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WO2006048125A1 - Surveillance de reseau de bord pour la production et l'entretien - Google Patents

Surveillance de reseau de bord pour la production et l'entretien Download PDF

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Publication number
WO2006048125A1
WO2006048125A1 PCT/EP2005/011270 EP2005011270W WO2006048125A1 WO 2006048125 A1 WO2006048125 A1 WO 2006048125A1 EP 2005011270 W EP2005011270 W EP 2005011270W WO 2006048125 A1 WO2006048125 A1 WO 2006048125A1
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WO
WIPO (PCT)
Prior art keywords
power distribution
distribution module
intelligent battery
ibs
sam
Prior art date
Application number
PCT/EP2005/011270
Other languages
German (de)
English (en)
Inventor
Ralf Lueg
Rainer Mäckel
Frank Zornow
Original Assignee
Rainer Mäckel
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rainer Mäckel filed Critical Rainer Mäckel
Publication of WO2006048125A1 publication Critical patent/WO2006048125A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/0315—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for using multiplexing techniques
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • G01R31/007—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks using microprocessors or computers
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L69/00—Network arrangements, protocols or services independent of the application payload and not provided for in the other groups of this subclass
    • H04L69/28—Timers or timing mechanisms used in protocols
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/3644—Constructional arrangements
    • G01R31/3648—Constructional arrangements comprising digital calculation means, e.g. for performing an algorithm
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks

Definitions

  • the invention relates to a device and a method for monitoring a vehicle electrical system in a motor vehicle, which can be used both in production as well as for service and diagnosis.
  • FIG. 1 Facilities of the aforementioned type are z. B. by the company Siemens under the name ECOS - Electronic Check Out System - manufactured and used in the production and service of motor vehicles for vehicle electrical system monitoring and diagnostics ein ⁇ set.
  • An ECOS system enables the analog measurement of current, voltage and electrical power, the diagnosis of the installed control units, the programming of the installed control units, the testing of complete pre-assembly groups and the testing of dynamic processes on test benches.
  • the connection of the mobile test station to the vehicle electrical system is carried out via one or more Strom ⁇ pliers, which is designed in the case of the Siemens system as a radio current tweezers.
  • the ECOS system measures the current flowing out of the battery before and after switching on a consumer and determines therefrom and from specifications of upper and lower limit values a statement about the proper functioning of the consumer to be checked.
  • the ECOS system is integrated in a higher-level production or diagnostic system and receives its test order from there as well as the specifications of the expected signal curve. After completion of the measurement, the result is communicated to the higher-level information system and visualized on a display.
  • a production order-related log file of the performed check can be created, which can be used for later documentation for documentation purposes.
  • Attaching the radio pliers or the ECOS adapter in production means an additional step, which is as well as the provision and calibration of the system associated with financial expense.
  • German Offenlegungsschrift DE 102 26 782 A1 proposes that a current and voltage measuring shunt near the battery should be permanently installed in the motor vehicle as a shunt to the motor vehicle battery. With a downstream relay operated changeover switch, the measuring shunt is connected in series with each consumer to be tested. For current and voltage measurement, which occur in each case above the measuring shunt, a control unit, which is already installed in the vehicle electrical system, is used. The controller must have adequate computing capacity and storage capacity. In this case, the processor of the control unit must be able to process the measured variables obtained by the measuring shunt and store them in a readable memory.
  • the measured value processing in the processor of the control unit can in this case also compare the measured voltages and currents with predetermined setpoints, which are also stored in a memory of the control unit, and create an error log depending on the result of this comparison.
  • the error log can on the instrument panel in the vehicle interior to the driver of the motor vehicle for Display. It is also provided to enable the connection of an inspection system located outside the vehicle via a diagnostic interface.
  • the command sequences are transmitted to the built-in control unit with a specification of the electrical device to be checked.
  • the relay and the changeover contact of the circuit arrangement are switched to the electrical device to be tested and the currents measured with the control device are subsequently transferred to the electrical external checking system.
