METHOD AND SYSTEM FOR AUTOMATIC RESOLUTION OF A FAULT IN A VEHICLE

Abstract

This disclosure provides a system (104) and a method (400) for automatic fault resolution. The system (104) is configured to allow users to initiate automatic fault resolution and set an automatic clear marker using an automatic key cycle circuit. When one or more diagnostic trouble codes (DTCs) associated with a fault have been triggered and the automatic clear marker has been set, the system (104) is configured to determine a cyclicity value indicating the number of key cycles required to resolve the fault and to execute the key cycles based on this cyclicity value to clear one or more DTCs associated with the fault. The key cycles are executed by the automatic key cycle circuit (300B).If the error is not resolved after the key cycles, the system (104) is configured to display a message indicating that the error has not been resolved.

Description

TECHNICAL AREA

[0001] The present disclosure relates to the field of automatic fault resolution in a vehicle. In particular, the present disclosure presents a system and method for automatic fault resolution. BACKGROUND

[0002] In today's automotive landscape, users frequently encounter minor faults, such as those on the supply equipment (EVSE) side of an electric vehicle. These faults don't require a trip to the workshop for resolution and can be resolved by triggering key-on / key-off cycles (also called key cycles). In electric vehicles (EVs), such faults often arise from non-critical defects or certain erratic pulses from the EVSE side, which might, for example, trigger warnings. False triggers can occur, such as when a low oil level is detected because the vehicle is parked on an incline. Such false triggers, and generally any fault detection, can cause anxiety and / or frustration for vehicle users when the vehicle doesn't wake up as expected.

[0003] A diagnostic trouble code (DTC) is a code generated by the vehicle's onboard diagnostic system when it detects a problem. DTCs are typically recorded when the vehicle's control units detect a fault. These codes help technicians identify the exact problem, whether it's related to the battery, engine, or another part of the vehicle. As a result, owners often become anxious or worried about their vehicle's condition because they don't know the nature of the fault. In such situations, the owner might take the vehicle to a repair shop to have the problems fixed, even if the faults could have been resolved by performing simple power cycles.

[0004] Despite the simplicity of these repairs, users often lack the necessary data or awareness to fix these problems themselves. Without insight into or control over these warnings, however, users frequently rely on professional assistance to resolve such minor defects, resulting in unnecessary trips to the repair shop, wasting time, money, effort, and causing inconvenience.

[0005] Many of these problems could be resolved through simple actions such as performing one or more key cycles. Some existing solutions offer mechanisms to detect and clear the DTCs associated with the error. However, these existing solutions detect and clear errors based on a number of standard processes, such as the use of offline tools, and often require human intervention.

[0006] However, existing solutions do not allow users to automatically resolve such issues themselves. Instead, they offer offline solutions for managing DTCs and do not proactively provide users with data and instructions for likely resolving the problem / error by automatically performing key cycles based on the type of DTC issue.

[0007] Therefore, there is a need for an automated solution to fix errors and clear DTCs in a vehicle. SUBJECT OF THE PRESENT DISCLOSURE

[0008] A general objective of the present disclosure is to provide a system and a method for automatically resolving one or more faults in vehicles.

[0009] One purpose of this disclosure is to provide the user with an option to likely rectify minor errors by enabling the vehicle to perform a "key-on" and "key-off" cycle.

[0010] Another objective of the present disclosure is to improve the user experience by minimizing the need for users to visit service stations to resolve minor DTCs or similar trivial warnings from the system.

[0011] Another function of the present disclosure is the execution of one or more key cycles for clearing the diagnostic trouble codes (DTCs) / error entries.

[0012] Another purpose of the present disclosure is to increase user convenience in managing minor vehicle-related faults. SUMMARY

[0013] Aspects of the present disclosure relate to the field of automatic fault resolution in a vehicle. In particular, the present disclosure provides a system and a method for automatic fault resolution.

[0014] In some embodiments, an automatic fault resolution system in a vehicle comprises a processor and a memory operationally coupled to the processor. The memory contains one or more instructions executable by the processor which, when executed, cause the processor to determine whether the one or more diagnostic trouble codes (DTCs) associated with a fault in the vehicle are flagged. The system also determines whether an automatic clear flag is set to initiate automatic fault resolution by a user via a user interface. The processor further determines a cycle number value indicating the number of key cycles required to resolve the fault.The processor is also configured to perform one or more key cycles to clear the one or more DTCs associated with the fault based on a specific cyclicity value. An automatic key cycle circuit is configured to perform the one or more key cycles.

