Method, device, electronic device and storage medium for determining electric control unit ECU

Abstract

The present application provides a method, device, electronic device and storage medium for determining an electrical control unit ECU, the method comprising: obtaining information of multiple ECUs configured on a car; when the number of ECUs configured on a car is greater than a preset number N, determining N ECUs from multiple ECUs according to the information of multiple ECUs, the functional level of each ECU in the N ECUs being greater than the functional level of any ECU in the multiple ECUs except the N ECUs, and each ECU in the N ECUs being able to communicate with a car gateway in a target communication mode, the preset number N being the number of communication nodes corresponding to the target communication mode, and N being an integer greater than or equal to 1. When the number of ECUs configured on a car is greater than the preset number N, the method can classify multiple ECUs on a car, and select N ECUs that meet the conditions, thereby realizing the classification of ECUs, effectively improving the step-by-step management of multiple ECUs on a car, and improving the utilization rate of each ECU.

Description

Technical Field

[0001] The present application relates to the field of vehicle fault diagnosis, and more specifically, to a method, device, electronic device and storage medium for determining an electrical control unit ECU in the field of vehicle fault diagnosis. Background Art

[0002] In recent years, with the continuous innovation and reform of science and technology and Internet technology, people's living environment and living standards have changed with each passing day. Compared with the past few decades, people's eating habits, daily travel and communication have undergone earth-shaking changes. For example, people's daily means of transportation have gradually changed from bicycles to motorcycles, and now they are everywhere in the streets and alleys.

[0003] In order to ensure people's life safety when driving vehicles, it is necessary to obtain vehicle fault information in time and perform maintenance to avoid various traffic accidents.

[0004] For example, each electronic control unit (ECU) in the vehicle corresponds to a separate controller area network identity document (CAN ID). During vehicle fault repair, maintenance personnel can obtain vehicle fault information through the on-board diagnostic system (OBD) and external detection equipment configured on the vehicle, and determine which ECU has a fault based on the fault information, and further repair the vehicle fault.

[0005] In one possible scenario, maintenance personnel can connect external detection equipment to the vehicle's OBD system through the vehicle's OBD interface. Each ECU can send fault information (such as fault code) to the car gateway based on its own CAN ID. The car gateway further sends the fault information to the external detection equipment through the OBD interface for maintenance personnel to judge and analyze.

[0006] The OBD communication protocol ISO 15765-4-2011 "Road Vehicles - Control Area Network Diagnostics - Part 4: Requirements for Related Emission Systems" stipulates that the number of OBD / WWH-OBD ECUs on a single vehicle cannot exceed 8, and the CAN ID of each of the 8 ECUs is given. In other words, in the process of vehicle fault diagnosis and maintenance, each ECU can correspond to a unique CAN ID to facilitate sending fault information to external diagnostic equipment.

[0007] At present, the number of ECUs in many vehicles is far greater than 8, but the number of CAN IDs currently specified in the protocol cannot match the increasing number of ECUs in vehicles. Therefore, how to reasonably allocate the CAN IDs defined in the protocol to multiple ECUs has become an urgent problem to be solved. Summary of the invention

[0008] The present application provides a method, device, electronic device and storage medium for determining an electrical control unit ECU. When the number of ECUs configured on a vehicle is greater than a preset number N, the method can classify multiple ECUs on the vehicle and select N ECUs that meet the conditions, thereby realizing the classification of ECUs, effectively improving the step-by-step management of multiple ECUs on the vehicle, and improving the utilization rate of each ECU.

[0009] In a first aspect, a method for determining an electrical control unit ECU is provided, the method being applied to an automobile, the method comprising: obtaining information of multiple ECUs configured on the automobile; when the number of ECUs configured on the automobile is greater than a preset number N, determining N ECUs from the multiple ECUs based on the information of the multiple ECUs, the function level of each of the N ECUs being greater than the function level of any ECU in the multiple ECUs except the N ECUs, and each of the N ECUs being able to communicate with an automobile gateway in a target communication mode, the preset number N being the number of communication nodes corresponding to the target communication mode, and N being an integer greater than or equal to 1.

[0010] In the above technical solution, when the number of ECUs configured in the automobile is large, a method for determining the electrical control unit ECU is proposed, specifically, based on the information of multiple ECUs on the automobile, N preset number of ECUs are screened out from multiple ECUs, and the functional level of each ECU in the N ECUs is ensured to be greater than the functional level of any ECU in the multiple ECUs except the N ECUs. The above process ensures that when the number of ECUs in the automobile is large, multiple ECUs are managed hierarchically, the utilization rate of each ECU is ensured, and the waste of ECU resources is avoided.

[0011] In combination with the first aspect, in some possible implementations, the information of the multiple ECUs includes functional information of each ECU in the multiple ECUs, and determining N ECUs from the multiple ECUs based on the information of the multiple ECUs includes: determining the functional level of each ECU in the multiple ECUs based on the functional information of each ECU in the multiple ECUs; determining the N ECUs from the multiple ECUs based on the functional level of each ECU in the multiple ECUs.