  • the aforementioned circuit arrangement with relay operated changeover switch and switchable measuring resistor is installed in the vehicle. This can be omitted in principle the connection of a current clamp and the associated step. However, this still requires an additional circuit arrangement with a changeover switch and actuating relay.
  • the connection of the measuring shunt in a large number of verifiable consumers with relay and changeover switch is extremely expensive, so that the circuit arrangement described in DE 102 26 782 Al only for a relatively small number of consumers, about 3-4 different consumers, makes sense and manageable.
  • the sensor element contains a current sensor for current measurement and connections for connecting the sensor element to the battery cable and an output for connecting the sensor element via a signal line to a higher-order control device.
  • the Measured values converted into signals for the higher-level control unit.
  • the sensor element must have some intelligence in the form of a processor. The conversion of the measured values into signals depends on the bus protocol used on the signal line. Bus protocols widely used in motor vehicles are the so-called CAM bus or, more recently, the LIN bus developed especially for sensor elements.
  • a transmission of the measured data by the higher-level control unit, via a CAN bus to the central gateway and from there to the diagnostic socket is eliminated due to the large amounts of data. This would presumably overload the CAN bus and, depending on the assignment of the telegram priorities, either the normal vehicle telegrams or the measurement telegrams can no longer be safely transmitted. It is therefore an object of the invention to specify and find a solution with which the intelligent battery sensor system for vehicle electrical system monitoring can be utilized in production and service and thus also for quality assurance in production and service.
  • the solution succeeds with a vehicle electrical system monitoring, in which all to be monitored electrical and electronic devices and the intelligent battery sensors are connected via one or more different bus systems to the control unit for the power distribution in the electrical system.
  • the power distribution module referred to in the technical language signal and control module (SAM) also has either directly or via a gateway via a diagnostic interface, to which an external information system can be connected.
  • the information system can be an information system from production, with which the correct installation of the numerous electrical and electronic devices is checked during the production of the motor vehicle, or the information system can be a diagnostic system, such as computer based service and used in the motor vehicle workshops.
  • the power distribution module has a test mode in which the consumers connected to the on-board network are switched on and off individually by means of a sequence control and the current and voltage measurement is coordinated and carried out with the intelligent battery sensor during the switch-on period of the consumers.
  • Preprocessing of the measurement results from the current and voltage measurement and thus a considerable reduction of the data volumes to be transmitted to the external information system preferably take place in the power distribution module and in the intelligent battery sensor system.
  • the time requirements for the telegrams to be transmitted are then no longer so high, since only the configuration parameters and result values are transmitted on the bus systems.
  • the processing of the measurement results in real time takes place exclusively in the intelligent battery sensors.
  • the CAN bus protocol is preferably used for the bus connection of the electrical consumers, which have their own control units, to the power distribution module.
  • the CAN bus protocol similar LIN bus protocol is used.
  • the LIN bus protocol establishes a master-slave relationship between the power distribution module and the intelligent battery sensor, the power distribution module having the master function and the intelligent battery sensor having the slave function.
  • a serial interface for the connection of the intelligent battery sensors and the power distribution module can be used.
  • Voltage and current characteristics that are typical for switching on consumers can be described with a few parameters. These parameters are from the external information system via the diagnostic socket and optionally via other components such.
  • a gateway is sent to the power distribution module and then on to the smart battery sensor in the vehicle.
  • the division of the functionalities among these three components takes into account the available computing power and the minimum load of the LIN bus between power distribution module and intelligent battery sensors.
  • the switching on of the electrical component to be tested in the vehicle electrical system takes place either manually by a service technician on the production line or in the service workshop or automatically by a diagnostic program running in the diagnostic mode of the vehicle electrical system monitoring.
  • the switching on and off and the coordination of the intelligent battery sensor takes place via the sending of control commands to the corresponding control devices of the electrical devices to be checked and to the measuring sensors in the intelligent battery sensor.
  • measured value preprocessing takes place in the power distribution module and in the intelligent battery sensor.
  • the intelligent battery sensor determines the current profile of the electrical consumer to be checked with current increase, current values and current drop and transmits these values to the power distribution module.
  • a first processing of these measured values takes place with an evaluation program.
