Vehicle-mounted network dynamic communication fault diagnosis method and device and vehicle

Abstract

The invention provides a vehicle-mounted network dynamic communication fault diagnosis method and device and a vehicle, and the method comprises the steps: determining an error frame network segment when an error frame is detected on a CAN bus; performing basic troubleshooting on the error frame network segment, and determining a basic troubleshooting result; when the basic troubleshooting result is no fault, obtaining a response result of sequentially pulling out the target controllers which do not influence the driving safety, and judging whether an error frame is generated by the target controllers or not based on the response result; if not, identifying the error frame, determining a source address of the error frame, and determining the controller to be checked based on the source address; detecting the to-be-checked controller to obtain a detection result; when the detection result is that no fault exists, the CAN waveform in the dynamic process of the vehicle is recorded based on a CAN waveform tool; and determining a suspected fault controller based on the CAN waveform, and detecting the suspected fault controller to obtain a diagnosis result. According to the method, the communication fault in the dynamic process can be safely, quickly and accurately diagnosed.

Description

Technical Field

[0001] The present invention relates to the technical field of CAN bus fault troubleshooting, and in particular to a method, a device and a vehicle for diagnosing dynamic communication faults of an on-vehicle network. Background Art

[0002] There are typical communication failures such as communication timeout, frame loss, large cycle fluctuation, busoff failure, and error frame on the vehicle CAN network. Among them, error frame is the most common and difficult type of communication failure in the vehicle network. There are three main states of error frames on the vehicle: 1. When the vehicle is static, the vehicle network error frames accumulate continuously when the ignition lock is in the ACC gear / ON gear / SATART gear steady state; 2. When the vehicle is static, the vehicle network error frames accumulate continuously during the ignition lock switching between the ACC gear / ON gear / SATART gear; 3. When the vehicle is in motion, the vehicle network error frames accumulate continuously.

[0003] The existing error frame analysis method mainly determines the source of the error frame by the presence or absence of error frames before and after the controller is plugged in and out. This method can be executed for vehicles in a static state, but for error frames in the dynamic process, there are the following technical problems: 1. Plugging in and out the engine and transmission controllers will cause the vehicle to not drive normally; plugging in and out chassis controllers such as ABS / EBS will affect vehicle driving safety. 2. There is no target for plugging in and out the controller to locate the source of the error frame, and the analysis efficiency is relatively low. 3. After plugging in and out all the controllers that can be plugged in and out of the vehicle, the source of the controller that generates the error frame may not be found.

[0004] Therefore, there is an urgent need to provide a method, device and vehicle for diagnosing dynamic communication faults in an in-vehicle network, so as to achieve orderly and rapid accurate diagnosis of error frames generated in a dynamic process. Summary of the invention

[0005] In view of this, it is necessary to provide a method, device and vehicle for dynamic communication fault diagnosis of an in-vehicle network, so as to solve the technical problems in the prior art that error frame diagnosis is implemented by plugging and unplugging all controllers, resulting in it being unsuitable for vehicles in dynamic processes and the error frame diagnosis efficiency and accuracy being low.

[0006] On the one hand, in order to solve the above technical problems, the present invention provides a method for diagnosing dynamic communication faults in a vehicle network, comprising: When an error frame is detected on the CAN bus, determining an error frame network segment of the error frame; Perform basic troubleshooting on the error frame network segment and determine basic troubleshooting results; When the basic troubleshooting result is no fault, obtaining response results of sequentially removing multiple target controllers on the error frame network segment that do not affect driving safety, and judging whether the error frame is generated by the target controller based on the response results; If not, identifying the error frame, determining the source address of the error frame, and determining the controller to be checked based on the source address; Detecting the controller to be checked to obtain a detection result; When the detection result is no fault, recording the CAN waveform of the vehicle in the dynamic process based on the CAN waveform tool; A suspected faulty controller is determined based on the CAN waveform, and the suspected faulty controller is tested to obtain a diagnosis result.

[0007] In a possible implementation, identifying the error frame, determining the source address of the error frame, and determining the controller to be checked based on the source address includes: Build library functions based on protocol definitions of data frames; Based on the library function, the collected multi-frame messages are identified and analyzed to determine the error frame and the source address of the error frame; The controller to be checked is determined based on the source address and a mapping relationship between the source address and the controller.

