelecommunication network. The actual transmission over thewireless connection 140 may use a suitable transmission protocol.
    As mentioned above, the one or more at least partly autonomousvehicle systems 160 may, according to an embodiment, includeat least one system 162 being unable to perform status detection.
    The one or more at least partly autonomous vehicle systems 160may also include at least one system 161 being able to performstatus detection, but being unable to communicate the statusinformation to normal ECUs 101 ,102, 103, 104, 105, 106, 107,108, 110 of the control system 330. For example, such a system161 may be a system normally separated from, autonomous from and/or unconnected to the control system 330. 015~15 se 160331 panstext klar för inlämning; 2016~03~31 The one or more at least partly autonomous vehicle systems 160may also include at least one additional system 163 being atleast partly unknown for the control system 330. The at leastone additional system may, according to various embodiments ofthe present invention schematically illustrated in figure 3binclude at least one bodywork system 165, at least onebodybuilder system 165, at least one third party system, atleast one stand-alone system, at least one BB and/or BW systeminterface 166 arranged for cooperating with aninternal/connected vehicle system 151, 152 connected to an ECU108 of the control system 330 regarding status detection, atleast one intermediate system and/or component 167, 168,and/or at least one component 166 arranged for cooperatingwith a connected vehicle system 151, 152 connected to an ECU 108 of the control system 330 regarding status detection.
    Thus, one example of such an additional system 163 is an add-on system, which is a stand-alone system being integrated withanother vehicle system, e.g. an internal/connected vehiclesystem 151, 152, and which during normal operation does nothave to communicate with the control system 330 and which doesnot have an implemented status/error detection cooperatingwith the control system 330. Another example of such anadditional system 163 is a third party system, which is ableto communicate some information with the control system 330through a predefined interface, but does not have animplemented status/error detection cooperating with the control system 330.
    Figure 3b schematically illustrates an embodiment of thepresent invention, and possible at least partly autonomoussystems 160 being connected to the SDECU. The SDECU 120illustrated in figure 3b may correspond to the SDECU 120 illustrated in figure 3a, where the SDECU 120 is connected to 015~15 se 160331 panstext klar för inlämning; 2016~03~31 21 the control system 330 via ECU8 108, and is connected to the atleast partly autonomous vehicle systems 160 (including 161,162, 163) as described above for figure 3a. However, the atleast partly autonomous vehicle systems 160 connected to theSDECU 120 may here also include BodyBuilder (BB) systemsand/or BodyWork (BW) systems 165 via a BB and/or BW systeminterface 166. The BB and/or BW system interface 166 may beincluded in, and/or may be cooperating with, one or more ofthe internal/connected vehicle systems 151, 152. The BB and/orBW system interface 166 may comprise inputs/outputs (I/0) forconnection to the BB/BW system 165 and/or to an intermediatesystem and/or component 167. The BB and/or BW system interface166 may thus be connected to the SDECU via one or moreintermediate system and/or component 167, also being includedin the at least partly autonomous vehicle systems 160. The BBand/or BW systems 165 may also be connected to the SDECU viaone or more intermediate system and/or component 168, alsobeing included in the at least partly autonomous vehiclesystems 160. Otherwise, the SDECU 120 is arranged to function as described above in connection with figure 3a.
    Also, the one or more at least partly autonomous vehiclesystems 160 may include at least one system 161 beinguncoupled or indirectly coupled to the at least one ECU 101,102, 103, 104, 105, 106, 107, 108, 110 of the control system330, in figure 3a and figure 5 illustrated as to ECU8 108 viaat least one component 169, e.g. a relay/circuit breakerneeded for providing power supply as described above. For suchsystems 161, direct communication of the status information tothe normal ECU8 108 of the control system 330 is not possible,since the systems 161 do not have a direct coupling to the normal ECU8 108 of the control system 330. 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l lO 22 For all of these one or more at least partly autonomousvehicle systems/components l60, the present invention may beused for providing status and/or error detection management.The one or more at least partly autonomous vehicle systems l6Omay include at least one component, and may be connected tothe at least one SDECU l2O via the at least one interface l2l,as is illustrated for a non-limiting example in figure 4. Bythis connection, status information signals are provided tothe at least one SDECU l20, either directly, or via one or more systems, such as an add-on system or a šfl-party system.