  • basic values for the individual electrical consumers can be stored in the electrical system in suitable memory areas of the power distribution module.
  • tolerance ranges with predefined upper and lower threshold values with regard to the expected basic values can be stored for the individual electrical consumers.
  • a first measurement processing in the Power distribution module is then such that it is checked whether the measured values are within the tolerance band defined by the upper and lower thresholds or not. If these values are within this tolerance range for a predefined time, the test must be passed and the result transferred to the higher-level external information system. It is then no longer necessary to transfer the entire measured values and the entire tolerance ranges and basic values to the information system.
  • the abovementioned basic values are preferably obtained and stored specifically for the vehicle from the operation of the vehicle.
  • the lower and upper threshold values are then determined relative to the determined basic values. This allows an optimal adaptation of the vehicle electrical system monitoring to the respective equipment of the respective motor vehicle.
  • Fixed specifications for basic values or for tolerance ranges have the disadvantage that, depending on the equipment variant and the number of consumers connected in the electrical system, the voltage levels and the tolerance ranges in the electrical system vary. Fixed specifications of basic values and threshold values can lead to incorrect results when checking the connected components in the electrical system.
  • the processing of the measured data takes place in real time only in a processor of the intelligent battery sensor.
  • To the power distribution module no raw data, but only already processed measured values in the form of z.
  • the vehicle electrical system monitoring according to the invention is both suitable for use in production in a tape end test, as well as to be used in the service in the workshops for the purpose of diagnosis.
  • the diagnostic tools of the workshops the description file of the signal forms and the test steps to be carried out, as both known from the production of the motor vehicle and the tape end test of the motor vehicle with the local information system, are included and included in the diagnostic tools transferred to.
  • these diagnostic programs can then access the transmitted signal forms and the file of the test steps to be performed, execute the test steps accordingly and compare the information and waveforms obtained during the diagnosis with the predetermined signal shapes and thereby produce a diagnostic result reach.
  • a sleep-in program is always recorded during and after switching off the motor vehicle and stored in a memory area of the power distribution module.
  • the sleep-in histogram detects the current values in the sleep phase of the vehicle and assigns these values measured by the intelligent battery sensor to a histogram class. The function ends when the vehicle current has dropped below a defined threshold and the smart battery sensor itself switches to idle mode.
  • the distribution of the current values via the sleep-in histogram are characteristic of whether the falling asleep of the motor vehicle has worked properly or not.
  • the last sleep histogram is stored in each case so that it can be read out if necessary in the diagnostic mode.
  • Fig. 1 is a schematic representation of a motor vehicle with a known vehicle electrical system and with a likewise known per se externally connected
  • FIG. 2 is an illustration of the inventive
  • Fig. 3 is a graphical representation of the functional scope of the vehicle electrical system monitoring according to the invention.
  • FIG. 4 shows a graphical representation for explaining the parameters exchanged between the units
  • FIG. 5 shows a possible fall-in histogram that can be recorded with the vehicle electrical system monitoring according to the invention.
  • FIG. 1 shows a schematic representation of a typical electrical system as it is used in known motor vehicles and as it is suitable for the electrical system monitoring according to the invention.
  • the implementation of the vehicle electrical system monitoring according to the invention in known vehicle electrical systems is carried out here by implementing executable program modules in suitable control devices of the motor vehicle electrical system.
  • the power supply of the motor vehicle electrical system consists of a driven by an internal combustion engine 1 generator 2 and a vehicle battery 3.
  • Generator and Vehicle batteries feed their energy into supply lines 4 to which the electrical consumers V1, V2, V3, Vn, Vn + 1, Vn + 2 are connected.
  • the current path between the generator and the vehicle battery contains the intelligent battery sensor system IBS, which takes charge of the charge control of the vehicle battery and the charge balance calculation for the vehicle battery.
  • IBS intelligent battery sensor system
  • the intelligent battery sensor has sensors for voltage measurement and current measurement as well as a microprocessor which calculates a charge balance for the vehicle battery from the recorded voltage and current measurements.