[0008] In a possible implementation, the detecting the controller to be checked to obtain a detection result includes: The network communication status detection and the wiring harness compliance detection are sequentially performed on the controller to be checked to obtain the detection result.

[0009] In a possible implementation, the CAN waveform includes a CAN high line waveform, a CAN low line waveform, and a differential voltage waveform.

[0010] In a possible implementation, determining a suspected faulty controller based on the CAN waveform includes: The CAN waveform is parsed based on the constructed waveform parsing function to obtain the bit field of each message and the bit field value of the bit field; the bit field includes a frame start, an arbitration field, a control field, a data field, a check field, a response field, and a frame end; An error frame in the message is determined based on the bit field value, and a controller corresponding to the error frame is used as the suspected fault controller.

[0011] In a possible implementation, the detecting the suspected faulty controller to obtain a diagnosis result includes: The network communication status check and the wiring harness compliance check are performed on the suspected faulty controller in sequence to obtain the diagnosis result.

[0012] In a possible implementation manner, determining the error frame network segment of the error frame includes: Obtaining a vehicle CAN network topology diagram of the vehicle; the vehicle CAN network topology diagram includes multiple network segments; The network segment where the error frame is located is used as the error frame network segment.

[0013] In a possible implementation, performing basic troubleshooting on the error frame network segment and determining a basic troubleshooting result includes: Determine whether the terminal resistance of the CAN bus is within a preset resistance range and whether the terminal resistance distribution of the CAN bus conforms to a preset distribution; When the terminal resistance of the CAN bus is not within the preset resistance range or the terminal resistance distribution of the CAN bus does not conform to the preset distribution, the basic troubleshooting result is a terminal resistance failure; When the terminal resistance of the CAN bus is within a preset resistance range and the terminal resistance distribution of the CAN bus conforms to the preset distribution, determining the communication status of each network segment when the vehicle ignition lock is under different working conditions; When the communication status is faulty, the basic troubleshooting result is that the network segment communication is not smooth, and when the communication status is normal, the basic troubleshooting result is that there is no fault.

[0014] On the other hand, the present invention also provides a vehicle network dynamic communication fault diagnosis device, comprising: An error frame network segment determination unit, used for determining an error frame network segment of the error frame when an error frame is detected on the CAN bus; A basic troubleshooting unit, used to perform basic troubleshooting on the error frame network segment and determine a basic troubleshooting result; a removal and troubleshooting unit, configured to obtain response results of sequentially removing multiple target controllers on the error frame network segment that do not affect driving safety when the basic troubleshooting result is no fault, and determine whether the error frame is generated by the target controller based on the response results; an error frame analysis unit, configured to identify the error frame, determine a source address of the error frame, and determine a controller to be checked based on the source address when the error frame is not generated by the target controller; A fault detection unit, used to detect the controller to be checked and obtain a detection result; A CAN waveform acquisition unit, used for recording the CAN waveform of the vehicle in a dynamic process based on a CAN waveform tool when the detection result is no fault; The fault diagnosis unit is used to determine a suspected faulty controller based on the CAN waveform, detect the suspected faulty controller, and obtain a diagnosis result.

[0015] In another aspect, the present invention further provides a vehicle, comprising a memory and a processor, wherein: The memory is used to store programs; The processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps in the vehicle network dynamic communication fault diagnosis method described in any one of the possible implementations above.

[0016] The beneficial effects of the present invention are as follows: the method for diagnosing dynamic communication faults in an on-vehicle network provided by the present invention first determines the error frame network segment to narrow the scope of troubleshooting, and then performs basic troubleshooting on the error frame network segment. When the basic troubleshooting result is no fault, the response result after unplugging the controller is obtained, and there is no need to unplug all controllers in sequence without purpose at the beginning, thereby improving the diagnostic efficiency of fault diagnosis. Moreover, during unplugging, the present invention only unplugs the target controller that does not affect driving safety, and does not unplug the controller that affects driving safety, thereby achieving the purpose of safely diagnosing communication faults in the dynamic process. Furthermore, when the fault still cannot be located by unplugging the target controller, the source address of the error frame and the CAN waveform in the dynamic process of the vehicle are analyzed in turn to obtain the diagnostic result, thereby improving the comprehensiveness of the diagnosis of communication faults and improving the success rate and accuracy of fault diagnosis. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic flow chart of an embodiment of a method for diagnosing dynamic communication faults in an in-vehicle network provided by the present invention; Figure 2 For the present invention Figure 1 A schematic flow chart of an embodiment of step S104; Figure 3 For the present invention Figure 1 A schematic diagram of an embodiment of determining a suspected faulty controller in step S107; Figure 4 For the present invention Figure 1 A schematic diagram of an embodiment of step S102; Figure 5 A schematic diagram of the structure of an embodiment of the vehicle network dynamic communication fault diagnosis device provided by the present invention; Figure 6 A schematic structural diagram of an embodiment of a vehicle provided by the present invention. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0020] It should be understood that the schematic drawings are not drawn to scale. The flowchart used in the present invention shows the operations implemented according to some embodiments of the present invention. It should be understood that the operations of the flowchart can be implemented out of order, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art, under the guidance of the content of the present invention, can add one or more other operations to the flowchart, and can also remove one or more operations from the flowchart. Some of the block diagrams shown in the accompanying drawings are functional entities, which do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor systems and / or microcontroller systems.

