A remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol

Abstract

A remote emission monitoring terminal for heavy-duty vehicles that intelligently matches UDS diagnostic protocols. This invention organizes UDS protocols, categorizes them by request ID, and collects engine speed data sequentially using each protocol according to the category. If the engine speed collected by the UDS protocol matches the engine speed collected by standard diagnostic protocols SAE1939, SAE1979, or ISO15031, and the UDS protocol verification is successful, it confirms that this is the correct UDS protocol used for this vehicle model, and emission data is then collected according to this protocol. It also incorporates a Bosch after-processing UDS protocol matching method; the combination of these two methods achieves vehicle model compatibility. This invention is used in remote emission monitoring terminals for heavy-duty vehicles.

Description

Technical Field

[0001] This invention relates to a remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol. Background Technology

[0002] Vehicle emissions have always been a major source of environmental pollution, and almost all particulate matter and nitrogen oxides in vehicle emissions are contributed by heavy-duty diesel vehicles. With the Ministry of Ecology and Environment issuing the "Three-Year Action Plan for Winning the Battle Against Air Pollution," the nation will strengthen the supervision of mobile source emissions and build a remote monitoring system for on-board diagnostics of heavy-duty diesel vehicles to monitor their emissions and after-treatment system operation in real time. Many heavy-duty diesel vehicles do not meet the corresponding emission standards, resulting in pollutant emissions that can increase more than tenfold.

[0003] A remote emission monitoring system for heavy-duty diesel vehicles typically consists of a monitoring platform and an onboard monitoring terminal. The monitoring terminal collects engine data, emission-related data, and fault codes via the vehicle's bus and uploads them wirelessly to the monitoring platform. Through extensive data analysis, the monitoring platform can monitor the vehicle's aftertreatment system in real time, detect whether emissions exceed standards, and identify any emission-related faults.

[0004] Currently, the main method for data collection by monitoring terminals for heavy-duty diesel vehicles on the market is through the CAN bus. The protocols used are primarily OBD diagnostic protocols such as ISO15031, SAE1979, and SAE1939, as well as manufacturer-defined protocols or custom UDS (Unified Device Analysis) diagnostic protocols (hereinafter referred to as UDS protocols). ISO15031, SAE1979, and SAE1939 are standard diagnostic protocols, and basic vehicle data can be obtained through these standard protocols. However, for the emissions of heavy-duty diesel vehicles, a large proportion of the vehicles currently in use that meet China IV and China V emission standards cannot obtain complete emissions or after-treatment status information through standard diagnostic protocols. For these models, manufacturer-defined UDS protocols are required to collect complete emissions and after-treatment related information. Due to differences in vehicle manufacturers, engine manufacturers, and after-treatment equipment manufacturers, there are many types of UDS protocols used for different vehicle models, and these differences are significant.

[0005] If the monitoring terminal is to collect emission-related data, the installer needs to determine the vehicle model, engine, and after-treatment manufacturer. Based on this information, they need to try collecting data using all possible protocols. Only based on the collected data can they determine which UDS protocol the terminal should use for data collection. Furthermore, this information must be set in the emission monitoring terminal. This process must be repeated for the installation of each vehicle-mounted emission monitoring terminal, which is too complicated.

[0006] These existing technologies have many drawbacks: (1) Determining the UDS protocol requires highly skilled installers, who need to identify the vehicle model, engine manufacturer and model, and aftertreatment manufacturer and model. Obtaining this information is difficult and time-consuming. Only then can it be determined which UDS protocol the vehicle supports.

[0007] (2) Some engines or aftertreatment systems may be from the same manufacturer but have similar models, but they may actually use different UDS protocols. This can easily lead to configuration errors, resulting in data not being collected or only incorrect data being collected.

[0008] (3) This process makes the installation process very complicated. It requires determining a lot of vehicle-related information and configuring the UDS protocol results analyzed based on this information into the terminal, which greatly increases the installation difficulty and time for each terminal. Summary of the Invention

[0009] The purpose of this invention is to provide a remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol, while improving efficiency and ensuring the integrity and accuracy of emission data monitoring.