  • the distribution of the electrical energy available in the electrical system to the connected consumers is taken over by a power distribution module SAM (signal and control module).
  • a control software in the microprocessor of the power distribution module determines this the current energy needs of the connected consumers and shares the energy available in the electrical system, where appropriate, graduated in stages to the individual consumers.
  • a communication network is available, via which all participating in the energy management electrical equipment of the electrical system can exchange data with each other and with the power distribution module, can exchange control commands, can exchange parameters and measurements, communicate with each other, etc.
  • the communication network is in this case designed as a data bus, to which the control units SG1, SG2, SG3, SGn, with which the electrical loads in the electrical system are controlled, as well as the power control 5 of the electrical system generator and the intelligent battery sensors are connected via corresponding communication interfaces and the power distribution module also connected to the data bus can communicate.
  • the control units SG1, SG2, SG3, SGn with which the electrical loads in the electrical system are controlled, as well as the power control 5 of the electrical system generator and the intelligent battery sensors are connected via corresponding communication interfaces and the power distribution module also connected to the data bus can communicate.
  • Alternatively, too several data bus systems are used. Common in the motor vehicle is the so-called CAN bus and the so-called LIN bus.
  • Both pre-mentioned bus systems are basically message-oriented bus systems and work for the purpose of addressing with the so-called identifier.
  • the bus access to the CAN bus takes place here via an arbitration while the LIN bus a master-slave relationship between the überge ⁇ arranged controller and the subordinate control unit is constructed.
  • the communication network in the motor vehicle via at least one interface 6, which allows either direct bus access from the outside or the communication access via a gateway allowed on the built-in motor vehicle control units.
  • an external information system IS can be connected to the communication network in the motor vehicle.
  • the external information system can have its own communication system whose bus protocol is then converted via the already mentioned gateway to the bus protocol of the communication network in the motor vehicle.
  • this external information system can be a diagnostic system DAS or a testing device in production with an electronic check-out function ECOS-Fkt.
  • Applications of the diagnostic system can be found here in service ⁇ operated during diagnosis and repair of the motor vehicle, while in the production of the motor vehicle mainly the electronic check-out function is used for quality assurance and for checking the electronic systems in the motor vehicle.
  • the measured values of the intelligent battery sensors can either be read out directly via the vehicle diagnosis or are collected in a control unit of the vehicle and can be read from there by means of an external information system.
  • a preprocessing of the measured values can be carried out in a control unit of the motor vehicle electrical system.
  • the battery voltage or vehicle electrical system voltage likewise detected by the intelligent battery sensor can also be included in the measured value preprocessing for voltage normalization. This voltage standardization enables the special adaptation of the vehicle electrical system monitoring to the specific vehicle, so that the on-board network monitoring operates largely independently of the equipment. It is also conceivable the current vehicle electrical system voltage and the power consumption in the instrument cluster of the vehicle to allow simple analysis without external information systems or diagnostic equipment.
  • FIG. 2 shows a functional diagram for the interaction of the most important electronic components for on-board network monitoring.
  • Both the external information system IS and the power distribution module SAM and the intelligent battery sensors IBS each have microprocessors ⁇ c as well as suitable input and output options and memory areas which the microprocessors can access.
  • all three aforementioned processor-controlled systems must work together. The communication of the processor-controlled systems takes place here, as already explained in FIG. 1, via the existing communication networks.
  • FIG. 1 shows a functional diagram for the interaction of the most important electronic components for on-board network monitoring.
  • the power distribution module SAM and the intelligent battery sensors IBS each have microprocessors ⁇ c as well as suitable input and output options and memory areas which the microprocessors can access.
  • the external information system IS communicates via a CAN bus interface with the power distribution module SAM of the motor vehicle electrical system, while the power distribution module SAM communicates with the intelligent battery sensor via a LIN bus.
  • the intelligent battery sensor system IBS performs a current and voltage measurement directly on the vehicle battery.
  • a transmission of the raw data directly to the external information system IS eliminated, since when using the electrical system monitoring in production all electrical consumers are already installed and a nachträg ⁇ Lich re-connecting the network connection between intelli ⁇ gente battery sensor and the higher power distribution module SAM in the production of Motor vehicle is not considered practicable.