[0021] Reference to an "embodiment" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0022] The present invention provides a method, device and vehicle for diagnosing dynamic communication faults in an in-vehicle network, which are described below respectively.

[0023] Figure 1 A flow chart of an embodiment of the method for diagnosing dynamic communication faults in an in-vehicle network provided by the present invention is shown in FIG. Figure 1 As shown, the vehicle network dynamic communication fault diagnosis method includes: S101, when an error frame is detected on the CAN bus, determining an error frame network segment of the error frame; S102, performing basic troubleshooting on the error frame network segment and determining basic troubleshooting results; S103, when the basic troubleshooting result is no fault, obtaining response results of multiple target controllers that do not affect driving safety on the error frame network segment in sequence, and judging whether the error frame is generated by the target controller based on the response results; S104, if not, identify the error frame, determine the source address of the error frame, and determine the controller to be checked based on the source address; S105, testing the controller to be checked and obtaining the test result; S106. When the detection result is no fault, recording the CAN waveform of the vehicle in the dynamic process based on the CAN waveform tool; S107, determining a suspected faulty controller based on the CAN waveform, detecting the suspected faulty controller, and obtaining a diagnosis result.

[0024] Among them, when the CAN bus includes a first controller and a second controller that do not affect driving safety, step S103 is specifically: if the response result after unplugging the first controller from the CAN bus, if the response result is that the error frame on the CAN bus disappears, then the first controller is a faulty component; if the response result is that the faulty frame on the CAN bus does not disappear, then judge the response result after unplugging the second controller from the CAN bus, if the response result is that the error frame disappears, then the second controller is a faulty component.

[0025] It should be noted that the CAN waveform in step S106 includes a CAN high line waveform, a CAN low line waveform and a differential voltage waveform, and a suspected faulty controller can be determined based on at least one of the CAN high line (CAN_H) waveform, the CAN low line (CAN_L) waveform and the differential (Diff) voltage waveform.

[0026] Specifically, before executing step S106, recording parameters are input through the interactive interface of the developed host computer software, and the specific type of the CAN waveform is controlled by adjusting the recording parameters.

[0027] The recording parameters include voltage threshold, voltage hysteresis and baud rate.

[0028] Specifically, the voltage threshold U of the CAN_H waveform is between 3 volts and 5 volts; the voltage threshold U of the CAN_L waveform is between 0 volts and 2 volts; and the voltage threshold U of the differential waveform is between 1.5 volts and 3 volts.

[0029] Compared with the prior art, the method for diagnosing dynamic communication faults in an on-vehicle network provided by an embodiment of the present invention first determines the error frame segment to narrow the scope of troubleshooting, and then performs basic troubleshooting on the error frame segment. When the basic troubleshooting result is no fault, the response result after unplugging the controller is obtained, and there is no need to unplug all controllers in sequence without purpose at the beginning, thereby improving the diagnostic efficiency of fault diagnosis. Moreover, when unplugging, the embodiment of the present invention only unplugs the target controller that does not affect driving safety, and does not unplug the controller that affects driving safety, thereby achieving the purpose of safely diagnosing communication faults in the dynamic process. Furthermore, when the fault cannot be located by unplugging the target controller, the source address of the error frame and the CAN waveform in the dynamic process of the vehicle are analyzed in turn to obtain the diagnostic result, thereby improving the comprehensiveness of the diagnosis of communication faults and improving the success rate and accuracy of fault diagnosis.