[0015] In some embodiments, the processor is configured to initiate the execution of one or more key cycles again if the fault is not rectified after the vehicle enters a powertrain standby mode following the one or more key cycles.

[0016] In some embodiments, one or more DTCs may be considered low-priority DTCs if they are generated for the fault that is generated by one or a combination of on-board diagnostic (OBD) requests, faults that occurred during a vehicle driving cycle and are currently inactive, or faults that are not associated with DTCs that represent hardware faults (HW faults).

[0017] In some embodiments, the automatic key cycle circuit may include a switch configured to control the current flow to initiate an on-operation of one or more key cycles when energized by a control device, wherein at least one capacitor is configured to periodically generate and transmit the control signal to the switch. The capacitor may be energized from a power supply when the automatic clearing marker is set on a control device to initiate automatic fault resolution. The control device may be configured to initiate an off-operation of one or more key cycles when it detects a voltage drop caused by one or more resistances across the switch when energized by the control signal via a terminal.

[0018] In some embodiments, the capacitor can also be configured to periodically generate the control signal for the switch.

[0019] In some embodiments, the automatic circuit also includes a Zener diode configured to supply the control signal to a switch via a comparator when the energy stored in the at least one capacitor falls below a threshold.

[0020] In some embodiments, the automatic key-cycle circuit further comprises an op-amp-based comparator configured to invert the voltage of the control signal received by the comparator, with the inverted control signal being passed to the switch. In some embodiments, the switch may be configured to close the automatic key-cycle circuit to initiate the turn-on process when the received control signal has a voltage greater than a voltage threshold, and the switch may be configured to open the automatic key-cycle circuit when the control signal voltage is less than the voltage threshold, or vice versa.

[0021] In some embodiments, the at least one capacitor, if it stores energy, can be configured to pass the control signal, whose voltage is greater than the threshold, to the comparator, wherein the voltage of the control signal is inverted by a comparator based on an operational amplifier so that it is less than the threshold, and is passed to the switch to close the automatic key cycle circuit to initiate the turn-on process.When the energy stored in the at least one capacitor is depleted, the Zener diode can be configured to pass the control signal, whose voltage is less than the threshold, to the comparator, whereby the voltage of the control signal is inverted by the comparator based on an operational amplifier so that it is greater than the threshold, and passed to the switch to open the automatic key cycle circuit.

[0022] In some embodiments, the processor is configured to send a message recommending to the user that the vehicle be taken to a workshop for troubleshooting if the fault is not resolved after one or more key cycles.

[0023] Another aspect of the present disclosure relates to a method for automatically resolving a fault in a vehicle, as implemented by the system.

[0024] Various objects, features, aspects and advantages of the subject matter according to the invention will become clearer from the following detailed description of preferred embodiments together with the accompanying drawing figures, in which the same numbers represent the same components. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings serve to further understand the present disclosure and are an integral part of this description. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. Fig. Figure 1 shows an exemplary block diagram of a vehicle with a system for automatic fault resolution according to the embodiments of the present disclosure. Fig. Figure 2 shows an exemplary block diagram of a system for the automatic resolution of faults in vehicles according to the embodiments of the present disclosure. Fig. Figure 3A shows exemplary representations of a flowchart for implementing an automatic error resolution according to the embodiments of the present disclosure. Fig. Figure 3B shows an exemplary representation of an automatic key cycle circuit according to the embodiments of the present disclosure. Fig. Figure 4 shows an exemplary flowchart of a method for the automatic resolution of faults in vehicles according to the embodiments of the present disclosure. Fig. Figure 5 shows an exemplary computer system in which or with which embodiments of the system according to the embodiments of the present disclosure can be implemented. DETAILED DESCRIPTION

[0026] A detailed description of the embodiments of the disclosure illustrated in the accompanying drawings follows. The embodiments are described in sufficient detail to convey the disclosure. However, the intention is not to limit foreseeable variations of embodiments with the necessary level of detail; rather, the aim is to cover all modifications, equivalents, and alternatives that fall within the scope of the present disclosure as defined by the accompanying claims.