  • Also transferring the Raw data through the power distribution module, the CAN bus and possibly a gateway and from there to the diagnostic socket are eliminated due to the large amount of data.
  • the CAN bus would presumably be overloaded and, depending on the assignment of the message priorities, either the normal vehicle telegrams or the measurement telegrams can no longer be transmitted securely. Therefore, in the intelligent battery sensor system and in the power distribution module, pre-processing of the raw data and thus a considerable reduction in the amount of data to be transmitted to the external information system must be achieved. Also, the time requirements for the transmitted telegrams are no longer so high, since only configuration parameters and result values are transmitted. The processing of the raw data in real time takes place exclusively in the intelligent battery sensor.
  • the intelligent battery sensors in addition to the ability to measure current and voltage via filter 7 for smoothing and filtering the recorded measurements, via trigger 8, on the timing for starting and stopping a measurement process, and generally on the possibility of a time measurement 9; also to be able to temporally mittein the recorded readings, if necessary.
  • Voltage and current curves that are typical for switching on consumers can be described with a few parameters.
  • These parameters 10, 11 are sent from the external information system via the diagnostic socket and other components to the power distribution module SAM and from there on to the intelligent battery sensors in the vehicle.
  • the division of the functionalities between power distribution module and intelligent battery sensor takes place here taking into account the available computing power of the existing microprocessors and the minimum load of the LIN bus.
  • On the to transmitted parameter will be discussed in more detail below in connection with Figure 3.
  • the parameters to be transmitted between the external information system and the power distribution module may well deviate from the parameters to be transmitted between the power distribution module and the intelligent battery sensor. If a vehicle electrical system monitoring or a diagnosis is to be carried out, the intelligent battery sensor system is switched to its diagnostic mode 12 via the parameters to be transmitted.
  • the switching on of the component to be tested in the electrical system of the motor vehicle either manually via a service technician or a factory worker on the production line or automatically by a corresponding control command to the control unit of the component to be checked, which is then also in the diagnostic mode.
  • the intelligent battery sensor now determines the parameters to be checked, such as current increase or current drop, dead times, trigger level or time-averaged measured value, and transfers these to the power distribution module SAM, where the further measured value processing takes place.
  • the power distribution module SAM the data transmitted and transmitted by the intelligent battery sensor are each compared and evaluated with predetermined upper and lower threshold values. If the transmitted measured values lie within the band prescribed by the upper and lower threshold values for a predefined time, then the test performed is classified as passed and the result is transmitted to the external information system. In the next test step, another component in the motor vehicle can be checked in the same way.
  • This method is equally suitable for testing various components and functions in the service, as well as in vehicle production z. B. at the tape end test as Quality Assurance Tool to be employed.
  • the description file of the signal forms and the test steps to be carried out are to be included in the external information system and an automated or manual test initiated.
  • the intelligent battery sensor After the upstream power distribution module has received the data, the intelligent battery sensor will exit its diagnostic mode and return to its previous operating state. During normal operation of the motor vehicle, the normal operating state of the intelligent battery sensor system is the charging balance for the motor vehicle battery.
  • the aim of on-board network monitoring is to work with relative values during the test, not with values that vary depending on the vehicle and vehicle equipment.
  • four memory locations are stored in the power distribution module for storing basic values.
  • the four basic value memories GWSO, GWS1, GWS2, GWS3 contain the basic values for the respective functions to be analyzed.
  • the basic value memory GWSO always contains the last received values which were measured by the intelligent battery sensor depending on the current or voltage measurement type before the intelligent battery sensor was switched to the diagnostic mode.
  • the basic value memories 1-3 can be described by the external information system with basic values known from the design of the motor vehicle or the design of the vehicle electrical system.
  • test steps to be performed as well as the permitted tolerance ranges in the form of upper and lower threshold values for the expected basic values are specified in the diagnostic mode by the external information system.
  • diagnostic mode of the vehicle electrical system monitoring the values for the tolerance ranges and the information about the test steps to be processed are transmitted to the power distribution module.