[0010] The above objectives are achieved through the following technical solutions:

[0011] A remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol organizes the UDS protocols, classifies them by request ID, and collects engine speed data one by one according to the classification order using the UDS protocol. If the engine speed collected by the UDS protocol matches the engine speed collected by the standard diagnostic protocols SAE1939, SAE1979, or ISO15031, and the UDS protocol verification is successful, it is confirmed that this UDS protocol is the correct UDS protocol used for this vehicle model, and emission data is collected according to this protocol. It also has a Bosch aftertreatment UDS protocol matching method, and the combination of the two methods achieves vehicle model adaptation.

[0012] The aforementioned remote emission monitoring terminal for heavy-duty vehicles, which intelligently matches the UDS diagnostic protocol, connects to the vehicle's OBD interface via a wiring harness. It obtains power through the OBD interface and communicates with the vehicle and collects data via a CAN bus interface. The terminal collects vehicle data via the CAN bus. The first CAN bus connects to pins 6 and 14 of the vehicle's standard OBD interface, and the second CAN bus connects to pins 3, 11, 1, and 9. A relay switches the second CAN bus between the two sets of interfaces. The terminal uploads data to the monitoring platform via cellular wireless communication technology. By combining standard diagnostic protocols with a custom UDS protocol, it achieves comprehensive remote emission data monitoring of in-use heavy-duty vehicles. The terminal automatically determines the UDS protocol used by the vehicle through intelligent matching and collects data according to the determined UDS protocol.

[0013] The aforementioned remote emission monitoring terminal for heavy-duty vehicles that intelligently matches UDS diagnostic protocols first organizes and sorts the UDS protocols. Each UDS protocol requests data using a fixed ID; if the request ID is incorrect, no data will be returned. The UDS protocols are then organized and categorized based on the request ID, and the protocol is matched according to the request ID.

[0014] The aforementioned heavy-duty vehicle remote emission monitoring terminal with intelligent matching of the UDS diagnostic protocol comprises two parts: matching with Bosch aftertreatment systems and matching with other aftertreatment manufacturers. First, matching with the Bosch aftertreatment system is performed. The Bosch aftertreatment controller (DCU) and the Bosch engine controller (ECU) are integrated, and aftertreatment data is read from the ECU. The matching process for the Bosch aftertreatment system involves repeatedly trying a set of different request IDs. Upon receiving a response from one of these IDs, a request for the ECU software version number is initiated. The responded ECU software version number clarifies the aftertreatment data request method for this vehicle model, and requesting aftertreatment data using this method completes the matching. If Bosch aftertreatment matching fails, matching with other aftertreatment manufacturers' protocols begins. Data from other aftertreatment manufacturers establishes communication with the aftertreatment controller (DCU) via the UDS protocol and is then collected. The first step is also matching the request ID of the vehicle's aftertreatment controller (DCU). After determining the request ID... The engine speed is collected one by one according to the UDS protocol under this ID in the UDS protocol list. The reason for collecting the engine speed is that the aftertreatment device generally needs to control the urea injection based on the engine speed, so the aftertreatment UDS protocol usually collects the engine speed. If the engine speed is collected through a certain UDS protocol, the engine speed is immediately requested again using the standard diagnostic protocol IS15031, SAE1979, or SAE1939. Since the interval between the two speed collections is generally about 50-100 milliseconds, the engine speed change will not be large. If the difference between the two speeds does not exceed the threshold, which is generally 8% or 10%, the speed is considered to be successfully matched. After matching the engine speed 5-8 times, if the speed is successfully matched 5 times, then the protocol currently used is the correct UDS protocol, and the verification of this protocol begins.

[0015] The aforementioned remote emission monitoring terminal for heavy-duty vehicles with intelligent matching of the UDS diagnostic protocol has two verification processes: rapid verification and reliable verification. Reliable verification divides the engine speed into three ranges: 600-800 rpm, 800-1000 rpm, and 1000-1200 rpm. Twenty sets of speed data are collected for each range and compared. If the success rate for each range is higher than 80%, the verification is successful; otherwise, it is repeated. If it still fails, the verification is considered a failure. Rapid verification does not differentiate between speed ranges. Forty sets of data are collected and compared. If the success rate is higher than 80%, the verification is successful; otherwise, it is repeated. If the comparison result still fails, the verification is considered a failure. The terminal also has a real-time verification mechanism after successful matching. Emission data is collected using the successfully matched UDS protocol. The correctness of the UDS protocol is determined by whether the collected data is within the valid range. If 10 minutes of continuously collected data are all invalid values ​​or exceed the normal range, the successfully matched UDS protocol is skipped, and intelligent matching continues.