[0027] The embodiments described herein relate to the field of fault resolution in vehicles. In particular, the present disclosure provides a system and a method for the automatic resolution of a fault. Fault detection and diagnosis in modern vehicles often rely on diagnostic trouble codes (DTCs) generated by the vehicle's diagnostic system when it detects a problem. In electric vehicles (EVs), such DTC-triggered faults often arise from non-critical defects that do not impact vehicle performance but nevertheless trigger warnings. DTC triggers are classified as low priority when the faults are related to the requirements of on-board diagnostics (OBD), vehicle functions, or faults that occurred during a vehicle driving cycle and are not currently active.In some embodiments, the vehicle functions may be specific operations or tasks performed by different subcomponents / ECUs of the vehicle 102, such as energy functions for managing and distributing energy or a torque calculation function for determining the torque at the wheels.

[0028] In one embodiment, diagnostic trouble codes (DTCs) are generally recorded in log files when sensors connected to corresponding electronic control units (ECUs) / vehicle control units (VCUs) of various components of the vehicle 102 detect a fault. These DTCs are intended to indicate specific faults or malfunctions in the vehicle 102 and to help technicians pinpoint the exact problem, regardless of whether the fault is related to the battery, the motor, a software function, or any other part of the vehicle 102. For example, errors in the charging rationality check due to a current measurement mismatch may cause a DTC to be set / triggered. In such cases, the charging process may be stopped.In another example, an unexpected fluctuation in the current from an electric vehicle supply equipment (EVSE) can cause the charging process to stop and a corresponding diagnostic trouble code (DTC) to be set / triggered. Another example: If the vehicle is parked on a slope or incline, a low oil warning light may be detected. Such (false) DTC triggers can cause anxiety and / or frustration for users. Since users may not know how to troubleshoot the faults and clear the DTCs, they may take the vehicle to a repair shop.However, since the faults / DTCs can be rectified by performing one or more key cycles (which include at least one key-on operation and at least one key-off operation), the vehicle 102 can use the system 104 to rectify the faults automatically without the need to bring the vehicle 102 to the workshop.

[0029] In some embodiments, it is assumed that all DTCs for which the user can be notified will not result in major failures. Many of these faults, which are based on DTC triggers, are classified as low-priority faults because such faults can be resolved by the execution of key cycles or by actions that restore normal system functionality without professional intervention through a combination of software-based logic and a hardware-based automatic circuit. In some embodiments, the key cycles may include the power-on operation, in which the engine 106 of the vehicle 102 is started / ignited, and the power-off operation, in which the engine 106 of the vehicle 102 is shut down / turned off.The key-on and key-off operation of the key cycle can be carried out by transmitting control signals to a start ECU associated with starting / ignition of the engine 106. In some embodiments, the control unit 200 can be implemented within the start ECU.

[0030] In some implementations, diagnostic trouble codes (DTCs) are considered low-priority if they are generated for a fault associated with on-board diagnostics (OBD) requirements, for faults that occur during a vehicle driving cycle, are currently inactive, and / or are not related to DTCs representing hardware faults (HW faults). All such low-priority DTCs may be grouped or categorized, with some requiring, for example, one key cycle and others requiring three key cycles to be resolved.

[0031] As previously mentioned, the system 104 can include the control unit 200 (which may be implemented as the vehicle's ECU or VCU 102) and the automatic key cycle unit 300B. In some embodiments, the control unit 200 can be configured to detect faults and set / trigger the corresponding DTCs. When the DTCs are triggered, the user can be notified of the fault by a warning / notification / message or message transmitted to a user device 108. The user device 108 can include, but is not limited to, smartphones, tablets, phablets, personal digital assistants, laptops, desktops, head units, in-vehicle infotainment units, and the like. The message can be transmitted via a wired communication medium (e.g., wires, cords, fiber optic cables, etc.) or a wireless communication medium (e.g., telecommunications networks, Bluetooth, wireless communication, near-field communication, etc.).) or any combination thereof. The message can be displayed on a user interface (not shown) of user device 108.

[0032] In some embodiments, users may be given the option to clear the fault either automatically or manually. If the user selects manual resolution, a number of key cycles (i.e., a corresponding cyclicity value for the DTCs) may be specified. The user can then manually turn the vehicle on and off using the ignition key 102. In other embodiments, if the user selects the automatic resolution option, the user device 108 may send a response message to the system 104 to set an automatic clear marker. When the automatic clear marker is set, the system 104 may be configured to perform the required key cycles to clear the fault and clear the DTCs.

[0033] Each DTC can be assigned a cyclicity value that indicates the number of key cycles required to resolve the fault. In some embodiments, a mapping between each DTC and its corresponding cyclicity values ​​can be stored in a database (e.g., in the one described in Fig. 2 shown in database 218). In some embodiments, the control unit 200 can be configured to either retrieve the cyclicity value from database 218 or to determine the cyclicity value in real time based on a priority level (which indicates the type and / or severity of the fault associated with the fault) of the DTCs by other techniques known to those skilled in the art. The cyclicity value can be selected based on the OBD-II protocol standard (or other vehicle standards).