  • the tolerance ranges are added to the selected basic values and compared with the measured values transmitted by the intelligent battery sensor. A comparison is made as to whether the current measured value lies within the permissible tolerance band that was previously added to the determined basic value. The result of the comparison and the measured value after deduction of the basic value are returned by the power distribution module to the external information system z. B. sent via CAN bus.
  • FIG. 3 again illustrates the mode of operation of the vehicle electrical system monitoring according to the invention.
  • Shown in FIG. 3 is the exchange of test step parameter sets 10, 12 between the external information system IS, the power distribution module SAM and the intelligent battery sensor.
  • the test step parameter sets are in this case exchanged via the communication interfaces between the aforementioned modules.
  • there is a CAN bus between the external information system and the power distribution module while there is a LIN bus system between the power distribution module and the intelligent battery sensor.
  • the first test step parameter set 10 is hereby exchanged between the external information system and the power distribution module.
  • the value specifications for the individual test steps are specific to the function to be checked. However, the type of parameters can also be cross-functional.
  • Embodiment z. B the illustrated Embodiment z. B.
  • the test step parameter measuring type specifies whether a voltage or a current is to be measured.
  • the basic value memory test step parameter specifies from which basic value memory GWSO, GWS1, GWS2, GWS3 the basic values for the subsequent test are to be taken.
  • the test step parameter switch-on trigger the trigger level for the function to be checked is specified, at which point the function must start.
  • the test parameter switch-on edge indicates whether it is an increasing or decreasing switch-on edge.
  • the test step parameter maximum trigger timeout specifies after which maximum delay time the switch-on trigger must be reached. Start-up trigger and maximum trigger time determine the switch-on edge.
  • the test step parameter dead time specifies the time after which the function to be switched must have settled.
  • the test step parameter measuring time specifies the period of time over which a measurement is to be performed. With the test step parameters lower tolerance limit and upper tolerance limit, the tolerance band corresponding to the corresponding basic value is specified. After the measurement has been carried out, the following test step parameters are then transmitted back to the external information system by the power distribution module. With the test step result parameter, the result of the check is transferred to the checked function in the form of "OK" or "not OK". With the test parameter average value result, the determined time-averaged measured value is transferred back.
  • the test step parameter Timetrigger transfers the time back which the function to be checked took to reach its switch-on trigger.
  • test step Parameter Trigger Condition will return a test result indicating whether or not the power-up trigger has been reached.
  • test step parameter maximum trigger time the test result is transferred back, whether the maximum trigger time-out has been adhered to or not.
  • the transferred test step parameters are processed in the power distribution module SAM and in the intelligent battery sensor system IBS by special program modules, which are each adapted to the functions to be checked.
  • the individual program modules 30a, 30b, 30c... 30k, 301 are preferably designed as independent subprograms of the complete test program of the vehicle electrical system monitoring.
  • test step parameters are transmitted in the form of a second test step parameter set 11.
  • the following parameters are transmitted: With the parameter Measuring mode, information about the quantity to be measured, such as current or voltage.
  • switch-on trigger, switch-on edge, maximum trigger time-out, dead time, measurement time the previously defined parameters are transferred from the external information system to the intelligent battery sensor system.
  • the intelligent battery sensors then transfer the following parameters back to the power distribution module: The mean measured value is used to transmit the result of the time averaging of the raw data.
  • Test step parameter Timetrigger the result of whether the maximum trigger time-out has been adhered to is transferred back to the power distribution module.
  • a measurement sequence in the intelligent battery sensor system can proceed as follows.
  • the intelligent battery sensor system is put into the state for checking the current or voltage measurement by the test step parameter Measuring mode.
  • the time for reaching the start-up trigger starts to run.
  • the switch-on trigger must be reached. If the switch-on trigger is reached at the specified time, the intelligent battery sensor reports the result Trigger Detected, Trigger Time Responded to the power distribution module.
  • the measured value is transmitted from the start of the measurement until the detection of the trigger condition in the form of a measured value.
  • the trigger conditions are set to not fulfilled in the corresponding LIN telegram.