    As is schematically illustrated in figure 4, the SDECU l20,and its interface l2l, may be arranged for detecting inputstatus for a component connected directly to the SDECU l20.The SDECU l20, and its interface l2l, may also be arranged forreceiving input status via an input link connected to theinterface l2l, i.e. may be arranged for receiving input statuswhich has already been detected by a component and/or a systemconnected to the SDECU l20. The input status may also bedetected by a component being connected to the SDECU l2O viaone or more additional systems, whereby the input status maybe detected in the component and/or in the intermediate one ormore additional systems and is provided to the SDECU via oneor more links. Thus, the tests may be performed by variouscomponents and/or systems being at least partly autonomous.Then, the status detection may also be performed by variouscomponents and/or systems being at least partly autonomous, or may be performed by the SDECU l20.
    The SDECU l20, i.e. the interface l2l and the statusinformation unit l22, has then as its task to receive andprocess the different sorts of detected input statuses, including to interpret the received signals being based on the Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l 23 tests, and to translate these input statuses into status information.
    The status information unit 122 of the SDECU 120 is arrangedfor providing status information at least to the at least oneECU 101, 102, 103, 104, 105, 106, 107, 108, 110 of the controlsystem 330. Thus, by including the SDECU 120 in the controlsystem 330, according to the present invention, also the atleast partly autonomous vehicle systems 160 may provide statusinformation, e.g. including error codes, to an ECU 101, 102,103, 104, 105, 106, 107, 108, 110 of the control system viathe SDECU 120. The status of the at least partly autonomoussystems 160 and/or possible error codes may be determined andprovided by the status information unit 122 in the SDECU 120and may be included in the status information. Alternatively,the status of the at least partly autonomous systems 160and/or possible error codes may be determined/evaluated by theone or more ECUs of the control system. A diagnosis server 111may be included in an ECU, e.g. in the main ECU 110, and maybe used for collecting and coordinate status and/or evaluationinformation/data for the at least partially autonomous vehiclesystems 160 and or for the internal/connected vehicle systems 151, 152.
    According to an embodiment of the present invention, the atleast one interface 121 of the SDECU 120 includes at least oneinput/output. These inputs/outputs aredefined/specified/programmed for providing and/or receivingpredefined expected signal values. Such signal values includea form of a signal, such as an amplitude of a signal, a changeof amplitude for a signal e.g. a time derivative, a frequencyof a signal and/or a pulse form for a signal. More in detail,the value can be a voltage signal value, a current signal value, a resistance signal value, an inductance signal value, 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l lO 24 a capacitance signal value, a frequency signal value, areactance value, an impedance value, a digital signal value and/or a Pulse Width Modulation (PWM) signal value.
    The at least one input/output of the at least one interfacel2l is according to an embodiment arranged to be activated ifthe provided and/or received signal value exceeds aninput/output activation threshold defined for that signalvalue. Also, the SDECU l2O may, according to an embodiment, bearranged to be activated if the provided and/or received signal value exceeds an SDECU activation threshold.
    The SDECU l2O and the at least one interface l2l may bearranged for providing/receiving signals on its outputs/inputshaving expected signal values. According to an embodiment ofthe present invention, the SDECU l20, i.e. the interface l2lof the SDECU l2O includes at least one status informationoutput arranged for providing status information to the one ormore at least partly autonomous vehicle systems l60, e.g. viaa link such as a CAN bus. Hereby, status information from onesuch at least partially autonomous system l6l may be providedalso to another one of these at least partially autonomoussystems l62, l63. Also, status information from the ECUs lOl,lO2, lO3, lO4, lO5, lO6, lO7, lO8, llO of the control systemmay be provided to the one or more at least partiallyautonomous vehicle systems l60, whereby the SDECU includes anoutput for providing status information from the ECUs lOl,lO2, lO3, lO4, lO5, lO6, lO7, lO8, llO to the one or more at least partially autonomous vehicle systems l60.