[0016] The aforementioned remote emission monitoring terminal for heavy-duty vehicles with intelligent matching UDS diagnostic protocol comprises: a vehicle OBD interface, which is connected to a power system, CAN acquisition circuit 1 and CAN acquisition circuit 2 with switching capability, both CAN acquisition circuit 1 and CAN acquisition circuit 2 with switching capability being connected to a microcontroller (MCU), the MCU being connected to a security chip, a storage chip, a 4G module + positioning module, and an RS232 interface, the RS232 interface being connected to an APP / serial port assistant, the 4G module + positioning module being connected to a GPS antenna + a 4G antenna, and the 4G module + positioning module being connected to a monitoring platform. Beneficial effects

[0017] 1. This invention provides a method for automatically matching vehicle UDS protocols and collecting emission data through an internal terminal software algorithm. Installers do not need to obtain various types of data such as vehicle model, engine, and aftertreatment, and the process of protocol trial and judgment is eliminated, as well as the need to configure the terminal's protocols or parameters. The terminal can automatically match and verify the corresponding UDS protocol for the vehicle; if verification is successful, data is collected according to this UDS protocol. Simultaneously, the collected engine and emission data are uploaded to the monitoring platform via wireless communication, thereby achieving the purpose of remote monitoring of heavy-duty vehicle emissions.

[0018] 2. This invention greatly reduces the difficulty and complexity of installation, installation time, and personnel requirements, while improving efficiency and ensuring the integrity and accuracy of emission data monitoring.

[0019] 3. Due to the large variety of heavy-duty vehicle models currently in use, the diverse protocol types, and the even more varied protocols for collecting emission data, it is difficult to collect comprehensive after-processing data using standard diagnostic protocols such as ISO15031, SAE1979, and SAE1939. This invention, by employing the UDS protocol, can collect emission data from different heavy-duty vehicle models, increasing the comprehensiveness of heavy-duty vehicle emission monitoring and expanding its adaptability to various heavy-duty vehicle emission monitoring requirements.

[0020] 4. Choosing the right UDS protocol for emissions data acquisition is a major challenge. First, installers need to know the vehicle model, engine model, and aftertreatment system model. Then, they need to try different protocols one by one, requiring experience to judge protocol accuracy. After determining the protocol, the terminal must be configured. These processes and operations make the installation and commissioning of the emissions monitoring terminal extremely complex and difficult, demanding high skill levels from personnel. This invention, through automatic UDS protocol matching, greatly reduces the difficulty and complexity of terminal installation, while also lowering the skill requirements for installers, significantly improving installation efficiency and reliability. Attached Figure Description

[0021] Appendix Figure 1 This is the hardware architecture diagram of this product.

[0022] Appendix Figure 2 This is the matching flowchart for this product.

[0023] Appendix Figure 3 This is the verification flowchart for this product. Detailed Implementation

[0024] The technical solutions in the embodiments of the present invention will now be clearly and completely described with reference to the accompanying drawings.

[0025] Example 1:

[0026] A remote emission monitoring terminal for heavy-duty vehicles that intelligently matches UDS diagnostic protocols categorizes UDS protocols by request ID and collects engine speed data sequentially according to the categorization order. If the engine speed collected by the UDS protocol matches the engine speed collected by standard diagnostic protocols SAE1939, SAE1979, or ISO15031, and the UDS protocol verification is successful, it is confirmed that this is the correct UDS protocol used for this vehicle model. Emissions data is then collected according to this protocol. It also features a Bosch aftertreatment UDS protocol matching method, combining the two methods to achieve broad vehicle compatibility and comprehensive data collection. The above method enables intelligent matching of UDS protocols.