[0030] In some embodiments of the present invention, Figure 2 , step S104 includes: S201, constructing a library function based on the protocol definition of the data frame; S202, identifying and analyzing the collected multi-frame messages based on the library function, and determining the error frame and the source address of the error frame; S203: Determine a controller to be checked based on the source address and a mapping relationship between the source address and the controller.

[0031] The library function in step S201 includes parameters such as the correct format of each frame message and the value of each byte in each frame message determined based on the protocol definition of the data frame.

[0032] Step S202 is specifically as follows: each frame message is parsed based on the library function to determine whether each frame message satisfies the format and byte value of the correct message. If so, there is no error frame. If not, the unsatisfactory message is an error frame. Based on the protocol definition of the data frame, the source address byte is found from the error frame, and the source address of the error frame is determined based on the source address byte.

[0033] In a specific embodiment of the present invention, source address 00 represents an EECU controller, source address 0B represents an ABS controller, source address F4 represents an intelligent transmitter controller, and source address 05 represents a gas leak alarm controller.

[0034] It should be noted that: after the controller to be checked is determined, the message corresponding to the controller to be checked can be displayed in a differentiated manner in the interactive interface of the host computer. The differentiated display method includes but is not limited to red marking and highlighting.

[0035] The embodiment of the present invention realizes rapid determination of the source address through the constructed library function, thereby improving the efficiency of determining the controller to be checked, and further improving the efficiency of diagnosing dynamic communication faults of the vehicle network.

[0036] In some embodiments of the present invention, step S105 is specifically: Perform network communication status detection and harness compliance detection on the controller to be checked in turn to obtain detection results.

[0037] Among them, the network communication status detection is specifically: based on the controller network communication automation test bench, the physical layer, data link layer, network layer, and application layer are tested in sequence to achieve fine-grained detection of the network communication status.

[0038] Among them, the wiring harness compliance test is specifically to detect whether the power supply line, ground line and CAN line meet the wiring harness requirements.

[0039] For example: Under normal circumstances, the CAN high line and CAN low line should not be directly connected to the system power supply. When the CAN high line and / or CAN low line are directly connected to the system power supply, it means that a short circuit has occurred between the CAN high line and the system power supply and / or the CAN low line and the system power supply. Under normal circumstances, the CAN high line and CAN low line should not be directly connected to the signal ground. When the CAN high line and / or CAN low line are directly connected to the signal ground, it means that a short circuit has occurred between the CAN high line and the signal ground and / or the CAN low line and the signal ground, that is, the CAN high line and / or CAN low line are short-circuited to ground. Under normal circumstances, the CAN high line should not be directly connected to the CAN low line. When the CAN high line and CAN low line are directly connected, it means that a short circuit has occurred between the CAN high line and the CAN low line.

[0040] In some embodiments of the present invention, Figure 3 As shown, determining the suspected faulty controller based on the CAN waveform in step S107 includes: S301, parsing the CAN waveform based on the constructed waveform parsing function to obtain the bit field of each message and the bit field value of the bit field; the bit field includes a frame start, an arbitration field, a control field, a data field, a check field, a response field, and a frame end; S302: Determine an error frame in the message based on the bit field value, and use the controller corresponding to the error frame as a suspected faulty controller.

[0041] The embodiment of the present invention realizes refined message analysis by analyzing the bit field of each frame message, thereby improving the accuracy of judgment on suspected fault control, and further improving the diagnostic accuracy of vehicle-mounted dynamic network communication fault diagnosis.

[0042] The format and value of each field are defined by the data frame protocol and will not be elaborated here.

[0043] In some embodiments of the present invention, the step S107 of detecting the suspected faulty controller to obtain a diagnosis result includes: Perform network communication status check and harness compliance test on the suspected faulty controller in turn to obtain the diagnosis result.

[0044] It should be noted that the network communication status check and wiring harness compliance test are consistent with the principles and testing procedures of the network communication status check and wiring harness compliance test on the controller to be checked. Please refer to the previous article for the network communication status check and wiring harness compliance test on the controller to be checked, which will not be repeated here.

[0045] In some embodiments of the present invention, determining the error frame network segment of the error frame in step S101 includes: Obtain the vehicle's entire CAN network topology diagram; the vehicle's entire CAN network topology diagram includes multiple network segments; The network segment where the error frame is located is regarded as the error frame network segment.