[0012] In the above technical solution, in the process of determining N ECUs from multiple ECUs, the functional level of each ECU is first determined through the functional information of each ECU in the multiple ECUs, and N ECUs with high functional levels are further screened out based on the functional level of each ECU. The above method of determining N ECUs based on the functional level of each ECU ensures that ECUs with high functional levels are given priority, and realizes the reasonable allocation and management of resources for each ECU.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the information of the multiple ECUs includes identification information of each ECU in the multiple ECUs, and the method also includes: obtaining identification information of each ECU in the N ECUs based on the identification information of each ECU in the multiple ECUs; determining the CAN ID corresponding to each ECU in the N ECUs based on the identification information of each ECU in the N ECUs and N controller area network identity identification numbers CAN ID.

[0014] In the above technical solution, after determining N ECUs, the present application further proposes a method of allocating CAN IDs to the N ECUs. Wherein, the number of CAN IDs is equal to N. According to the identification information of multiple ECUs, the identification information of each ECU in the N ECUs can be obtained, and further based on the identification information of the N ECUs and N preset CAN IDs, a CAN ID is allocated to each ECU in the N ECUs. It is ensured that each of the N ECUs can communicate with the car gateway according to its corresponding CAN ID, so that the external detection equipment can obtain the fault condition of the car for judgment and processing. It is ensured that when the number of preset CAN IDs is less than the number of car ECUs, how to reasonably allocate the preset CAN IDs to multiple ECUs in the car is achieved to the greatest extent possible. Efficient transmission of multiple ECU fault information on the car is achieved.

[0015] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, any ECU among the multiple ECUs except the N ECUs communicates with the automotive gateway in the target communication manner through any ECU among the N ECUs.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the functional information of the first ECU includes any one or more of the following functional information: on-board self-diagnostic system OBD diagnosis, storage of fault codes of each ECU in the multiple ECUs, sending a fault indicator light MIL lighting request and the fault codes of each ECU in the multiple ECUs to the vehicle gateway in the target communication mode, and communicating with any one ECU in the multiple ECUs except the first ECU, and the first ECU is any one ECU in the multiple ECUs.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple ECUs include any one or more ECUs in the engine control module ECM, the transmission system control unit TCU, the hybrid system control unit HCU, the braking system IBooster control unit, the energy storage system BMS control unit, the body stability system ESP control unit, the drive motor control unit T-MCU, the rear drive motor control unit P4-MCU, the air conditioning AC control unit, the rear axle drive system control unit ACU, the generator control unit G-MCU, and the charger OBC control unit.

[0018] In combination with the first aspect and the above implementations, in some possible implementations, the CAN ID corresponding to the ECM includes 0x7E0 / 0x7E8, and the CAN ID corresponding to the TCU includes 0X7E1 / 0x7E9.

[0019] In summary, this application proposes a method for determining an electrical control unit ECU when a large number of ECUs are configured in a car. Specifically, based on the information of multiple ECUs on the car, N preset numbers of ECUs are screened out from multiple ECUs, and the functional level of each ECU in the N ECUs is ensured to be greater than the functional level of any ECU in the multiple ECUs except the N ECUs. The above process ensures that when there are a large number of ECUs in a car, multiple ECUs are managed in a hierarchical manner, ensuring the utilization rate of each ECU and avoiding the waste of ECU resources.

[0020] In the process of determining N ECUs from multiple ECUs, the functional level of each ECU is first determined through the functional information of each ECU in the multiple ECUs, and N ECUs with high functional levels are further screened out based on the functional level of each ECU. The above method of determining N ECUs based on the functional level of each ECU ensures that ECUs with high functional levels are given priority, and realizes the reasonable allocation and management of resources for each ECU.

[0021] Furthermore, after determining the N ECUs, the present application further proposes a method of allocating CAN IDs to the N ECUs. Wherein, the number of CAN IDs is equal to N. According to the identification information of multiple ECUs, the identification information of each of the N ECUs can be obtained, and further based on the identification information of the N ECUs and the N preset CAN IDs, a CAN ID is allocated to each of the N ECUs. It ensures that each of the N ECUs can communicate with the vehicle gateway according to its corresponding CAN ID, so that external detection equipment can obtain the fault condition of the vehicle for judgment and processing. It ensures how to reasonably allocate the preset CAN ID to multiple ECUs of the vehicle when the number of preset CANIDs is less than the number of vehicle ECUs, and realizes the efficient transmission of multiple ECU fault information on the vehicle to the greatest extent.