  • the dead time begins to run.
  • the measuring time begins.
  • the signal to be measured oscillates.
  • the intelligent battery sensors no activities take place during this time.
  • the intelligent battery sensors record the measured quantities to be measured and then averaged over the measuring time. The mean measured value is transmitted back as measurement result.
  • a corresponding LIN telegram is sent to the power distribution module by the intelligent battery sensor system. After the master power distribution module has received the data from the smart battery sensor, the smart battery sensor will exit its diagnostic mode and return to the previous operating state. In FIG.
  • test step parameters are again shown graphically. Plotted is the measurement voltage or current measurement over time.
  • the measured values are processed either in the power distribution module or in the external information system.
  • a target-actual comparison takes place.
  • the measured values are averaged over a period of the measuring time and compared with the tolerance window, consisting of upper and lower limit values. In the case of a deviation from the tolerance window, the measured value is not correct and thus also the tested current consumer is classified as defective. This classification is carried out by a corresponding program module of the vehicle electrical system monitoring.
  • a switch-on value processing and a switch-off value processing can be used to trigger on or switch-off values.
  • a dead time can still be defined until the start of the measured value processing.
  • the measured values can be normalized to the respective vehicle standard voltage, which may vary depending on the equipment variant.
  • the basic value determination also serves for the adaptation the vehicle electrical system monitoring to the vehicle-specific basic values depending on the equipment variant of the motor vehicle.
  • test step parameter sets The parameters mentioned in connection with FIG. 3 and FIG. 4 are combined into one or two test step parameter sets.
  • the various test steps can be individually parameterized and stored together in a file.
  • the addressing of the individual test steps works z. B. via a numbering.
  • This file is kept on the diagnostic device or on the electronic check-out system and can also be stored in the power distribution module, depending on the chosen implementation.
  • the intelligent battery sensor collects the current and voltage values from the current sensor in real time.
  • the test step parameters are transmitted from the diagnostic device or from the electronic check-out system to the power distribution module. After that, the diagnostic device or the electronic check-out system only has to notify the power distribution module of the desired test step number and to exchange individual synchronization signals.
  • test step parameters are stored in the power distribution module, these test steps can also be accessed later in vehicle life, and the result data produced during production could be used as comparison bases in subsequent tests in the field. If no diagnosis or no on-board network check takes place, the intelligent battery sensor system is used for further tasks in the vehicle, such as vehicle electrical system management and closed-circuit current monitoring.
  • FIG. 5 shows by way of example such a fall-in histogram. Plotted are the number of measurements that each fell into the corresponding power classes when switching off the vehicle.
  • the sleep histogram captures the current values averaged over 100 ms in the vehicle's sleep phase and assigns that value to the corresponding histogram class.
  • This function starts when the power distribution module, which is integrated in the decentralized energy management system via the CAN bus, has informed the intelligent battery sensor system that it is ready for sleep. This is done with a special control command. This command clears the previous sleep histogram.
  • the function ends when the vehicle current has dropped below a defined threshold and the smart battery sensor itself switches to idle mode. If the idle mode has not been reached within a predefined time, the function of the sleep histogram with the notification of the power distribution module by the intelligent battery sensor will conclude that the sleep process is faulty.
  • the logged values of the histogram can be read out in diagnostic mode by an external diagnostic tester. In each case only one histogram of the last sleep process is stored in the intelligent battery sensor or in the power distribution module.