    Tests being performed on the at least partly autonomousvehicle systems result in signals being provided as inputs tothe interface l2l of the SDECU l20. If the signal actually being received by the interface l2l has an expected signal Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l value, a first status information value e.g. being a positivestatus indication, may be provided by the at least one statusinformation unit 122 of the SDECU 120. However, if the signalactually being received by the interface 121 does not havesuch an expected signal value, i.e. has an unexpected value, asecond status information value e.g. being a negative statusindication, may be provided by the at least one statusinformation unit 122 of the SDECU 120. The expected signalvalues may for example be defined by one or more thresholds.The status information is provided to the at least one ECUs101, 102, 103, 104, 105, 106, 107, 108, 110 of the controlsystem 330, including the main ECU 110. Thus, the at least oneECU 101, 102, 103, 104, 105, 106, 107, 108, 110 of the controlsystem 330, including the main ECU 110, can hereby be providedwith status information for the at least partly autonomous vehicle systems.
    According to an embodiment of the present invention, thestatus information may also be sent if the signal beingreceived has an expected/wanted value. For example, statusreports may be sent at predetermined time intervals having constant or varying lengths.
    Figure 5 illustrates a non-limiting example of a SDECU 120 andsome of its interface inputs 121 for a coupling correspondingto the one for ECU8 108 shown in figure 2b, the at least partlyautonomous vehicle system 161 here being a light bulb, the atleast one intermediate component 169, such as a relay/circuit-breaker 169, and the SDECU 120 illustrated in figure 3a. Theat least partly autonomous vehicle system 161 can here beessentially any kind of system, e.g. a motor as illustratedfor the corresponding circuit in figures 2a-b. For thisexample, it is expected that the first input (Input 1) always has a signal value corresponding to ground potential (GND). It 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 26 is also expected that the second input (Input 2) sometimes hasa signal value corresponding to ground potential (GND) andsometimes, when the control signal activates the relay 169,has a signal value corresponding to 24 V. It is furtherexpected that the third input (Input 3) sometimes has a signalvalue corresponding to ground potential (GND) and sometimes,when the control signal activates the relay 169, has a controlsignal value corresponding to 24 V. It is also expected thatthe fourth input (Input 4) always has a signal valuecorresponding to 24 V. However, not all of the Inputs 1-4 hasto be used all the time. For some implementations, it mayaccording to an embodiment be sufficient if one or more ofInput 1-4 is read/received/used. For the example in figure 5,e.g. Input 2 could be used alone to detect if the relay is activated or not.
    As mentioned above, the SDECU 120 may according to someembodiments include a diagnostic unit 123 being arranged forproviding an evaluation of the status information beingprovided by the SDECU 120, i.e. provided by the at least onestatus information unit 122 of the SDECU 120.
    According to an embodiment of the present invention, thediagnostic unit 123 is included in the SDECU 120, as isillustrated in figure 3a. However, the diagnostic unit 123 mayaccording to some embodiments also be implemented in an ECU101, 102, 103, 104, 105, 106, 107, 108, 110 of the controlsystem 330. The main ECU 110 may according to an embodimentinclude a diagnostic server 111 managing the evaluation information from one or more diagnostic units 123.
    According to an embodiment, the diagnostic unit 123 isarranged for determining a type of measurement method having been used for performing the at least one test on the at least 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 27 partly autonomous vehicle systems 160. Hereby, the diagnosisunit 123 may be able to determine which kind of signal toexpect as a result of the measurement method, e.g. if theimportant characteristics of the signal is a voltage value, a current value or a frequency.