[0022] In a second aspect, a device for determining an electrical control unit ECU is provided, the device comprising: an acquisition module for acquiring information of multiple ECUs configured on the device; a determination module for determining N ECUs from the multiple ECUs according to the information of the multiple ECUs when the number of ECUs configured on the device is greater than a preset number N, the function level of each of the N ECUs being greater than the function level of any ECU in the multiple ECUs except the N ECUs, and each of the N ECUs being able to communicate with a device gateway in a target communication mode, the preset number N being the number of communication nodes corresponding to the target communication mode, and N being an integer greater than or equal to 1.

[0023] In combination with the second aspect, in some possible implementations, the information of the multiple ECUs includes functional information of each ECU in the multiple ECUs, and the determination module is specifically used to: determine the functional level of each ECU in the multiple ECUs based on the functional information of each ECU in the multiple ECUs; determine the N ECUs from the multiple ECUs based on the functional level of each ECU in the multiple ECUs.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the information of the multiple ECUs includes identification information of each ECU in the multiple ECUs, and the device also includes: a processing module, used to obtain the identification information of each ECU in the N ECUs based on the identification information of each ECU in the multiple ECUs; determine the CAN ID corresponding to each ECU in the N ECUs based on the identification information of each ECU in the N ECUs and N controller area network identity identification numbers CAN ID.

[0025] In combination with the second aspect and the above-mentioned implementations, in some possible implementations, any one of the multiple ECUs except the N ECUs communicates with the device gateway in the target communication manner through any one of the N ECUs.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the functional information of the first ECU includes any one or more of the following functional information: on-board self-diagnostic system OBD diagnosis, storage of fault codes of each ECU in the multiple ECUs, sending a fault indicator light MIL lighting request and the fault codes of each ECU in the multiple ECUs to the vehicle gateway in the target communication mode, and communicating with any one ECU in the multiple ECUs except the first ECU, and the first ECU is any one ECU in the multiple ECUs.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple ECUs include any one or more ECUs in the engine control module ECM, the transmission system control unit TCU, the hybrid system control unit HCU, the braking system IBooster control unit, the energy storage system BMS control unit, the body stability system ESP control unit, the drive motor control unit T-MCU, the rear drive motor control unit P4-MCU, the air conditioning AC control unit, the rear axle drive system control unit ACU, the generator control unit G-MCU, and the charger OBC control unit.

[0028] In combination with the second aspect and the above implementations, in some possible implementations, the CAN ID corresponding to the ECM includes 0x7E0 / 0x7E8, and the CAN ID corresponding to the TCU includes 0X7E1 / 0x7E9.

[0029] In a third aspect, an electronic device is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the electronic device executes the method in the first aspect or any possible implementation of the first aspect.

[0030] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0031] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic flow chart of a method for determining an electrical control unit ECU provided in an embodiment of the present application;

[0033] Figure 2 This is a schematic diagram of the structure of an automobile ECU distribution provided in an embodiment of the present application;

[0034] Figure 3 It is a schematic diagram of a scenario for determining an ECU provided in an embodiment of the present application;

[0035] Figure 4 This is a schematic diagram of a scenario of automobile fault diagnosis provided by an embodiment of the present application;

[0036] Figure 5 It is a structural schematic diagram of a device for determining an electrical control unit ECU provided in an embodiment of the present application;

[0037] Figure 6 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0039] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0040] Figure 1 It is a schematic flow chart of a method for determining an electrical control unit ECU provided in an embodiment of the present application. It should be understood that the method can be applied to a car.

[0041] For example, Figure 1 As shown, the method 100 includes:

[0042] 101, obtain information of multiple ECUs configured in the car.

[0043] It should be understood that the ECU plays a vital role in the driving process of the car. The ECU in the car is equivalent to the brain of the car, with the functions of calculation and control. It can collect signals from various sensors during the driving process of the car, and process and calculate the signals to control the corresponding hardware to complete the work.

[0044] Table 1 is a schematic table of multiple ECUs commonly used in automobiles provided in an embodiment of the present application.

[0045] Table 1 - Multiple ECUs commonly found in cars

[0046]

[0047] For example, as shown in Table 1, common ECUs in automobiles include ECM, TCU, AC, HCU, BMS, ESP, ACU, T-MCU, G-MCU, OBC, IBooster, P4-MCU, ABS, EPB and other ECUs.

[0048] It should be understood that each ECU in the car can be distributed on a variety of communication buses configured in the car to achieve mutual communication between ECUs or mutual communication between ECUs and external detection equipment.

[0049] Optionally, the bus types configured on the car include CAN bus, Local Interconnect Network (LIN) bus, FlexRay bus, and Media Oriented Systems Transport (MOST) bus. Each bus corresponds to a communication method, namely CAN bus communication, LIN bus communication, FlexRay bus communication, and MOST bus communication.

[0050] The following embodiment of the present application takes the CAN bus and its corresponding communication method, CAN bus communication, as an example to introduce in detail a method for determining an electrical control unit ECU provided in an embodiment of the present application.