[0034] System 104 can be configured to perform the key cycles based on the number of times determined by the cyclicity value of the flagged DTCs. In some embodiments, System 104 can include the automatic key cycle circuit 300B, configured to perform at least the (hardware-based) power-on operation, and the control unit 200, configured to perform at least the power-off operation.

[0035] According to the block diagram in Fig. 2. The system 104 can include the control unit 200 with one or more processors 202. The control unit 200 can, for example, be responsible for monitoring and controlling various components of the vehicle 102 and can also perform other functions, such as troubleshooting. The one or more processor(s) 202 can be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuits, and / or any devices that manipulate data based on operating instructions. Among other capabilities, the one or more processors 202 can be configured to retrieve and execute computer-readable instructions stored in a memory 204.The Memory 204 can store one or more computer-readable instructions or routines that can be retrieved and executed to create or share data units via a network service. The Memory 204 can contain any non-volatile storage device, such as volatile memory like Random Access Memory (RAM) or non-volatile memory like Erasable Programmable Read-Only Memory (EPROM), flash memory, and the like.

[0036] In one embodiment, the control unit 200 may also include one or more interfaces 206. The interface(s) 206 may include a variety of interfaces, for example, interfaces for data input and output devices, referred to as input / output (I / O) devices, storage devices, and the like. The interface(s) 206 may provide a communication path for one or more components of the vehicle 102. Examples of such components include the processing machine(s) 208 and the database 218.

[0037] In one embodiment, the processing machine(s) 208 can be implemented as a combination of hardware and programming / software (e.g., programmable instructions) to implement one or more functions of the processing machine(s) 208. In other embodiments, the processing machine(s) 208 can be implemented by electronic circuits. The database 218 can contain data that is either stored or generated as a result of functionalities implemented by one of the components of the processing machine(s) 208, such as automatic deletion marking. In some embodiments, the database 218 can be implemented in the form of registers configured to contain a single Boolean value.

[0038] In some embodiments, the processing machine(s) 208 may comprise a DTC detection machine 260, an execution machine 262, a communication machine 264, and other machine(s) 266. The other machine(s) 266 may implement functions that complement the applications / functions executed by the system 104. In some embodiments, the detection machine 260 may be configured to receive one or more DTCs corresponding to one or more faults detected in the vehicle 102. The faults may be detected by sensors in the vehicle 102. The DTCs corresponding to the detected faults may be generated by appropriate control units.In some embodiments, the user can be informed of the detection of a fault by the communication machine 264, which may be configured to send a request or message to the user device 108 specifying the flagged DTCs.

[0039] In some embodiments, the execution machine 262 can be configured to determine whether the user has selected an automatic clear marker, indicating whether the system 104 is permitted to automatically clear the faults / DTCs. If the automatic clear marker is selected and the DTCs are received, the execution machine 262 can be configured to initiate the key cycle circuits according to the cycliness value associated with the DTC by activating the automatic key cycle circuit 300B. In some embodiments, the execution machine 262 can be configured to wait after a final power-on operation until the vehicle 102 enters a powertrain standby mode and determine whether the fault / DTC is unresolved.If the DTC is not resolved during a final power-on operation and after the vehicle 102 enters the "powertrain ready" mode, the key cycles can be performed again. In some embodiments, the execution machine 262 (via the communication machine 264) can send a warning / notification / message to the user device 108 if the fault is not resolved after performing the required number of key cycles.

[0040] In some embodiments, the control unit 200 may also include a power supply 220 configured to power the automatic key cycle circuit 300B. The power supply 220 may be a battery or an energy storage device capable of powering the automatic key cycle circuit 300B. In some embodiments, the power supply 220 may be coupled to the control unit 200. In other embodiments, the power supply 220 may be located externally and electrically connected to the control unit 200. In some embodiments, the control unit 200 may further have a terminal / pin 222 connected to the automatic key cycle circuit 300B. The control unit 200 may be configured to receive electrical signals from the automatic key cycle circuit 300B indicating that the power-on operation has been performed.