[0046] In a specific embodiment of the present invention, the vehicle CAN network topology includes 2 CAN networks, body BCAN and power PCAN. Body BCAN has nodes such as TPMS (Tire Pressure Monitoring System), DCM (Data Communication Module), LDWS (Lane Departure Warning Systems), ECAS (Electronic-Controlled Air Suspension), steering wheel switch, air conditioning panel, parking air conditioning, etc.; power PCAN has nodes such as EECU (Engine Electronic Control Unit), TCU (Transmission Control Unit), ABS (Antilock Brake System), retarder, AEBS (Advanced Emergency Braking System), smart transmitter, gas leak alarm cylinder, etc.; BCM (Body Control Module), driving recorder, smart cockpit, TBOX are connected to body BCAN and power PCAN at the same time.

[0047] If the error frame is generated on the PCAN, the error frame network segment is the PCAN network segment, and there is no need to perform harness compliance detection on the BCAN network subsequently, thus avoiding redundant detection processes and improving fault diagnosis efficiency.

[0048] In some embodiments of the present invention, Figure 4 As shown, step S102 includes: S401, determining whether the terminal resistance of the CAN bus is within a preset resistance range and whether the terminal resistance distribution of the CAN bus conforms to a preset distribution; S402: When the terminal resistance of the CAN bus is not within the preset resistance range or the terminal resistance distribution of the CAN bus does not conform to the preset distribution, the basic troubleshooting result is a terminal resistance failure; S403, when the terminal resistance of the CAN bus is within a preset resistance range and the terminal resistance distribution of the CAN bus conforms to the preset distribution, determining the communication status of each network segment when the vehicle ignition lock is under different working conditions; S404. When the communication status is faulty, the basic troubleshooting result is that the network segment communication is not smooth. When the communication status is normal, the basic troubleshooting result is that there is no fault.

[0049] The preset resistance range in step S401 is 55 ohms to 65 ohms.

[0050] It should be understood that the operating conditions in step S403 include four operating conditions, namely, the vehicle ignition lock is in the OFF gear, the ACC gear, the ON gear, and the engine idle condition.

[0051] The communication status includes evaluation indicators in two dimensions: network load rate and communication stability. The communication stability is represented by the fluctuation of the message cycle.

[0052] Specifically, determine the network load rate and message cycle fluctuation when the vehicle ignition lock is in the OFF position, ACC position, ON position, and the engine is idling. If the network load rate is less than the preset load rate and the message cycle fluctuation is less than the preset fluctuation, it means that the communication status is fault-free. Otherwise, the communication status has poor network segment communication.

[0053] Among them, the design strategy of message cycle fluctuation is: when the message sending cycle time is greater than or equal to 20 ms, the sending cycle deviation of the periodic message cannot be greater than ±10%; when the cycle time is less than 20 ms, the cycle deviation cannot be greater than ±20%; when the message sending cycle time deviation is greater than ±100%, it is considered that frame loss occurs in the sent message.

[0054] It should be noted that during the dynamic process of the vehicle, the instrument will report some occasional controller CAN communication timeout failures, Busoff failures, etc. The network communication status of the individual controllers of the controllers that reported these failures, as well as the compliance of the controller power supply, grounding, CAN line, etc., were analyzed, and no problems were found. For this type of communication failure, we must first find a way to reproduce the failure on the actual vehicle. This type of occasional communication failure is difficult to reproduce on the actual vehicle. The communication messages on the vehicle can be collected, and it is found that every time the instrument reports an occasional controller CAN communication timeout failure or Busoff failure, some error frames appear on the bus. Then, the error frame is analyzed through the vehicle network dynamic communication fault diagnosis method proposed in the embodiment of the present invention to find the cause of the CAN communication timeout failure and Busoff failure.

[0055] In a specific embodiment of the present invention, the fault phenomenon is that in the dynamic process of the natural gas engine vehicle, the power network segment continues to accumulate 10 error frames per second. Based on this fault phenomenon, the specific diagnosis process is as follows: The first step is to determine that the error frame is generated on the PCAN by analyzing the error frame network segment. It is necessary to focus on the diagnosis and analysis of the communication status of the nodes connected to the PCAN and the reliability of the node connector harness.