[0051] Optionally, the CAN bus on the car includes any one or more CAN buses including the Diagnose Controller Area Network (Diag CAN, also known as D CAN) bus, the Body Controller Area Network (Body Controller Area Network, also known as B CAN) bus, the Power Train Controller Area Network (PT CAN) bus, the Entertainment System Controller Area Network (Info CAN) bus, and the Hybrid Control Controller Area Network (HC CAN).

[0052] The following embodiment of the present application takes the 12 ECUs and 3 CAN buses (Body CAN, PT CAN, HC CAN) in Table 1 as an example to introduce in detail a method for determining an electrical control unit ECU provided in an embodiment of the present application.

[0053] Figure 2 It is a structural schematic diagram of an automobile ECU distribution provided in an embodiment of the present application.

[0054] For example, Figure 2 As shown, the car includes three CAN buses, namely Body CAN, D CAN and PT CAN. The external detection device 201 is connected to the car gateway (Gateway, GW) 203 through the OBD interface 202, and each CAN bus is connected to the GW 203. AC is connected to the GW 203 through the Body CAN bus; TCU, ECM, ESP and IBooster are connected to the GW 203 through the PTCAN bus; HCU, BMS, ACU, T-MCU, P4-MCU, G-MCU, OBC are connected to the GW 203 through the HC CAN bus.

[0055] In an embodiment of the present application, based on multiple ECUs configured on a car, information of multiple ECUs can be obtained first.

[0056] 102. When the number of ECUs configured on the vehicle is greater than a preset number N, N ECUs are determined from the multiple ECUs based on information of the multiple ECUs, the functional level of each of the N ECUs is greater than the functional level of any ECU in the multiple ECUs except the N ECUs, and each of the N ECUs can communicate with the vehicle gateway in a target communication mode, the preset number N is the number of communication nodes corresponding to the target communication mode, and N is an integer greater than or equal to 1.

[0057] Further, after obtaining the information of the multiple ECUs, N ECUs can be determined from the multiple ECUs according to the information of the multiple ECUs. The N ECUs satisfy the condition that the function level of each ECU in the N ECUs is greater than the function level of any ECU in the multiple ECUs except the N ECUs. In addition, each ECU in the N ECUs can communicate with the vehicle gateway through the target communication method.

[0058] Optionally, the information of the multiple ECUs on the vehicle includes function information of the multiple ECUs and identification information of the multiple ECUs.

[0059] Optionally, in the CAN communication scenario provided in the embodiment of the present application, the functional information of the first ECU includes any one or more of the following functional information: OBD diagnosis, storage of fault codes of each ECU in multiple ECUs, sending a fault indicator light MIL lighting request and the fault codes of each ECU in multiple ECUs to the automobile gateway in a target communication manner, and communication with any one of the multiple ECUs except the first ECU, where the first ECU is any one of the multiple ECUs.

[0060] It should be understood that in the embodiment of the present application, one ECU can be regarded as a communication node, and the number of ECUs configured on a CAN bus corresponds to the number of communication nodes.

[0061] For example, Figure 2 As shown, AC is the communication node on the Body CAN bus; TCU is the communication node on the PT CAN bus; HCU, BMS, ESP, ACU, T-MCU, P4-MCU, G-MCU, IBooster, and OBC are the communication nodes on the HC CAN bus.

[0062] Furthermore, the embodiment of the present application may determine N ECUs from the multiple ECUs based on the functional information of each ECU in the multiple ECUs.

[0063] In a possible implementation, when N ECUs are determined from a plurality of ECUs according to the functional information of each ECU, the method specifically includes:

[0064] determining a functional level of each of the plurality of ECUs based on functional information of each of the plurality of ECUs;

[0065] N ECUs are determined from the plurality of ECUs according to a functional level of each of the plurality of ECUs.

[0066] It should be understood that the functional information of each of the multiple ECUs on the car may be slightly different. Therefore, in the embodiment of the present application, the functional level of each ECU can be determined based on the functional information of each ECU, and N ECUs can be further determined based on the functional level of each ECU. Among them, the functional level of each ECU represents the functions that each ECU can achieve. In other words, the functional level of the N ECUs determined from the multiple ECUs must be higher than that of each of the remaining ECUs in the multiple ECUs.

[0067] In the embodiment of the present application, some ECUs have complete OBD functions, including OBD diagnosis, fault code storage, and communication with GW (including requesting the instrument panel (IP) to light up the malfunction indicator lamp (MIL) and sending fault codes). Therefore, such ECUs can be regarded as the ECUs with the highest functional level.

[0068] Compared with the ECUs with the highest functional level, some ECUs have relatively complete OBD functions, including OBD diagnosis, fault code storage, and sending fault codes to GW. Therefore, the functional level of these ECUs is slightly lower.