[0041] Fig. Figure 3A shows an example representation of a flowchart 300A illustrating the operation of system 104. The blocks / steps of flowchart 300A can be executed by any of the processing machines 208. In block 302A, the execution machine 262 can be configured to determine whether one or more DTCs are flagged (as received / determined by the DTC determination machine 260). If no DTCs are flagged, the process terminates. If at least one DTC has been flagged and the DTC is classified as a low-priority DTC, the execution machine 262 (using the communication machine 264) can notify the user of the error corresponding to the flagged DTC by sending a message or notification to the user device 108 in block 304A.In block 306A, the execution machine 262 blocks and checks whether the user (via the user interface of the user device 108) has selected to automatically clear the flagged DTCs. If so, the execution machine 262 can be configured in block 308A to set the automatic clear marker to initiate automatic fault resolution. If not, and the automatic clear marker was not previously selected, the execution machine 262 (using the communication machine 264) can send a notification to the user device 108 indicating that the vehicle 102 needs to be taken to the service station or workshop.

[0042] When the automatic clear marker is set, the execution machine 262 in block 310A can be configured to determine the cyclicity value, which indicates the number of key cycles required to clear the fault and clear the corresponding DTCs. In some embodiments, the cyclicity value can be retrieved from database 218 or determined in real time. Furthermore, the execution machine 262 in block 312A can be configured to perform one or more key cycles to clear one or more DTCs associated with the fault. The key cycles are executed by the automatic key cycle circuit 300B.

[0043] In some embodiments, the execution machine 262 can be configured to repeat the key cycle multiple times based on the cyclicity value. In block 313A, the execution machine 262 can determine at the end of each key cycle whether the number of key cycles performed is equal to the cyclicity value for the fault / DTC. In block 314A, if the key cycles do not successfully resolve the fault, the execution machine 262 (via the communication machine 264) generates a warning / message / notification recommending to the user that the vehicle 102 be taken to a workshop for fault resolution, as shown in block 318A.

[0044] In further embodiments, automatic key cycles cannot be performed once the number of key cycles reaches the cycle value and until the vehicle 102 enters a powertrain standby mode. The "powertrain standby" mode is the phase in which the engine 106 or the powertrain of the vehicle 102 is ready for execution / operation. This means that after the maximum number of key cycles has elapsed, automatic fault clearing only works if the user activates the "battery positive" terminal mode, in which the vehicle 102 or its control units are constantly supplied with power directly from the vehicle 102's battery.

[0045] In some embodiments, the DTC associated with the fault reoccurs as soon as the vehicle 102 enters the "Powertrain Ready" mode. In such scenarios, if the fault is not resolved after the vehicle 102 enters the "Powertrain Ready" mode, the execution machine 262 in block 316A will re-block the key cycle during the execution of the last key cycle of one or more key cycles. If the fault is resolved (either with or without re-initiating the key cycle), the system 104 returns to block 302A to detect and / or resolve other faults encountered by the vehicle 102.

[0046] In Fig. Figure 3B shows a circuit layout of the automatic key cycle circuit 300B. The automatic key cycle circuit 300B comprises a power supply (such as the power supply 220), a switch 352B for controlling the current flow to initiate a (hardware-based) activation of the key cycles based on a control signal, and at least one capacitor 354 configured to store the energy received from the power supply 220. In some embodiments, the capacitor 354 may be configured to periodically generate the control signal and transmit it to the switch 352B. In some embodiments, the automatic key cycle circuit 300B may also include a control unit (such as the control unit 200) configured to cause the automatic key cycle circuit 300B to perform the key cycles.

[0047] In some embodiments, when the user selects automatic fault resolution, the automatic clear marker on the control unit 200 is set to initiate automatic fault resolution. In some embodiments, the automatic key cycle circuit 300B may also include one or more resistors 362 configured to generate a voltage drop when the switch 352B is energized by the control signal from the one or more capacitors 354. Furthermore, the control unit 200 is configured to initiate momentary-off operation based on the voltage drop detected via a connection to a hardware pin (e.g., pin 222) associated with the control unit 200. In such embodiments, the control unit 200 may be configured to execute a set of processor-executable instructions associated with shutting down the motor 106.

[0048] In some embodiments, when the automatic erase indicator is marked, capacitor 354 can be charged / powered by the power supply 220. Capacitor 354 can also be configured to generate the control signal for switch 352B for a predetermined period of time.