[0027] Example 2:

[0028] The heavy-duty vehicle remote emission monitoring terminal with intelligent UDS diagnostic protocol matching described in Example 1 connects to the vehicle's OBD interface via a wiring harness. It obtains power through the OBD interface and communicates with the vehicle and collects data via a CAN bus interface. The power system's main function is to convert the 24V or 12V power provided by the OBD interface to the 5V or 3.3V required by the terminal system. The MCU is the control core of the terminal, implementing various functions of the monitoring terminal through embedded programs. Optional microcontrollers include STMicroelectronics' STM32 series, Infineon's XMC series, and NXP's S32K series, I.MX6 series, and I.MX8 series. The terminal collects vehicle data via the CAN bus. The first CAN bus connects to pins 6 and 14 of the vehicle's standard OBD interface, and the second CAN bus connects to pins 3, 11, 1, and 9. A relay switches the second CAN bus between the two interfaces. A 4G module is used for wireless communication; the terminal uploads data to the monitoring platform via cellular wireless communication technology. Optional modules include SIMCom's SIM7600 series or Quectel Wireless Solutions' EC20 series. The positioning module provides location functionality for the terminal. The storage chip stores real-time vehicle data, enabling data retransmission and retrieval. The security chip performs communication data signing and encryption, ensuring data immutability and data transmission security. The RS232 interface is primarily used for terminal debugging and parameter configuration.

[0029] For data collection from in-use heavy-duty vehicles, comprehensive emission data, such as nitrogen oxide output concentration, SCR (Selective Catalytic Reduction) front-end temperature, SCR back-end temperature, reactant balance, and DPF (Drop Fat Particulate Filter) pressure differential, cannot be collected solely through standard diagnostic protocols. Therefore, a combination of standard diagnostic protocols and a custom UDS (Unified Data Acquisition) protocol is required to achieve comprehensive remote monitoring of emissions data from in-use heavy-duty vehicles. The terminal automatically determines the UDS protocol used by the vehicle through intelligent matching and collects data according to the determined UDS protocol.

[0030] Example 3:

[0031] The remote emission monitoring terminal for heavy-duty vehicles that intelligently matches UDS diagnostic protocols, as described in Example 2, first organizes and sorts the UDS protocols. Each UDS protocol requires a fixed ID to request data. If the request ID is incorrect, no data will be returned. Therefore, the UDS protocols are organized and classified according to the request ID, and the protocol is matched according to the request ID.

[0032] Example 4:

[0033] Example 3 describes a remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol. The intelligent matching of the UDS protocol consists of two parts: matching with Bosch aftertreatment systems and matching with other aftertreatment manufacturers. First, matching with the Bosch aftertreatment system is performed. The Bosch aftertreatment controller (DCU) and the Bosch engine controller (ECU) are integrated, and the aftertreatment data is read from the ECU. The matching process for the Bosch aftertreatment system involves repeatedly trying a set of different request IDs. After a response from one of the IDs, a request for the ECU software version number is initiated. The response ECU software version number clarifies the aftertreatment data request method for this vehicle model, and requesting aftertreatment data using this method completes the matching. If the Bosch aftertreatment matching fails, matching with other aftertreatment manufacturers' protocols begins. Data from other aftertreatment manufacturers establishes communication with the aftertreatment controller (DCU) via the UDS protocol and then performs data acquisition. The first step is also to match the request ID of the aftertreatment controller (DCU) for this vehicle. After determining the request ID, the data is then processed according to the UDS protocol. In the DS protocol list, the UDS protocols under this ID begin to collect engine speeds one by one. The reason for collecting engine speed is that aftertreatment devices generally control urea injection based on engine speed, so aftertreatment UDS protocols typically collect engine speed data. If engine speed is collected through a particular UDS protocol, then a standard diagnostic protocol IS15031, SAE1979, or SAE1939 is immediately used to request engine speed again. Since the interval between two speed collections is generally around 50-100 milliseconds, the engine speed change will not be significant. Based on experience, if the difference between the two speeds does not exceed a threshold, which is generally 8% or 10%, then the speed matching is considered successful. After matching engine speeds 5-8 times, if 5 speeds are successfully matched, then the currently used protocol is the correct UDS protocol, and the verification of this protocol begins.