[0069] Other ECUs have relatively simple functions and may only have the function of fault diagnosis, so these ECUs have the lowest functional level among multiple ECUs.

[0070] Figure 3 This is a schematic diagram of a scenario for determining an ECU provided in an embodiment of the present application.

[0071] For example, Figure 3 As shown, ECM is the only OBD electrical control unit in the third, fourth and fifth stages of the national standard for traditional automobiles. It has complete OBD functions and is regarded as the ECU with the highest functional level, recorded as the "main ECU".

[0072] Optionally, any level 1 ECU or any ECU with integrated ECM can be used as the master ECU.

[0073] Compared with ECM, HCU, TCU, BMS, T-MCU, P4-MCU, ESP and IBooster do not have the function of sending a request IP to GW to light up MIL. Therefore, the functional level of these ECUs is slightly lower than that of ECM, and HCU, TCU, BMS, T-MCU, P4-MCU, ESP and IBooster are recorded as "first-level ECUs".

[0074] The remaining AC, OBC, ACU, and G-MCU only have the function of fault diagnosis and have the lowest functional level. AC, OBC, ACU, and G-MCU are recorded as "secondary ECUs".

[0075] In the above technical solution, in the process of determining N ECUs from multiple ECUs, the functional level of each ECU is first determined through the functional information of each ECU in the multiple ECUs, and N ECUs with high functional levels are further screened out based on the functional level of each ECU. The above method of determining N ECUs based on the functional level of each ECU ensures that ECUs with high functional levels are given priority, and realizes the reasonable allocation and management of resources for each ECU.

[0076] For example, when performing fault diagnosis on a car, a worker can connect an external detection device to the OBD system of the car through the OBD interface on the car to perform fault diagnosis on the car.

[0077] In a possible implementation, when the faults of multiple ECUs in the car are determined by an external detection device, the ECU can communicate with the GW through the CAN bus where it is located based on its corresponding unique CAN ID, thereby achieving the purpose of communicating with the external detection device.

[0078] The OBD communication protocol ISO 15765-4-2011 "Road vehicles - Control area network diagnostics - Part 4: Requirements for related emission systems" specifies the CAN IDs corresponding to some ECUs.

[0079] Table 2 is a schematic table of preset CAN IDs provided in the embodiment of the present application

[0080] Table 2 - List of preset CAN IDs

[0081] CAN ID Corresponding ECU functions 0x7E0 Physical request CAN ID from external detection device to ECU#1 0x7E8 Physical Response CAN ID from ECU#1 to External Detection Device 0x7E1 Physical request CAN ID from external detection device to ECU#2 0x7E9 Physical Response CAN ID from ECU#2 to External Detection Device 0x7E2 Physical request CAN ID from external detection device to ECU#3 0x7EA Physical Response CAN ID from ECU#3 to External Detection Device 0x7E3 Physical request CAN ID from external detection device to ECU#4 0x7EB Physical Response CAN ID from ECU#4 to External Detection Device 0x7E4 Physical request CAN ID from external detection device to ECU#5 0x7EC Physical response CAN ID from ECU#5 to external detection equipment 0x7E5 Physical request CAN ID from external detection device to ECU#6 0x7ED Physical response CAN ID from ECU#6 to external detection equipment 0x7E6 Physical request CAN ID from external detection device to ECU#7 0x7EE Physical response CAN ID from ECU#7 to external detection equipment 0x7E7 Physical request CAN ID from external detection device to ECU#8 0x7EF Physical response CAN ID from ECU#8 to external detection equipment

[0082] As can be seen from Table 2, the number of ECUs corresponding to the CAN ID specified in the current OBD protocol is 8. Therefore, when selecting N ECUs from multiple ECUs, the embodiment of the present application can control the number of N to be consistent with the number of CAN IDs.

[0083] For example, Figure 3 As shown, the N ECUs include the main ECU and the first-level ECU, namely ECM, HCU, TCU, BMS, T-MCU, P4-MCU, ESP and IBooster.

[0084] After the 8 ECUs are determined, the CAN IDs of the 8 ECUs given in the protocol need to be reasonably allocated to the 8 ECUs.

[0085] In a possible implementation, the CAN ID corresponding to each ECU may be determined according to the identification information of each ECU in the multiple ECUs and the preset CAN ID, specifically including:

[0086] Acquire identification information of each ECU in N ECUs according to identification information of each ECU in the plurality of ECUs;

[0087] According to the identification information of each ECU in the N ECUs and the N CAN IDs, a CAN ID corresponding to each ECU in the N ECUs is determined.

[0088] It should be understood that each ECU corresponds to unique identification information (such as the name and version information of the ECU). Therefore, the CAN ID of each ECU can be determined based on the identification information of each ECU in the 8 ECUs and the CAN IDs corresponding to the 8 ECUs given in the protocol.