[0056] The second step is to diagnose whether the terminal resistance of BCAN and PCAN meets the definition. The terminal resistance of each network segment is required to be between 55 ohms and 65 ohms. The terminal resistance of the actual vehicle BCAN is 59.5 ohms, and the terminal resistance of PCAN is 60.6 ohms. The terminal resistance meets the requirements. The terminal resistance may be distributed inside the controller or on the vehicle wiring harness. The distribution of the diagnostic terminal resistance meets the design definition requirements.

[0057] The third step is to use the CAN tool to analyze the communication status of each network segment in four states: OFF, ACC, ON, and engine idling. The BCAN network load rate of the actual vehicle is 20.5%, and the PCAN network load rate is 26.3%, which meets the requirements; the message transmission of each controller complies with the definition of the communication matrix, the cycle size fluctuation is normal, and there is no error frame.

[0058] Step 4: Unplug the BCM, driving recorder, smart cockpit, and TBOX nodes on the PCAN that are not related to safe driving. During dynamic driving of the vehicle, the PCAN error frame continues to exist. It is concluded that the dynamic error frame is not generated by the BCM, driving recorder, smart cockpit, and TBOX.

[0059] The fifth step is to use the CAN tool to collect the vehicle dynamic error frame message, analyze the collected message, identify the error frame in the message and the message address when the error frame occurs. After identification and analysis, the source address of the error frame in the message is 00 and 0B. 00 is the EECU controller, 0B is the ABS controller, and EECU and ABS are controllers that may generate error frames. Analyze the network communication status of the single controllers of the two controllers EECU and ABS, as well as the compliance of the controller power supply, grounding, CAN line, etc. The physical layer, data link layer, network layer, and application layer of EECU and ABS are tested using the controller network communication automation test bench. The test results show that the network communication of EECU and ABS controllers is normal. Continue to analyze the compliance of the connector harness of EECU and ABS on the actual vehicle. The connector power supply line, grounding line, and CAN line are all normal. The diagnostic dynamic error frame is not generated by EECU and ABS.

[0060] The sixth step is to use the CAN waveform tool to record the CAN waveform during the vehicle dynamic process, analyze the waveform when the error frame is generated, and parse the recorded CAN waveform. According to the protocol definition of the data frame, the values ​​of each field in the frame start, arbitration field, control field, data field, check field, response field, and frame end of each message in the waveform are analyzed. Through the automatically generated results, the type of error frame and the source of the generation are determined. The source address of the message ID when the error frame is parsed is F4 and 05. F4 is the smart transmitter controller and 05 is the gas leak alarm controller. It is concluded that the smart transmitter and gas leak alarm cylinder on the vehicle may have generated the error frame. The network communication status of the single controller of the two controllers, the smart transmitter and the gas leak alarm cylinder, as well as the compliance of the controller power supply, grounding, and CAN line are analyzed respectively. The physical layer, data link layer, network layer, and application layer of the smart transmitter and the gas leak alarm cylinder are tested using the controller network communication automation test bench, and the test report is automatically generated. The test results show that the network communication of the smart transmitter and the gas leak alarm cylinder controller is normal. Continue to analyze the power supply, grounding, and CAN line compliance of the controller of the smart transmitter and gas leak alarm cylinder. The power supply line and CAN line of the smart transmitter and gas leak alarm cylinder connector are normal, but the grounding voltage is 20V, not 0V, and there is a problem with the grounding line. After the grounding line is connected normally, the error frame no longer appears in the vehicle dynamics. The diagnosis result is that the grounding line of the smart transmitter and gas leak alarm cylinder is faulty.

[0061] In order to better implement the vehicle network dynamic communication fault diagnosis method in the embodiment of the present invention, based on the vehicle network dynamic communication fault diagnosis method, the embodiment of the present invention also provides a vehicle network dynamic communication fault diagnosis device, such as Figure 5 As shown, the vehicle network dynamic communication fault diagnosis device 500 includes: The error frame network segment determination unit 501 is used to determine the error frame network segment of the error frame when an error frame is detected on the CAN bus; A basic troubleshooting unit 502 is used to perform basic troubleshooting on the error frame network segment and determine a basic troubleshooting result; The removal checking unit 503 is used to obtain the response results of removing multiple target controllers on the error frame network segment that do not affect driving safety in sequence when the basic checking result is no fault, and determine whether the error frame is generated by the target controller based on the response results; The error frame analysis unit 504 is used to identify the error frame when the error frame is not generated by the target controller, determine the source address of the error frame, and determine the controller to be checked based on the source address; A fault detection unit 505 is used to detect the controller to be checked and obtain a detection result; A CAN waveform acquisition unit 506 is used to record the CAN waveform of the vehicle in a dynamic process based on a CAN waveform tool when the detection result is no fault; The fault diagnosis unit 507 is used to determine a suspected faulty controller based on the CAN waveform, detect the suspected faulty controller, and obtain a diagnosis result.