[0034] Example 5:

[0035] The remote emission monitoring terminal for heavy-duty vehicles with intelligent matching UDS diagnostic protocol described in Example 4 has two verification processes: rapid verification and reliable verification. Reliable verification divides the engine speed into three ranges: 600-800 rpm, 800-1000 rpm, and 1000-1200 rpm. Twenty sets of engine speed data are collected for each range before comparison verification. If the success rate of comparison for each range (successful comparison means the engine speed difference is less than the threshold of 8%) is higher than 80%, the verification is considered successful. If it fails, it is verified again. If it still fails, the verification is considered unsuccessful. This multi-range engine speed matching method greatly reduces the probability of mismatch and improves the reliability of the matching. Alternatively, a quick verification option can be selected. Quick verification does not differentiate between speed ranges. It performs a comparison verification after collecting 40 data points. If the success rate is higher than 80%, the verification is considered successful. If it fails, it is verified again. If the comparison verification result still fails, it is considered a verification failure. The terminal also has a real-time verification mechanism after successful matching. It collects emission data through the successfully matched UDS protocol and determines whether the UDS protocol is correct by judging whether the collected data is within the valid range. If the data collected continuously for 10 minutes are all invalid values ​​or exceed the normal range, the successfully matched UDS protocol is skipped and intelligent matching continues.

[0036] Successful verification means that the UDS protocol is successfully matched. The terminal will store the matched UDS protocol in the storage device. The successfully matched UDS protocol can be read every time it is powered on, and emission data collection can be achieved without repeated matching.

[0037] Example 6:

[0038] The remote emission monitoring terminal for heavy-duty vehicles with intelligent matching UDS diagnostic protocol described in Example 1 comprises: an automotive OBD interface, which is connected to a power system, CAN acquisition circuit 1 and CAN acquisition circuit 2 with switching capability, both CAN acquisition circuit 1 and CAN acquisition circuit 2 with switching capability being connected to a microcontroller (MCU), the MCU being connected to a security chip, a storage chip, a 4G module + positioning module, and an RS232 interface, the RS232 interface being connected to an APP / serial port assistant, the 4G module + positioning module being connected to a GPS antenna + 4G antenna, and the 4G module + positioning module being connected to a monitoring platform.

[0039] Example 7:

[0040] The heavy-duty vehicle remote emission monitoring terminal with intelligent matching UDS diagnostic protocol described in the above embodiment performs 5-8 matching attempts during the initial matching of speed values ​​for the UDS protocol. If the speed value difference is less than 8% in 5 attempts, it is determined that this protocol is highly likely to be the correct UDS protocol, and then UDS protocol verification begins. The number of matching attempts (5-8) can also be between 2-20, and the number of successful speed value matching attempts (5) can also be between 2-15. The 8% threshold for the speed value difference can be between 5% and 12%.

[0041] In the verification scheme of the UDS protocol, the interval for speed sampling is 0.5 seconds, or it can be between 0.2 seconds and 5 seconds; the speed range can also be any interval division method within the range of 600-2000 speeds, and the number of interval divisions can be between 2 and 5; each interval can have 20 sets of data, or the values ​​can be between 10 and 50; in rapid verification, collecting 40 sets of data can also be between 20 and 80; the comparison success rate is greater than 80%, or it can be between 60% and 95%.

Claims

1. A remote emission monitoring terminal for heavy-duty vehicles that intelligently matches the UDS diagnostic protocol, characterized in that: By organizing the UDS protocol and classifying it by request ID, the system collects engine speed data one by one according to the classification order using the UDS protocol. If the engine speed collected by the UDS protocol matches the engine speed collected by the standard diagnostic protocols SAE1939, SAE1979, or ISO15031, and the UDS protocol verification is successful, it is confirmed that this UDS protocol is the correct one used for this vehicle model. Then, emission data is collected according to this protocol. It also has a Bosch aftertreatment UDS protocol matching method. First, it matches the Bosch aftertreatment. If the Bosch aftertreatment matching fails, it starts matching protocols from other aftertreatment manufacturers. The combination of the two methods achieves wide compatibility with various vehicle models. The terminal automatically matches the UDS protocol corresponding to this vehicle and performs verification. The verification process is divided into two types: fast verification and reliable verification.