[0089] There is no corresponding CAN ID for the secondary ECU, so the secondary ECU cannot communicate with the GW directly, but can communicate with the GW indirectly via CAN bus communication through any one of the N ECUs.

[0090] In a possible implementation, the CAN ID corresponding to the ECM is 0x7E0 / 0x7E8, and the CAN ID corresponding to the TCU is 0x7E1 / 0x7E9.

[0091] It should be understood that in the OBD communication protocol ISO 15765-4-2011, it is recommended that the CAN ID corresponding to the ECM is 0x7E0 / 0x7E8, and the CAN ID corresponding to the TCU is 0x7E1 / 0x7E9. However, in the actual process of allocating CAN IDs, the CAN IDs corresponding to the ECM and TCU can also be randomly allocated. The embodiment of the present application does not specifically limit the CAN IDs corresponding to the ECM and TCU.

[0092] It should also be understood that the embodiment of the present application uses 12 ECUs as an example to illustrate how to determine N ECUs with higher functional levels. When the number of ECUs changes or the number of preset CAN IDs in the protocol changes, the number of ECUs corresponding to different functional levels can also be increased, decreased and replaced according to demand according to the method provided in the embodiment of the present application, and the specific process of allocating CAN IDs falls within the protection scope of the embodiment of the present application.

[0093] Figure 4 It is a schematic diagram of a scenario of automobile fault diagnosis provided in an embodiment of the present application.

[0094] For example, Figure 4 As shown, combined Figure 3 The main ECU is ECM, the first-level ECU is HCU, and the second-level ECUs are AC, ACU and OBC.

[0095] During vehicle fault diagnosis, ECM first sends OBD basic information to HCU via the CAN network. The OBD basic information is the vehicle's driving cycle parameters and warm-up cycle parameters, so as to facilitate subsequent reporting and processing by HCU.

[0096] First, AC, ACU and OBC perform fault diagnosis to obtain the corresponding fault identification bit, and then AC, ACU and OBC send their respective fault identification bits and their corresponding software calibration identification code (Calibration Identification, CALID, also known as calibration identification code) and calibration verification code (Calibration Verification Number, CVN, also known as calibration verification code) to HCU. After HCU receives the fault identification bits, CAL ID and CVN of AC, ACU and OBC, it processes the fault identification bits of AC, ACU and OBC according to the received OBD basic information to obtain the corresponding fault codes of AC, ACU and OBC and store them. In addition, HCU itself can also generate and store the fault code of HCU based on fault diagnosis and OBD basic information.

[0097] Furthermore, according to the corresponding fault codes of the HCU, AC, ACU and OBC, the HCU can generate a corresponding MIL lighting request and send it to the ECM.

[0098] ECM performs fault diagnosis and obtains the ECM fault code in combination with the basic information of OBD. ECM can also generate a corresponding MIL lighting request based on the ECM fault code, and send all received MIL lighting requests to GW203 through the CAN network, which is then forwarded to IP401 by GW203.

[0099] In addition, the external detection device 201 can also request to obtain the fault codes stored in the HCU and ECM by means of functional addressing. The HCU can respond to the request of the external detection device 201 and send the fault codes corresponding to the HCU, AC, ACU and OBC to the external detection device 201 through the GW203 and the OBD interface 202 based on its corresponding CAN ID. Similarly, the ECM can also respond to the request of the external detection device 201 and send the fault codes corresponding to the ECM to the external detection device 201 through the GW203 and the OBD interface 202 based on its corresponding CAN ID.

[0100] Affected by the driving cycle and vehicle operating parameters, the status of some fault codes may change at any time. For example, for the HCU, during the fault diagnosis process of this driving cycle, the stored fault code may be a pending fault code. If the identified fault is detected again before the next driving cycle for diagnosis, the HCU should continue to light the MIL light and store a confirmed fault code within 10 seconds. If the fault is not detected before the end of the next driving cycle for diagnosis, the pending fault code in the HCU should be cleared before the end of this driving cycle. Similarly, for any ECU, it has the ability to receive instructions to clear faults. If the instruction is received, the stored fault code or fault identification bit can be cleared.

[0101] In the above technical solution, after determining N ECUs, the present application further proposes a method of allocating CAN IDs to the N ECUs. Wherein, the number of CAN IDs is equal to N. According to the identification information of multiple ECUs, the identification information of each ECU in the N ECUs can be obtained, and further based on the identification information of the N ECUs and N preset CAN IDs, a CAN ID is allocated to each ECU in the N ECUs. It is ensured that each of the N ECUs can communicate with the car gateway according to its corresponding CAN ID, so that the external detection equipment can obtain the fault condition of the car for judgment and processing. It is ensured that when the number of preset CAN IDs is less than the number of car ECUs, how to reasonably allocate the preset CAN IDs to multiple ECUs in the car is achieved to the greatest extent possible. Efficient transmission of multiple ECU fault information on the car is achieved.