[0062] The vehicle network dynamic communication fault diagnosis device 500 provided in the above embodiment can implement the technical solution described in the above vehicle network dynamic communication fault diagnosis method embodiment. The specific implementation principles of the above modules or units can refer to the corresponding contents in the above vehicle network dynamic communication fault diagnosis method embodiment, which will not be repeated here.

[0063] like Figure 6 As shown, the present invention also provides a vehicle 600. The vehicle 600 includes a processor 601, a memory 602 and a display 603. Figure 6 Only some of the components of vehicle 600 are shown, but it should be understood that implementation of all of the components shown is not a requirement, and more or fewer components may alternatively be implemented.

[0064] In some embodiments, the processor 601 may be a central processing unit (CPU), a microprocessor or other data processing chip, used to run program codes or process data stored in the memory 602, such as the vehicle network dynamic communication fault diagnosis method of the present invention.

[0065] In some embodiments of the present invention, the processor 601 may be a single server or a server group. The server group may be centralized or distributed. In some embodiments, the processor 601 may be local or remote. In some embodiments, the processor 601 may be implemented in a cloud platform. In one embodiment, the cloud platform may include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an internal cloud, a multi-cloud, etc., or any combination thereof.

[0066] In some embodiments, the memory 602 may be an internal storage unit of the vehicle 600, such as a hard disk or memory of the vehicle 600. In other embodiments, the memory 602 may also be an external storage device of the vehicle 600, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle 600.

[0067] Furthermore, the memory 602 may include both an internal storage unit of the vehicle 600 and an external storage device. The memory 602 is used to store application software installed in the vehicle 600 and various data.

[0068] In some embodiments, the display 603 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, an OLED (Organic Light-Emitting Diode) touch device, etc. The display 603 is used to display information of the vehicle 600 and to display a visual user interface. The components 601-603 of the vehicle 600 communicate with each other via a system bus.

[0069] In some embodiments of the present invention, when the processor 601 executes the vehicle network dynamic communication fault diagnosis program in the memory 602, the following steps may be implemented: When an error frame is detected on the CAN bus, the error frame network segment of the error frame is determined; Perform basic troubleshooting on the error frame network segment and determine the basic troubleshooting results; When the basic troubleshooting result is no fault, obtain the response results of multiple target controllers that do not affect driving safety on the error frame network segment in turn, and determine whether the error frame is generated by the target controller based on the response results; If not, identify the error frame, determine the source address of the error frame, and determine the controller to be checked based on the source address; Detect the controller to be checked and obtain the detection result; When the test result is no fault, the CAN waveform of the vehicle in the dynamic process is recorded based on the CAN waveform tool; A suspected faulty controller is determined based on the CAN waveform, and the suspected faulty controller is tested to obtain a diagnosis result.

[0070] It should be understood that: when the processor 601 executes the vehicle network dynamic communication fault diagnosis program in the memory 602, in addition to the above functions, other functions can also be implemented. For details, please refer to the description of the corresponding method embodiment above.

[0071] Furthermore, the embodiment of the present invention does not specifically limit the type of vehicle 600 mentioned, and vehicle 600 may be a fuel vehicle, an electric vehicle, a hybrid vehicle, or the like.

[0072] Correspondingly, an embodiment of the present invention also provides a computer-readable storage medium, which is used to store computer-readable programs or instructions. When the program or instructions are executed by a processor, it can implement the steps or functions of the vehicle network dynamic communication fault diagnosis method provided by the above-mentioned method embodiments.