    Also, the diagnosis unit 123 is arranged for determining towhich input/output of the interface 121 of the SDECU 120,these test signals, i.e. the signals resulting from thedetermined measurement method, are provided, and for creatinga connection to that determined input/output. Thus, thediagnosis unit 123 is able to create a connection to thespecific input/output receiving these signals, possibly viaone or more of the ECUs 101, 102, 103, 104, 105, 106, 107,108, 110 of the control system and the SDECU 120. Thediagnosis unit 123 is then also aware of which type ofmeasurement method that was used for providing the signalwhich will be present on that input/output. Hereby, it ispossible for the diagnosis unit 123 to evaluate the statusinformation based on the used measurement method, whichincreases the quality and/or the reliability of the evaluation.
    The diagnostic unit 123 of the SDECU 120 may be arranged forevaluating if the status information has an acceptable valueor not. The diagnostic unit 123 may further be arranged forproviding an evaluation information to the control system 330,where the evaluation information is determined based on theevaluation of if the status information has an acceptable value or not.
    According to an embodiment of the present invention, the diagnosis unit (123) may also at least partly be included in 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 28 one or more of the one ECU 101, 102, 103, 104, 105, 106, 107,108, 110 of the control system.
    According to an embodiment, a diagnosis server 111 is arrangedin the control system 330, e.g. in the main ECU 110. Thediagnosis server 111 is then arranged forreceiving/collecting, storing, cooperating and/or providingevaluation/diagnosis and/or status information from the atleast one SDECU and/or the at least one ECU 101, 102, 103,104, 105, 106, 107, 108, 110 of the control system. Thediagnosis server 111 may include an interface having inputs/outputs for links, such as CAN buses.
    The evaluation information may have a value indicating thatthe status information has an acceptable value, i.e. may be apositive evaluation indication, or may have a value indicatingthat the status information has an inacceptable value, i.e.may be a negative evaluation indication. The evaluation information may also include one or more error codes.
    The evaluation information may include one or more error codeswhen one or more of the at least partly autonomous vehiclesystems have been detected to be faulty, i.e. has beenevaluated to have negative status information. The one or moreerror codes may be provided by the SDECU 120 to the to atleast one of ECU 101, 102, 103, 104, 105, 106, 107, 108, 110of the control system 330, whereby an ECU receiving the one ormore error codes and handling driver interface indications canmake use of the error codes and indicate necessary information via the driver interface.
    According to an embodiment, the status and/or evaluationinformation may be provided by the SDECU 120 to a diagnosticunit included in at least one of the ECU 101, 102, 103, 104,105, 106, 107, 108, 110 of the control system 330 and/or to a 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 29 diagnostic server 111 included in the main ECU 110, such thatthe ECUs can provide/serve other systems and/or components with the evaluation/diagnostic information.
    The diagnostic unit 123 is, according to an embodiment,arranged for assigning one or more identifiers IDs to the oneor more at least partly autonomous vehicle systems 160. Theseone or more identifiers IDs may be useful for communicationwithin the system 300 for status detection management, forexample when the one or more at least partly autonomousvehicle systems 160 communicate with the control system 330.The one or more identifiers IDs may also be useful forcommunication with other systems, i.e. systems external fromthe system 300 for status detection management, in the vehicle 100 regarding the status detection.
    The one or more identifiers IDs may also be used forinformation/description purposes. For example, an ID may beused for identifying/denoting a specific vehicle system 160 inan indication provided to a driver and/or a technician via adriver interface or some other kind of interface, e.g. asidentifying/denoting a specific vehicle system 160 in a system drawing.
    As described above, a system for status detection managementis created by usage of the present invention, whereby thecontrol system 330 is able to detect status/error codes in atleast partly autonomous systems and/or components, i.e. bydetecting erroneous functions of these systems and/orcomponents, or by detecting the status for these systems and/or components to secure that they have a correct function.