[0102] In summary, this application proposes a method for determining an electrical control unit ECU when a large number of ECUs are configured in a car. Specifically, based on the information of multiple ECUs on the car, N preset numbers of ECUs are screened out from multiple ECUs, and the functional level of each ECU in the N ECUs is ensured to be greater than the functional level of any ECU in the multiple ECUs except the N ECUs. The above process ensures that when there are a large number of ECUs in a car, multiple ECUs are managed in a hierarchical manner, ensuring the utilization rate of each ECU and avoiding the waste of ECU resources.

[0103] In the process of determining N ECUs from multiple ECUs, the functional level of each ECU is first determined through the functional information of each ECU in the multiple ECUs, and N ECUs with high functional levels are further screened out based on the functional level of each ECU. The above method of determining N ECUs based on the functional level of each ECU ensures that ECUs with high functional levels are given priority, and realizes the reasonable allocation and management of resources for each ECU.

[0104] Furthermore, after determining the N ECUs, the present application further proposes a method of allocating CAN IDs to the N ECUs. Wherein, the number of CAN IDs is equal to N. According to the identification information of multiple ECUs, the identification information of each of the N ECUs can be obtained, and further based on the identification information of the N ECUs and the N preset CAN IDs, a CAN ID is allocated to each of the N ECUs. It ensures that each of the N ECUs can communicate with the vehicle gateway according to its corresponding CAN ID, so that external detection equipment can obtain the fault condition of the vehicle for judgment and processing. It ensures how to reasonably allocate the preset CAN ID to multiple ECUs of the vehicle when the number of preset CANIDs is less than the number of vehicle ECUs, and realizes the efficient transmission of multiple ECU fault information on the vehicle to the greatest extent.

[0105] Figure 5 It is a structural schematic diagram of a device for determining an electrical control unit ECU provided in an embodiment of the present application.

[0106] For example, Figure 5 As shown, the device 500 includes:

[0107] An acquisition module 501 is used to acquire information of multiple ECUs configured on the device;

[0108] The determination module 502 is used to determine N ECUs from the multiple ECUs according to information of the multiple ECUs when the number of ECUs configured on the device is greater than a preset number N, wherein the function level of each ECU in the N ECUs is greater than the function level of any ECU in the multiple ECUs except the N ECUs, and each ECU in the N ECUs can communicate with the device gateway in a target communication mode, and the preset number N is the number of communication nodes corresponding to the target communication mode, and N is an integer greater than or equal to 1.

[0109] In one possible implementation, the information of the multiple ECUs includes functional information of each ECU in the multiple ECUs, and the determination module 502 is specifically used to: determine the functional level of each ECU in the multiple ECUs according to the functional information of each ECU in the multiple ECUs; and determine the N ECUs from the multiple ECUs according to the functional level of each ECU in the multiple ECUs.

[0110] Optionally, the information of the multiple ECUs includes identification information of each ECU in the multiple ECUs, and the device also includes: a processing module, used to obtain the identification information of each ECU in the N ECUs based on the identification information of each ECU in the multiple ECUs; and determine the CAN ID corresponding to each ECU in the N ECUs based on the identification information of each ECU in the N ECUs and N controller area network identity identification numbers CAN ID.

[0111] In a possible implementation, any one of the multiple ECUs except the N ECUs communicates with the device gateway in the target communication manner through any one of the N ECUs.

[0112] In one possible implementation, the functional information of the first ECU includes any one or more of the following functional information: OBD diagnosis by the on-board diagnostic system, storage of fault codes of each of the multiple ECUs, sending a request to light up a fault indicator light MIL and the fault codes of each of the multiple ECUs to the device gateway in the target communication mode, and communication with any one of the multiple ECUs except the first ECU, where the first ECU is any one of the multiple ECUs.

[0113] In one possible implementation, the multiple ECUs include any one or more ECUs including an engine control module ECM, a transmission system control unit TCU, a hybrid system control unit HCU, a brake system IBooster control unit, an energy storage system BMS control unit, a body stability system ESP control unit, a drive motor control unit T-MCU, a rear drive motor control unit P4-MCU, an air conditioning AC control unit, a rear axle drive system control unit ACU, a generator control unit G-MCU, and a charger OBC control unit.

[0114] In a possible implementation, the CAN ID corresponding to the ECM includes 0x7E0 / 0x7E8, and the CAN ID corresponding to the TCU includes 0X7E1 / 0x7E9.

[0115] Figure 6 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application.

[0116] For example, Figure 6 As shown, the electronic device 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for determining an electrical control unit ECU.

[0117] In this embodiment, the electronic device can be divided into functional modules according to the above method example. For example, each functional module can be corresponded to, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0118] In the case of dividing each functional module according to each function, the electronic device may include: an acquisition module, a determination module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0119] The electronic device provided in this embodiment is used to execute the above-mentioned method for determining the electric control unit ECU, and thus can achieve the same effect as the above-mentioned implementation method.