[0073] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware (such as a processor, a controller, etc.) through a computer program, and the computer program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0074] The above is a detailed introduction to a vehicle network dynamic communication fault diagnosis method, device and vehicle provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for technical personnel in this field, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A method for diagnosing dynamic communication faults in an in-vehicle network, characterized in that: include: When an error frame is detected on the CAN bus, determining an error frame network segment of the error frame; Perform basic troubleshooting on the error frame network segment and determine basic troubleshooting results; When the basic troubleshooting result is no fault, obtaining response results of sequentially removing multiple target controllers on the error frame network segment that do not affect driving safety, and judging whether the error frame is generated by the target controller based on the response results; If not, identifying the error frame, determining the source address of the error frame, and determining the controller to be checked based on the source address; Detecting the controller to be checked to obtain a detection result; When the detection result is no fault, recording the CAN waveform of the vehicle in the dynamic process based on the CAN waveform tool; A suspected faulty controller is determined based on the CAN waveform, and the suspected faulty controller is tested to obtain a diagnosis result.

2. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 1, characterized in that: The step of identifying the error frame, determining a source address of the error frame, and determining a controller to be checked based on the source address includes: Build library functions based on protocol definitions of data frames; Based on the library function, the collected multi-frame messages are identified and analyzed to determine the error frame and the source address of the error frame; The controller to be checked is determined based on the source address and a mapping relationship between the source address and the controller.

3. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 1, characterized in that: The step of testing the controller to be checked and obtaining a test result includes: The network communication status detection and the wiring harness compliance detection are sequentially performed on the controller to be checked to obtain the detection result.

4. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 1, characterized in that: The CAN waveform includes a CAN high line waveform, a CAN low line waveform and a differential voltage waveform.

5. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 4, characterized in that: The determining of a suspected faulty controller based on the CAN waveform comprises: The CAN waveform is parsed based on the constructed waveform parsing function to obtain the bit field of each message and the bit field value of the bit field; the bit field includes a frame start, an arbitration field, a control field, a data field, a check field, a response field, and a frame end; An error frame in the message is determined based on the bit field value, and a controller corresponding to the error frame is used as the suspected fault controller.

6. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 1, characterized in that: The detecting the suspected faulty controller to obtain a diagnosis result includes: The network communication status check and the wiring harness compliance check are performed on the suspected faulty controller in sequence to obtain the diagnosis result.

7. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 1, characterized in that: The determining the error frame network segment of the error frame comprises: Obtaining a vehicle CAN network topology diagram of the vehicle; the vehicle CAN network topology diagram includes multiple network segments; The network segment where the error frame is located is used as the error frame network segment.

8. The method for diagnosing dynamic communication faults in an in-vehicle network according to claim 7, characterized in that: The performing basic troubleshooting on the error frame network segment and determining a basic troubleshooting result includes: Determine whether the terminal resistance of the CAN bus is within a preset resistance range and whether the terminal resistance distribution of the CAN bus conforms to a preset distribution; When the terminal resistance of the CAN bus is not within the preset resistance range or the terminal resistance distribution of the CAN bus does not conform to the preset distribution, the basic troubleshooting result is a terminal resistance failure; When the terminal resistance of the CAN bus is within a preset resistance range and the terminal resistance distribution of the CAN bus conforms to the preset distribution, determining the communication status of each network segment when the vehicle ignition lock is under different working conditions; When the communication status is faulty, the basic troubleshooting result is that the network segment communication is not smooth, and when the communication status is normal, the basic troubleshooting result is that there is no fault.

9. A vehicle network dynamic communication fault diagnosis device, characterized in that: include: An error frame network segment determination unit, used for determining an error frame network segment of the error frame when an error frame is detected on the CAN bus; A basic troubleshooting unit, used to perform basic troubleshooting on the error frame network segment and determine a basic troubleshooting result; a removal and troubleshooting unit, configured to obtain response results of sequentially removing multiple target controllers on the error frame network segment that do not affect driving safety when the basic troubleshooting result is no fault, and determine whether the error frame is generated by the target controller based on the response results; an error frame analysis unit, configured to identify the error frame, determine a source address of the error frame, and determine a controller to be checked based on the source address when the error frame is not generated by the target controller; A fault detection unit, used to detect the controller to be checked and obtain a detection result; A CAN waveform acquisition unit, used for recording the CAN waveform of the vehicle in a dynamic process based on a CAN waveform tool when the detection result is no fault; The fault diagnosis unit is used to determine a suspected faulty controller based on the CAN waveform, detect the suspected faulty controller, and obtain a diagnosis result.

10. A vehicle, characterized in that: comprising a memory and a processor, wherein: The memory is used to store programs; The processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps in the vehicle network dynamic communication fault diagnosis method described in any one of claims 1 to 8 above.

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