[0049] In some embodiments, when the automatic erase marker is set, the control unit 200 can be configured to supply power to the capacitor 354 from the power supply 220. In some embodiments, the power can be supplied by connecting the power supply 220 to the capacitor 354 via a capacitor switch 352A. The capacitor 354 can be configured to absorb and store the energy. The capacitor 354 can be configured to use the energy to generate control signals. In some embodiments, the control signals can be high-energy signals (i.e., greater than a predetermined threshold, such as 5 V). The control signals can be supplied to the switch 352B for excitation. In such embodiments, upon receiving the high-energy control signals, the switch 352B can close the automatic key cycle circuit 300B.Closing the automatic key cycle circuit 300B can initiate the start-up process, for example, by generating / forwarding the control signal to the start ECU to ignite / start the engine 106 of the vehicle 102. Furthermore, the resistors 362 can be configured to generate a voltage drop that can be detected by the control unit 200 via pin 222. Upon detection of the voltage drop, the control unit 200 can be configured to initiate a key-off operation, for example, by transmitting control signals to the ECUs of various components of the vehicle 102, thereby completing the key cycles. In some embodiments, the control unit 200 can also be configured to track the number of key cycles performed.

[0050] In some embodiments, the automatic key-cycle circuit 300B further includes a Zener diode 356 configured to supply the control signal to the switch 352B via a comparator 358 when the energy stored in the at least one capacitor 354 falls below a threshold. In some examples, the Zener diode 356 may be a 5 V Zener diode or lower. In such embodiments, the comparator 358 may be configured to receive signals from the capacitor 354 and the Zener diode 356 and determine / pass on the signal with the higher energy from the received signals. For example, if the capacitor 354 has sufficient energy to generate control signals of 5 V or more, the signals from the capacitor 354 may be passed on to the switch 352B via the comparator 358.If the capacitor 354 has less than the threshold energy that forces the capacitor 354 to generate control signals of 5 V or less, the signals from the Zener diode 356 can be passed through the comparator 358 to the switch 352B.

[0051] In some embodiments, the automatic key-cycle circuit 300B may further include an operational amplifier-based comparator 360 configured to invert the voltage of the control signal received by the comparator 358. For example, high-energy control signals (i.e., signals with a voltage greater than a predetermined threshold) can be inverted into low-energy control signals (i.e., signals with a voltage less than the predetermined threshold), and vice versa. The inverted control signal can be passed from the op-amp-based comparator 360 to the switch 352B. In such embodiments, the switch 352B may be configured to open the automatic key-cycle circuit 300B when the voltage of the control signal is below the threshold (in contrast to other embodiments where the op-amp-based comparator 360 is not used).

[0052] In some embodiments, when storing energy, capacitor 354 can be configured to pass the control signal to comparator 358 at a voltage greater than the threshold. The control signal voltage can then be inverted by comparator 360, which is based on an operational amplifier, so that it is less than the voltage threshold, and passed to switch 352B to close the automatic key cycle circuit 300B to initiate the power-on process. Furthermore, resistors 362 can create a voltage drop across at least one end of switch 352B, which can be detected by control unit 200 via pin 222, which can be connected to switch 352B by a wire passing through resistors 362.

[0053] In other embodiments, the Zener diode 356 can be configured such that, when the energy stored in the at least one capacitor 354 is depleted, it passes the control signal, whose voltage is below the threshold, to the comparator 358. The voltage of the control signal can then be inverted by the comparator 360, which is based on an operational amplifier, so that it is greater than the threshold, and passed to the switch to open the automatic key cycle circuit 300B, thereby terminating the turn-on process.

[0054] In some embodiments, the capacitance of capacitor 354 can be selected based on the maximum number of key cycles to be executed. To wake up the vehicle's control units 102 (e.g., the start ECU / control unit 200), a wake-up signal of 3.3 volts or 5 volts is applied to a hardware pin assigned to the start ECU / control unit 200.

[0055] According to one embodiment, the capacitance can be determined as the time period (t) for which the control signal supplied by capacitor 354 has a voltage below the threshold value. For this determination, it is assumed that the capacitance C of capacitor 354 has its voltage V c The capacitance decreases exponentially. As soon as the voltage drops below 5 volts, capacitor 354 can no longer trigger the switch-on process. The capacitance of capacitor 354 for the automatic key cycle circuit 300B with resistors 362 (or R1 and R) can be determined as follows: Vc=V*(1−e−(t / RC)) 5=12*(1−e−(t / (R1+R)C)) (1−e−(t / (R1+R)C))=5 / 12=0.4167 e - (t / (R 1 + R)C) ) = 1 - 0.4167 = 0.583, now applying log e on both sides loge e−t / (R1+R)C=loge(0.583)

[0056] Therefore, t >= 0.53*(R1 + R)*C, i.e., the trigger of 3.3 or 5 volts should be applied for the specified time interval t.