    Each input/output in the interface 121 of the SDECU 120 mayfor example be programmed by defining at least two categories, where each category has a set of characteristics and/or limits 015~15 se 160331 panstext klar för inlämning; 2016~03~31 lO which determines when a negative status indication and/or anerror code should be provided. Also, various types of information may be defined/programmed for each category, suchas visual messages, e.g. text messages, and/or audio messagesto be indicated to a driver/technician e.g. if one or more of these limits are exceeded.
    Thus, the characteristics for at least two categories may bedefined when the inputs/outputs of the interface l2l areprogrammed. When a limit is exceeded which results in anegative status indication and/or an error code activation,information such as descriptive text or the like, is fetchedfrom the defined/programmed categories, and can be assembledtogether as a complete information, e.g. a complete text.Hereby, a complete description of the status/error can be provided to the driver and/or technician.
    One such category may be a definition category, includingdefinitions of inputs/outputs, system names, component names,measurement methods, thresholds, limits and/or signal names.One other such category may be a detection configurationcategory, including configurations of inputs/outputs, systemnames, component names, measurement methods, thresholds,limits and/or signal names. One other such category may be adetection category, including measuring signals and comparingthem to thresholds/limits, and determining status information.One other such category may be an evaluation category,including evaluation of the status information and determiningevaluation information. One other such category may be asending/providing category, including sending the statusand/or evaluation information to a diagnostic server lll, toone or more ECU lOl, lO2, lO3, lO4, lO5, lO6, lO7, lO8, llO, to one or more internal/connected vehicle systems l5l, l52 Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l 31 and/or to one or more at least partly autonomous vehicle systems 160.
    If an error code is created, the status information to beprovided to the ECUs of the control system 330 is createdand/or is changed to a negative indication if it was positive before the error code was created.
    At least two different priorities/access rights may be definedfor the system for status detection management according tothe present invention. Different kinds of systems, such as forexample the control system, the add-on systems and the thirdparty systems may have different requirements/needs to be ableto control the status and/or detection. This is also importantfrom a safety perspective, since this prohibits lower prioritysystems, such as e.g. third party systems, from controllingthe important/fundamental functionality for higher prioritysystems, such as e.g. for the control system. In other words,an at least partly autonomous vehicle system performing tasksbeing non-critical for vehicle safety should be assigned alower priority/access right than a safety-criticalinternal/connected vehicle system of the control system, suchthat at least partly autonomous vehicle system cannotcontrol/change/influence the internal/connected vehicle system.
    However, an internal/connected vehicle system and/or an ECU101, 102, 103, 104, 105, 106, 107, 108, 110 of the controlsystem 330 may be configured/specified/programmed/prioritizedto neglect status and/or evaluation information from an atleast partly autonomous vehicle system. As a non-limitingexample, ECU4 104 may be programmed not to receive any status and/or evaluation information from the third-part system 163. 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 32 According to an aspect of the present invention, a method forstatus detection management for a vehicle is presented. Themethod is illustrated in figure 6 for the system illustrated in figure 3a.
    In a first step 610 of the method, one or more vehicle systems160 are connected to at least one interface 121 of at leastone SDECU 120 included in a control system 330 of the vehicle,as described above. Thus, the control system 330 according tothe present invention includes at least one ECU; 101, 102,103, 104, 105, 106, 107, 108, 110, including a main ECU 110,and the at least one SDECU 120. The one or more vehiclesystems 160 are arranged for providing one or more signals,respectively, and are at least partly autonomous from thecontrol system 330 regarding status detection in the vehicle 100.
    In a second step 620 of the method, at least one test isperformed on the one or more at least partly autonomous vehicle systems 160, as described above.