[0120] In the case of an integrated unit, the electronic device may include a processing module and a storage module. The processing module may be used to control and manage the actions of the electronic device. The storage module may be used to support the electronic device in executing mutual program codes and data.

[0121] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0122] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for determining an electrical control unit ECU in the above-mentioned embodiment.

[0123] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a method for determining an electric control unit ECU in the above-mentioned embodiment.

[0124] In addition, the electronic device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the electronic device may include a connected processor and a memory; wherein the memory is used to store instructions, and when the electronic device is running, the processor may call and execute instructions so that the chip executes a method for determining an electrical control unit ECU in the above-mentioned embodiment.

[0125] Among them, the electronic device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above and will not be repeated here.

[0126] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0127] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0128] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining an electrical control unit ECU, characterized in that: The method is applied to an automobile, and the method comprises: Obtaining information of multiple ECUs configured on the vehicle; When the number of ECUs configured on the automobile is greater than a preset number N, N ECUs are determined from the multiple ECUs according to information of the multiple ECUs, the function level of each of the N ECUs is greater than the function level of any ECU in the multiple ECUs except the N ECUs, and each of the N ECUs can communicate with the automobile gateway in a target communication mode, the preset number N is the number of communication nodes corresponding to the target communication mode, N is an integer greater than 1, and the number of N is the same as the number of CAN IDs specified in the OBD communication protocol; Allocating the CAN ID specified by the OBD communication protocol to the N ECUs; The information of the plurality of ECUs includes identification information of each of the plurality of ECUs, and the allocating the CAN ID specified by the communication protocol to the N ECUs includes: Acquire identification information of each ECU in the N ECUs according to identification information of each ECU in the plurality of ECUs; According to the identification information of each ECU in the N ECUs and the N controller area network identity identification numbers CAN ID, the CAN ID corresponding to each ECU in the N ECUs is determined.

2. The method according to claim 1, characterized in that The information of the plurality of ECUs includes function information of each ECU in the plurality of ECUs, and determining N ECUs from the plurality of ECUs according to the information of the plurality of ECUs includes: determining a functional level of each of the plurality of ECUs according to functional information of each of the plurality of ECUs; The N ECUs are determined from among the plurality of ECUs according to a functional level of each of the plurality of ECUs.

3. The method according to claim 1 or 2, characterized in that: Any one of the plurality of ECUs except the N ECUs communicates with the vehicle gateway in the target communication manner through any one of the N ECUs.

4. The method according to claim 2, characterized in that: The functional information of the first ECU includes any one or more of the following functional information: OBD diagnostic information of the vehicle self-diagnostic system, a fault code of each ECU in the multiple ECUs, a request to light up the fault indicator light MIL sent to the vehicle gateway in the target communication mode and a fault code of each ECU in the multiple ECUs, and information communicated with any one of the multiple ECUs except the first ECU, where the first ECU is any one of the multiple ECUs.

5. The method according to claim 1 or 2, characterized in that: The multiple ECUs include any one or more ECUs in the engine control module ECM, the transmission system control unit TCU, the hybrid system control unit HCU, the brake system IBooster control unit, the energy storage system BMS control unit, the body stability system ESP control unit, the drive motor control unit T-MCU, the rear drive motor control unit P4-MCU, the air conditioning AC control unit, the rear axle drive system control unit ACU, the generator control unit G-MCU, and the charger OBC control unit.

6. The method according to claim 5, characterized in that The CAN IDs corresponding to ECM include 0x7E0 / 0x7E8, and the CAN IDs corresponding to TCU include 0X7E1 / 0x7E9.

7. A device for determining an electrical control unit ECU, characterized in that: The device comprises: An acquisition module, used for acquiring information of a plurality of ECUs configured on the device; a determination module, configured to determine N ECUs from the plurality of ECUs according to information of the plurality of ECUs when the number of ECUs configured on the device is greater than a preset number N, wherein the function level of each of the N ECUs is greater than the function level of any ECU in the plurality of ECUs except the N ECUs, and each of the N ECUs can communicate with the device gateway in a target communication mode, wherein the preset number N is the number of communication nodes corresponding to the target communication mode, N is an integer greater than 1 and the number of N is the same as the number of CAN IDs specified in the OBD communication protocol; and assign the CAN IDs specified in the OBD communication protocol to the N ECUs; The information of the plurality of ECUs includes identification information of each ECU in the plurality of ECUs, and the determination module is specifically used for: Acquire identification information of each ECU in the N ECUs according to identification information of each ECU in the plurality of ECUs; According to the identification information of each ECU in the N ECUs and the N controller area network identity identification numbers CAN ID, the CAN ID corresponding to each ECU in the N ECUs is determined.

8. An electronic device, characterized in that: The electronic device comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the electronic device executes the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 6 is implemented.

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