2. A heavy-duty vehicle remote emission monitoring terminal with intelligent matching UDS diagnostic protocol according to claim 1, characterized in that: The monitoring terminal is connected to the vehicle's OBD interface via a wiring harness. Power is obtained from the OBD interface, and communication and data acquisition with the vehicle are achieved through the CAN bus interface. The terminal collects vehicle data via the CAN bus. The first CAN bus connects to pins 6 and 14 of the vehicle's standard OBD interface, and the second CAN bus connects to pins 3, 11, 1, and 9. A relay switches the second CAN bus between the two interfaces. The terminal uploads data to the monitoring platform via cellular wireless communication technology. Comprehensive remote emission data monitoring of in-use heavy-duty vehicles is achieved through a combination of standard diagnostic protocols and a custom UDS protocol. The terminal automatically determines the UDS protocol used by the vehicle through intelligent matching and collects data according to the determined UDS protocol.

3. A remote emission monitoring terminal for heavy-duty vehicles with intelligent matching UDS diagnostic protocol as described in claim 2, characterized in that: First, organize and sort the UDS protocols. Each UDS protocol uses a specific ID to request data. If the request ID is incorrect, no data will be returned. Organize and classify the UDS protocols according to the request ID, and then match the protocols based on the request ID.

4. A heavy-duty vehicle remote emission monitoring terminal with intelligent matching UDS diagnostic protocol according to claim 3, characterized in that: The intelligent matching of the UDS protocol consists of two parts: matching with Bosch aftertreatment systems and matching with other aftertreatment manufacturers. The Bosch aftertreatment controller (DCU) and the Bosch engine controller (ECU) are integrated, and aftertreatment data is read from the ECU. The matching process for Bosch aftertreatment systems involves first trying a set of different request IDs in a loop. Once an ID responds, it requests the ECU software version number. The responded ECU software version number clarifies the aftertreatment data request method for this vehicle model, and requesting aftertreatment data using this method completes the matching. Data from other aftertreatment manufacturers establishes communication with the aftertreatment controller (DCU) via the UDS protocol and then collects data. The first step is also to match the request ID of the aftertreatment controller (DCU) for this vehicle. After determining the request ID, it starts collecting engine speeds one by one according to the UDS protocols under that ID in the UDS protocol list. Engine speed is collected because the aftertreatment device needs to control urea injection based on engine speed; therefore, the UDS protocols for aftertreatment systems all collect engine speeds. If the engine speed is acquired through a certain UDS protocol, then immediately request the engine speed again using the standard diagnostic protocol IS15031, SAE1979, or SAE1939. Since the interval between the two engine speed acquisitions is 50-100 milliseconds, the engine speed change will not be significant. If the difference between the two engine speeds does not exceed the threshold, which is 8% or 10%, the engine speed is considered to have been successfully matched. After matching the engine speed 5-8 times, if 5 engine speeds can be successfully matched, then the protocol currently used is the correct UDS protocol, and the verification of this protocol will begin.

5. A heavy-duty vehicle remote emission monitoring terminal with intelligent matching UDS diagnostic protocol according to claim 4, characterized in that: Reliable verification divides the engine speed into three ranges: 600-800 rpm, 800-1000 rpm, and 1000-1200 rpm. Twenty sets of engine speed data are collected for each range and compared. If the success rate for each range is higher than 80%, the verification is successful. If it fails, it is verified again. If it still fails, the verification is considered a failure. Fast verification does not differentiate between engine speed ranges. Forty sets of data are collected and compared. If the success rate is higher than 80%, the verification is successful. If it fails, it is verified again. If the comparison result still fails, the verification is considered a failure. The terminal also has a real-time verification mechanism after successful matching. Emission data is collected through the successfully matched UDS protocol. The correctness of the UDS protocol is determined by whether the collected data is within the valid range. If 10 minutes of continuously collected data are all invalid values ​​or exceed the normal range, the successfully matched UDS protocol is skipped, and intelligent matching continues.

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