    In a third step 630 of the method, status information isprovided at least to the at least one ECU 101, 102, 103, 104,105, 106, 107, 108, 110 of the control system 330. The statusinformation is here provided by usage of the at least oneSDECU 120, and is based on the one or more test signalsresulting from at least one test performed on the one or moreat least partly autonomous vehicle systems 160, as describedabove. According to an embodiment of the present invention,the third step 630 may include a detection, possibly performedby the status information unit 122, including measuringsignals and comparing them to thresholds/limits, and determining of status information. 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 33 According to an embodiment of the present invention, themethod includes a further step 615 possibly being executedafter the first step 610 and before the second step 620. Thefurther step 615 may then include one or more of: - a definition, possibly performed by a definition unit, ofinputs/outputs, system names, component names, measurementmethods, thresholds, limits and/or signal names; and - a detection configuration, possibly performed by aconfiguration unit, of inputs/outputs, system names, componentnames, measurement methods, thresholds, limits and/or signal DäITIGS .
    As described above, an evaluation, possibly performed by thediagnosis unit 123, may also be performed after the statusinformation has been determined. Here, the status information is evaluated, and the evaluation information is determined.
    A person skilled in the art will appreciate that a method forstatus detection management according to the present inventioncan also be implemented in a computer program, which, when itis executed in a computer, instructs the computer to executethe method. The computer program is usually constituted by acomputer program product 703 stored on a non-transitory/non-volatile digital storage medium, in which the computer programis incorporated in the computer-readable medium of thecomputer program product. Said computer-readable mediumconsists of a suitable memory, such as, for example: ROM(Read-Only Memory), PROM (Programmable Read-Only Memory),EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.
    Figure 7 shows in schematic representation a control unit 700.The control unit 700 comprises a computing unit 701, which can be constituted by essentially any suitable type of processor 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l l0 34 or microcomputer, for example a circuit for digital signalprocessing (Digital Signal Processor, DSP), or a circuithaving a predetermined specific function (Application SpecificIntegrated Circuit, ASIC). The computing unit 70l is connectedto a memory unit 702 arranged in the control unit 700, whichmemory unit provides the computing unit 70l with, for example,the stored program code and/or the stored data which thecomputing unit 70l requires to be able to performcomputations. The computing unit 70l is also arranged to storepartial or final results of computations in the memory unit 702.
    In addition, the control unit 700 is provided with units 7ll,7l2, 713, 7l4 for receiving and transmitting input and outputsignals. These input and output signals may comprisewaveforms, impulses, or other attributes which, by the units7ll, 713 for the reception of input signals, can be detectedas information and can be converted into signals which can beprocessed by the computing unit 70l. These signals are thenmade available to the computing unit 70l. The units 7l2, 7l4for the transmission of output signals are arranged to convertsignals received from the computing unit 70l in order tocreate output signals by, for example, modulating the signals,which can be transmitted to other parts of and/or systems in the vehicle.
    Each of the connections to the units for receiving andtransmitting input and output signals can be constituted byone or more of a cable; a data bus, such as a CAN bus(Controller Area Network bus), a MOST bus (Media OrientatedSystems Transport bus), or some other bus configuration; or bya wireless connection. A person skilled in the art will appreciate that the above-stated computer can be constituted 0l5~l5 se l6033l panstext klar för inlämning; 20l6~03~3l by the computing unit 701 and that the above- stated memory can be constituted by the memory unit 702.
    Control systems in modern vehicles commonly comprisecommunication bus systems including one or more communication buses for linking a number of electronic controlunits (ECU's), or controllers, and various components locatedon the vehicle. Such a control system can comprise a largenumber of control units and the responsibility for a specificfunction can be divided amongst more than one control unit.Vehicles of the shown type thus often comprise significantlymore control units than are shown e.g. in figures 3a-b, 4, 5and 7, which is well known to the person skilled in the art within this technical field.
    In the shown embodiment, the present invention is implementedin the control unit 700. The invention can also, however, beimplemented wholly or partially in one or more other controlunits already present in the vehicle, or in some control unit dedicated to the present invention.
    Here and in this document, units are often described as beingarranged for performing steps of the method according to theinvention. This also includes that the units are designed to and/or configured to perform these method steps.