[0057] The use of the Zener diodes 356 and the op-amp-based comparator 360 can improve the reliability and robustness of the automatic key cycle circuit 300B.

[0058] Referring to the flowchart in Fig. 4 describes a method for automatically resolving a fault in a vehicle (e.g., vehicle 102 of Fig. 1) as described in the embodiments of the present disclosure. Method 400 can be implemented in system 104. In block 402, method 400 comprises determination by a processor (e.g., processor 202 of Fig. 2) whether one or more DTCs indicate a fault in a vehicle (e.g., vehicle 102 of Fig. 1) are assigned, are marked, and an automatic clear marker is set to initiate automatic resolution of the fault by a user via a user interface. In block 404, procedure 400 includes the determination of a cyclicity value by processor 202, which specifies the number of key cycles required to correct the fault and clear one or more DTCs. In block 406, procedure 400 further includes the execution of one or more key cycles by processor 202 to clear the DTCs associated with the fault based on the determined cyclicity value, the key cycles being performed by an automatic key cycle circuit (such as the 300B automatic key cycle circuit from Fig. 3B) will be carried out.

[0059] The block diagram in Fig.Figure 5 represents a computer system 500 comprising an external storage device 510, a bus 520, main memory 530, read-only memory 540, mass storage device 550, a communication port 560, and a processor 570. A person skilled in the art will understand that the system 500 may comprise more than one processor 570 and communication ports 560. The processor 570 may include various modules associated with the embodiments of this disclosure. The communication port 560 may be a recommended standard 232 port for use with a modem-based dial-up connection, a 10 / 100 Ethernet port, a Gigabit or 10 Gigabit port over copper or fiber optic cable, a serial port, a parallel port, or other existing or future ports. The port 560 may be selected depending on a network, such as...a Local Area Network (LAN), a Wide Area Network (WAN), or any network to which the System 500 is connected. In one embodiment, the memory 530 can be RAM or any other dynamic storage device generally known in the art. The read-only memory (ROM) 540 can be any static storage device, such as, but not limited to, programmable read-only memory (PROM) for storing static information. The mass storage 550 can be any current or future mass storage solution that can be used to store information and / or instructions. Exemplary mass storage solutions include, but are not limited to, parallel Advanced Technology Attachment (PATA) or serial Advanced Technology Attachment (SATA) hard disk drives or solid-state drives (internal or external, e.g.,with Universal Serial Bus (USB) and / or Firewire interfaces), one or more optical disks, RAID storage (Redundant Array of Independent Disks), e.g. an array of hard disks (e.g. SATA arrays).

[0060] In one embodiment, the bus 520 provides communication between the processor(s) 570 and the other storage, retention, and communication blocks. The bus 520 may be, for example, a Peripheral Component Interconnect (PCI) / PCI-Extended (PCI-X) bus, a Small Computer System Interface (SCSI), a USB bus, or similar, for connecting expansion cards, drives, and other subsystems, as well as other buses, such as a front-end bus (FSB) that connects the processor 570 to the computer system 500.

[0061] In another embodiment, operator and management interfaces, such as a display, keyboard, and cursor control device, can also be coupled to the bus 520 to support direct operator interaction with the computer system 500. Other operator and management interfaces can be provided via network connections connected through the communication port 560. In some embodiments, the external storage device 510 can be any type of external hard disk drive, floppy disk drive, Compact Disc - Read Only Memory (CD-ROM), Compact Disc - Re-Writable (CD-RW), or Digital Video Disc - Read Only Memory (DVD-ROM). The components described above are given only as examples of various possibilities. The exemplary computer system 500 described above is not intended to limit the scope of this disclosure in any way.

[0062] While the foregoing describes various embodiments of the present disclosure, other and further embodiments of the present disclosure may be developed without departing from the basic scope. The scope of the present disclosure is determined by the following claims. The present disclosure is not limited to the described embodiments, versions, or examples that are included to enable a person with ordinary technical knowledge to manufacture and use the present disclosure when combined with the information and knowledge available to such a person. BENEFITS OF THE PRESENT DISCLOSURE

[0063] This disclosure provides a system and a procedure for automatically resolving faults in electric vehicles (EVs) without user intervention.

[0064] The present disclosure guides the user proactively through a hardware- and software-based logic to automatically rectify the fault by having the vehicle perform a key cycle (key-on-key-off cycle) based on the type of DTC triggered.