  • the limits of the histogram classes are given here by way of example and will be variable as configuration parameters. In the illustrated embodiment, the Einmé ⁇ histogram works with 8 classes. The typical sleep time for today's vehicles is 300 s, so that when averaging over 100 ms each time, 3000 entries in the histogram classes must be logged. It is possible to change the limits of the histogram classes in diagnostic mode.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Computer Security & Cryptography (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Tests Of Electric Status Of Batteries (AREA)

Abstract

L'invention concerne une surveillance de réseau de bord dans laquelle tous les dispositifs électriques et électroniques à surveiller (SGi, Vi) ainsi que l'ensemble capteur de batterie intelligent (IBS) sont reliés, par l'intermédiaire d'un ou de plusieurs systèmes de bus différents (CAN, LIN), à l'appareil de commande pour la distribution de puissance (SAM) dans le réseau de bord. Le module de distribution de puissance, appelé module de signaux et de commande (SAM) par les spécialistes, dispose en outre, soit directement soit par l'intermédiaire d'une passerelle (6), d'une interface de diagnostic à laquelle peut être raccordé un système d'information externe (IS). Ce système d'information peut être un système d'information provenant de la production et servant à vérifier le montage correct des nombreux dispositifs électriques et électroniques (SGi, Vi) pendant la production du véhicule automobile. Il peut également s'agir d'un système de diagnostic utilisé, en combinaison avec un ordinateur, pour l'entretien et dans les ateliers de réparation automobile. Le module de distribution de puissance dispose, ce faisant, d'un mode de vérification dans lequel les consommateurs reliés au réseau de bord sont mis individuellement en circuit et hors circuit au moyen d'une commande séquentielle, la mesure de courant et de tension étant coordonnée et exécutée à l'aide de l'ensemble capteur de batterie intelligent (IBS) pendant la durée de mise en circuit des consommateurs.
PCT/EP2005/011270 2004-11-04 2005-10-20 Surveillance de reseau de bord pour la production et l'entretien WO2006048125A1 (fr)

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CN110780212A (zh) * 2018-07-25 2020-02-11 罗伯特·博世有限公司 用于调整机动车中的测量装置的方法
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WO2009024388A1 (fr) * 2007-08-23 2009-02-26 Robert Bosch Gmbh Réseau de bord pour un véhicule automobile
CN105408163A (zh) * 2013-05-22 2016-03-16 罗伯特·博世有限公司 用于提供用于蓄电池的维护和服务目的的信息的方法
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DE102013209427A1 (de) * 2013-05-22 2014-11-27 Robert Bosch Gmbh Verfahren und Vorrichtungen zum Bereitstellen von Informationen zu Wartungs- und Servicezwecken einer Batterieeinheit
DE102013209446A1 (de) * 2013-05-22 2014-11-27 Robert Bosch Gmbh Verfahren und Vorrichtungen zum Bereitstellen von Informationen zu Wartungs- und Servicezwecken einer Batterie
DE102013209433A1 (de) * 2013-05-22 2014-11-27 Robert Bosch Gmbh Verfahren und Vorrichtungen zum Bereitstellen von Informationen zu Wartungs- und Servicezwecken einer Batterie
DE102013209426A1 (de) * 2013-05-22 2014-11-27 Robert Bosch Gmbh Verfahren und Vorrichtungen zum Bereitstellen von Informationen zu Wartungs- und Servicezwecken einer Batterieeinheit
DE102013209453A1 (de) * 2013-05-22 2014-11-27 Robert Bosch Gmbh Verfahren und Vorrichtungen zum Bereitstellen von Informationen zu Wartungs- und Servicezwecken einer Batterieeinheit
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CN106707170A (zh) * 2015-07-29 2017-05-24 河南省银河通信电器设备有限公司 一种手持式电瓶测试仪
CN105865804A (zh) * 2016-04-18 2016-08-17 浙江吉利控股集团有限公司 一种分布式能源供给系统的台架测试系统及测试方法
CN105911401A (zh) * 2016-06-29 2016-08-31 国网北京市电力公司 供电状态监测系统
CN106774036A (zh) * 2017-03-13 2017-05-31 深圳市金证卡尔电子有限公司 车身控制系统及方法
CN106774036B (zh) * 2017-03-13 2020-04-07 深圳市赛格车圣科技有限公司 车身控制系统及方法
DE102019205663B4 (de) 2018-05-08 2024-06-27 Ford Global Technologies, Llc Verfahren und Vorrichtung zur Überwachung und Überprüfung eines Stromversorgungssystems eines Kraftfahrzeugs
CN110780212A (zh) * 2018-07-25 2020-02-11 罗伯特·博世有限公司 用于调整机动车中的测量装置的方法

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