    The at least one SDECU control unit 120 is e.g. in figures 3a-b, 4 and 5 illustrated as including separately illustratedunits 121, 122, 123. These units 121, 122, 123 can, however belogically separated by physically implemented in the sameunit, or can be both logically and physically arrangedtogether. These units 121, 122, 123 can for example correspondto groups of instructions, which can be in the form of programming code, that are input into, and are utilized by a 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l lO 36 processor when the units are active and/or are utilized for performing its method step, respectively.
    The system according to the present invention can be arrangedfor performing all of the above, in the claims, and in theherein described embodiments method steps. The system ishereby provided with the above described advantages for each respective embodiment.
    A skilled person also realizes that the above described systemcan be modified according to the different embodiments of themethod of the present invention. The present invention is alsorelated to a vehicle lOO, such as a truck, a bus or a car,including the herein described system for status detection management.
    The present invention is not limited to the above describedembodiments. Instead, the present invention relates to, andencompasses all different embodiments being included within the scope of the independent claims.
    Ol5~l5 se l6033l panstext klar för inlämning; 20l6~O3~3l
    权利要求:
    Claims (15)
    [1] 1. l. A system (300) arranged for status detection managementfor a vehicle, characterized in: - a control system (330) of said vehicle, said control system(330) including at least one Electronic Control Unit (ECU;l0l, l02, l03, l04, l05, l06, l07, l08, ll0) and at least oneStatus Detection Electronic Control Unit (SDECU; l20), said atleast one SDECU (l20) including: - at least one interface (l2l), by which one or more at leastpartly autonomous vehicle systems (l60) may be connected (6l0)to said at least one SDECU (l20), said one or more vehiclesystems (l60) being arranged for providing one or moresignals, respectively, and being at least partly autonomousfrom said control system (330) regarding status detection insaid vehicle (l00); and - at least one status information unit (l22), arranged forproviding (630) status information at least to said at leastone ECU (l0l, l02, l03, l04, l05, l06, l07, l08, ll0) of saidcontrol system (330) based on at least one test signalresulting from at least one test performed on said one or more at least partly autonomous vehicle systems (l60).
    [2] 2. The system (300) as claimed in claim l, wherein said oneor more at least partly autonomous vehicle systems (l60)include at least one system (l62) being unable to perform status detection.
    [3] 3. The system (300) as claimed in any one of claims l-2, wherein said one or more at least partly autonomous vehicle systems (l60) include at least one system (l6l) being unableto communicate said status information to said at least one ECU (l0l ,l02, l03, l04, l05, l06, l07, l08, ll0) of said control system (330). Ol5~l5 se l6033l panstext klar för inlämning; 20l6~03~3l 38
    [4] 4. The system (300) as claimed in any one of claims 1-3,wherein said one or more at least partly autonomous vehiclesystems (160) include at least one additional system (163,165, 166, 167, 168) being at least partly unknown for the control system (330).
    [5] 5. The system (300) as claimed in claim 4, wherein said atleast one additional system includes one or more in the groupof: - at least one bodywork system (165); - at least one bodybuilder system (165); - at least one third party system; - at least one stand-alone system; - at least one system and/or interface (166, 167, 168)arranged for cooperating with a connected vehicle system (151,152), said connected vehicle system (151, 152) being connectedto an ECU (108) of said control system (330) regarding statusdetection in said vehicle; and - at least one component (166, 167, 168) arranged forcooperating with a connected vehicle system (151, 152), saidconnected vehicle system (151, 152) being connected to an ECU(108) of said control system (330) regarding status detection in said vehicle.
    [6] 6. The system (300) as claimed in any one of claims 1-2,wherein said one or more at least partly autonomous vehiclesystems (160) include at least one system (161) beingindirectly coupled to said at least one ECU (101 ,102, 103,104, 105, 106, 107, 108, 110) of said control system (330) viaat least one component (169), whereby direct communication ofsaid status information to said at least one ECU (101 ,102,103, 104, 105, 106, 107, 108, 110) of said control system (330) is impossible due to the indirect coupling. 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 39
    [7] 7. The system (300) as claimed in any one of claims 1-6,wherein said control system (330) includes multiple ECUs (101,102, 103, 104, 105, 106, 107, 108, 110), including a main ECU(110), being coupled together as a network.