[0065] This disclosure improves the user experience by minimizing the need for users to visit service stations to resolve minor DTCs or similar trivial warnings with added convenience, and by reducing the anxiety associated with trivial defects.

[0066] This disclosure helps users save time, money, and effort when fixing minor vehicle malfunctions.

Claims

System (104) for automatically resolving a fault in a vehicle, comprising: a processor (202); and a memory (204) operationally coupled to the processor (202), the memory (204) comprising one or more instructions executable by the processor which, when executed, cause the processor (202) to: determine whether one or more diagnostic trouble codes (DTCs) associated with a fault in a vehicle (102) are flagged and set an automatic clear flag to initiate automatic resolution of the fault by a user via a user interface; determine a cyclization value indicating a number of key cycles required to rectify the fault and clear the one or more DTCs;and to perform one or more key cycles to clear the one or more DTCs associated with the fault based on the specified cyclicity value, wherein the one or more key cycles are performed by an automatic key cycle circuit (300B). System (104) according to claim 1, wherein the processor (202) is configured to restart the execution of one or more key cycles if the fault is not rectified after the vehicle enters a powertrain standby mode following one or more key cycles. System (104) according to claim 1, wherein the one or more DTCs are low priority DTCs, the low priority DTCs being generated for the fault that is associated with any or a combination of: On-Board Diagnostics (OBD) requirements, vehicle functions, and faults that have occurred during a driving cycle of the vehicle (102) and are currently inactive. System (104) according to claim 1, wherein the automatic key cycle circuit (300B) comprises: a switch (352B) configured to control the current flow to initiate a turn-on operation of one or more key cycles when energized by a control signal; at least one capacitor (354) configured to periodically generate the control signal and transmit it to the switch (352B), wherein the at least one capacitor (354) is supplied with energy from a power supply (220) when the automatic erase marker is set on a control device (200) to initiate automatic fault resolution;and wherein the control unit (200) is configured to initiate a key-off operation of one or more key cycles when it detects a voltage drop caused by one or more resistors (362) at the switch (352B) when it is energized by the control signal via a terminal. System (104) according to claim 4, wherein the automatic key cycle circuit (300B) further comprises a Zener diode (356) configured to supply the control signal to the switch (352B) via a comparator (358) when the energy stored in the at least one capacitor (354) falls below a threshold value. System (104) according to claim 5, wherein the automatic key cycle circuit (300B) further comprises an op-amp-based comparator (360) configured to invert the voltage of the control signal received from the comparator (358), and wherein the inverted control signal is passed from the op-amp-based comparator (360) to the switch (352B). System (104) according to claim 4, wherein the switch (352B) is configured to close the automatic key cycle circuit (300B) to initiate the turn-on process when the received control signal has a voltage greater than a voltage threshold, and the switch (352B) is configured to open the automatic key cycle circuit (300B) when the voltage of the control signal is less than the voltage threshold, or vice versa. System (104) according to claim 5, wherein, when energy is stored in the at least one capacitor (354), the at least one capacitor (354) is configured to pass the control signal, the voltage of which is greater than the voltage threshold, to the comparator (358), wherein the voltage of the control signal is inverted by the comparator (360) based on an operational amplifier so that it is less than the voltage threshold, and is passed to the switch (352B) to close the automatic key cycle circuit (300B) to initiate the turn-on process;or wherein, when the energy stored in the at least one capacitor (354) is consumed, the Zener diode (356) is configured to pass the control signal, the voltage of which is below the threshold, to the comparator (358), the voltage of the control signal being inverted by the comparator (360) based on an operational amplifier so that it is greater than the voltage threshold, and being passed to the switch to open the automatic key cycle circuit (300B). System (104) according to claim 1, wherein the processor (202) is configured to send a message containing a recommendation to the user to take the vehicle to a workshop for troubleshooting if the fault is not rectified after the execution of one or more key cycles. A method (400) for automatically resolving a fault in a vehicle, comprising: determining, by a processor (202), whether one or more diagnostic trouble codes (DTCs) associated with a fault in a vehicle (102) are flagged, and setting an automatic clear flag to initiate automatic resolution of the fault by a user via a user interface; determining a cyclicity value by the processor (202) indicating a number of key cycles required to resolve the fault and clear the one or more DTCs; and performing one or more key cycles by the processor (202) to clear the one or more DTCs associated with the fault based on the determined cyclicity value, wherein the one or more key cycles are performed by an automatic key cycle circuit (300B).

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