    [8] 8. The system (300) as claimed in any one of claim 1-8,wherein said at least one interface (121) includes at leastone input/output having been assigned with a predefinedexpected signal value in the group of: - a voltage signal value; - a current signal value; - a resistance signal value; an inductance signal value; a capacitance signal value;- a frequency signal value; - a reactance signal value; an impedance signal value; a digital signal value; and - a Pulse Width Modulation (PWM) signal value.
    [9] 9. The system (300) as claimed in any one of claims 1-8,said at least one SDECU (120) further including a diagnosticunit (123), said diagnostic unit (123) being arranged for performing an evaluation of said status information.
    [10] 10. The system (300) as claimed in claim 9, wherein saiddiagnostic unit (123) is arranged for: - determining a type of measurement method having been usedfor said at least one test; - determining to which input/output of said interface (121)signals resulting from said determined measurement method areprovided; - creating a connection to said determined input/output; and 015-15 se 160331 panstext klar för inlämning; 2016-03-31 - evaluating said status information based on said used measurement method.
    [11] 11. The system (300) as claimed in any one of claims 9-10,wherein said diagnostic unit (123) is arranged for: - evaluating of if said status information has an acceptablevalue; - providing an evaluation information to said control system(330), said evaluation information being based on theevaluation of if said status information has an acceptable value.
    [12] 12. The system (300) as claimed in claim 11, wherein saidevaluation information includes one or more in the group of:- a value indicating that the status information has anacceptable value; - a value indicating that the status information has aninacceptable value; and - an error code;
    [13] 13. The system (300) as claimed in any one of claims 9-12,wherein said diagnostic unit (123) is arranged for assigningone or more identifiers (IDs) to said one or more at leastpartly autonomous vehicle systems (160), said one or moreidentifiers (IDs) being useful when said one or more at leastpartly autonomous vehicle systems (160) communicate with saidcontrol system (330) and/or with other systems in said vehicle (100) regarding said status detection.
    [14] 14. Method for status detection management for a vehicle,characterized in: - connecting (610) one or more vehicle systems (160) to atleast one interface (121) of at least one Status DetectionElectronic Control Unit (SDECU; 120) included in a control system (330) of said vehicle, wherein said control system 0l5~l5 se 160331 panstext klar för inlämning; 20l6~03~3l 41 (330) includes at least one Electronic Control Unit (ECU; 101,102, 103, 104, 105, 106, 107, 108, 110) and said at least oneSDECU (120), and said one or more vehicle systems (160) arearranged for providing one or more signals, respectively, andare at least partly autonomous from said control system (330)regarding status detection in said vehicle (100); - performing (620) at least one test on said at one or more atleast partly autonomous vehicle systems (160); and - providing (630), by usage of said at least one SDECU (120),status information at least to said at least one ECU (101,102, 103, 104, 105, 106, 107, 108, 110) of said control system(330) based on a test signal resulting from said at least onetest performed on said one or more at least partly autonomous vehicle systems (160).
    [15] 15. Computer program, characterized in code means, whichwhen run in a computer causes the computer to execute the method according to claim 14. Ol5~l5 se 160331 panstext klar för inlämning; 20l6~O3~3l
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    同族专利:
    公开号 | 公开日
    SE542384C2|2020-04-21|
    DE102017002849A1|2017-10-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CN112051826A|2019-06-05|2020-12-08|华为技术有限公司|Automobile fault detection method and system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650424A|SE542384C2|2016-03-31|2016-03-31|Status detection management in a vehicle|SE1650424A| SE542384C2|2016-03-31|2016-03-31|Status detection management in a vehicle|
    DE102017002849.4A| DE102017002849A1|2016-03-31|2017-03-23|Status detection management in a vehicle|
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