Vehicle testing system

Abstract

An endurance test control system for a vehicle component preferably including repeated actuation of key fob 530 buttons via actuator rods 520. The control system receiving network signals e.g. (CAN si

Description

TECHNICAL FIELD The present disclosure relates to a vehicle testing system. Aspects of the invention relate to a control system, a testing system, and a method fortesting a condition in a vehicle. BACKGROUND Vehicles comprise many different components which all interact with each other for the vehicle to operate correctly. Vehicles comprise vehicle control interfaces, including human-vehicle control interfaces, which facilitate interaction between different control units and devices in the vehicle. Examples of human-vehicle control interfaces include key fobs for locking and unlocking the vehicle, a touch screen display, and switches that open and close vehicle windows. Vehicle control interfaces are responsible for controlling many of the functions in a vehicle. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION There is provided herein a control system for testing a condition in a vehicle. The control system comprises one or more processors collectively configured to receive network signals from the vehicle via a diagnostic outlet of the vehicle, and actuate an actuator means each to control a vehicle control interface, wherein the control system is configured to repeatedly actuate the actuator means and wherein the time between successive actuations of the actuator means is different. The processors are further configured to detect a change in one or more network signals, and determine a condition of the vehicle in dependence on the change in the network signal. There is also provided a method for testing a condition in vehicle. The method comprises receiving network signals from the vehicle via a diagnostic outlet of the vehicle; actuating an actuator means to control a vehicle control interface, the actuator means being repeatedly actuated and wherein the time between successive actuations of the actuator means is different; detecting a change in one or more network signals; and determining a condition of the vehicle in dependence on the change in the network signal. In an aspect of the present invention, there is provided a control system fortesting a condition in a vehicle. The control system comprises one or more processors collectively configured to receive network signals from the vehicle via a diagnostic outlet of the vehicle, and actuate a plurality of actuator means each to control a respective vehicle control interface, wherein the control system is configured to repeatedly actuate at least one of the plurality of actuator means and wherein the time between successive actuations of the actuator means is different. The processors are further configured to detect a change in one or more network signals, and determine a condition of the vehicle in dependence on the change in the network signal. The present invention replicates vehicle behaviour, and fault conditions by testing the actuators, in order to determine a vehicle condition. In the present invention the interface is being interacted with via the actuators, reproducing what occurs during normal vehicle operation. There are no additional signals (commands) introduced into the vehicle. Therefore, the control system is passive, and does not introduce noise into vehicle systems. Thus, conditions and faults in vehicle components are easier to detect. The one or more processors may be further configured to output a notification signal comprising information on the condition of the vehicle. The vehicle control interfaces may be human-machine interfaces. The human-machine interfaces may be a button, a switch, or a touch screen. Thus, the actuation may be a manual actuation, rather than the interface being operated via internal signals. The time between successive actuations of at least one of the plurality of actuator means may be configured to increase or decrease. This is advantageous as testing for certain conditions (e.g. faults) in a vehicle may be sensitive to how closely actuations are spaced. In this way, a changing time period between successive actuations can be introduced. The time between successive actuations of at least one of the plurality of actuator means may be configured to increase by 10 ms each time. The time between successive actuations of at least one of the plurality of actuator means may be determined in dependence on the change in network signals. Thus, the output signals monitored determine the time between successive actuations. This is advantageous because, for example, if a variation is detected, the control system can repeat or shorten the time between successive actuations to gain more information. In another aspect of the invention there is provided a testing system fortesting a condition in a vehicle, the testing system comprising a plurality of actuator means each for controlling a respective vehicle control interface, and a control means according to the invention. The actuation means may comprise a housing unit with actuator rods and a control motor, wherein the control motor is configured to actuate the actuator rods to interact directly with one or more vehicle control interfaces of a vehicle. The actuation may cause a direct interaction of the actuator means and the vehicle control interface. The actuator means may comprise an actuator rod that is configured to interact with the vehicle control interface. The vehicle control interface may be a key fob having a lock button and an unlock button and the actuation means may comprise two actuator rods, one of which is configured to press the lock button and one of which is configured to press the unlock button on the key fob. Actuating the actuator rods to press the lock and unlock buttons on the key fob may cause electrical contacts in the car to open and close respectively. The vehicle control interface may be a start / stop button (e.g., an ignition) having a start function and a stop function and the actuation means may comprise an actuator rod which is configured to press the start / stop button thereby to actuate start and stop functionality. The testing system may comprise a plurality of actuator means, each of which is configured to control a different vehicle control interface. In the control system of testing system according to the invention, the network signal may be battery voltage. In the control system of testing system according to the invention, the network signals maybe monitored using CAN signals. In another aspect of the present invention there is provided a method fortesting a condition in vehicle. The method comprises receiving network signals from the vehicle via a diagnostic outlet of the vehicle; actuating a plurality of actuator means each to control a respective vehicle control interface, the plurality of actuator means being repeatedly actuated and wherein the time between successive actuations of at least one of the plurality of actuator means is different; detecting a change in one or more network signals; and determining a condition of the vehicle in dependence on the change in the network signal. In some embodiments, determining a condition of the vehicle comprises diagnosing a fault of the vehicle. Computer readable instructions which, when executed by a computer, may be arranged to perform the method of the present invention. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in anyway and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a block diagram of a control system in accordance with an embodiment of the present invention; Figure 2 shows a schematic diagram of a vehicle, illustrating vehicle architecture and diagnostic outlets; Figure 3A shows example network signals that may be received and monitored by the control system of Figure 1, in accordance with an embodiment of the present invention; Figure 3B shows the network signals of Figure 3A over a longer time period; Figure 3C shows the network signals of Figures 3A and 3B, when there is a fault in the vehicle; Figure 3D shows the network signals and fault of Figure 3C over a shorter time period; Figure 4 shows a block diagram of a testing system comprising the control system of Figure 1, in accordance with an embodiment of the present invention; Figure 5A shows a schematic diagram of a housing unit of the actuator means of Figure 4; Figure 5B shows a schematic diagram of the housing unit of Figure 5A comprising two actuator rods, in accordance with an embodiment of the present invention; Figure 5C shows a schematic diagram of a key fob; Figure 5D shows a schematic diagram of the arrangement of two actuator rods and a key fob in a housing unit, in accordance with an embodiment of the present invention; Figure 6 shows a flowchart of a method for a control system in accordance with an example of the present invention; Figure 7 shows a flowchart of a method for testing a condition in vehicle, in accordance with an embodiment of the present invention; and Figure 8 shows a schematic diagram of a housing unit of an actuator means of Figure 4. DETAILED DESCRIPTION There is a need to provide improved methods fortesting a condition, or diagnosing a fault in a vehicle, so that the root cause can be quickly identified and resolved. Vehicle components are all interconnected, and controlled centrally via vehicle control interfaces. Thus, for a fault that occurs on actuation of a vehicle control interface, it is difficult to determine the vehicle component responsible forthat fault. Current testing methods typically only work when a vehicle is powered on, and so any problems that occur between on and off states cannot be detected. Additionally, although there are detection methods that simulate a vehicle network wake up, or software methods that change the core vehicle software to manipulate and test a fault reaction, these methods are invasive, and thus influence the behaviour of the vehicle network. As a result, any vehicle condition, or fault, may be hidden. The present disclosure addresses the above-described challenges by providing a control system fortesting a condition in a vehicle. The control system receives vehicle network signals, which indicate how vehicle components are operating, from a vehicle, and actuates an actuator to control a vehicle control interface repeatedly. The control system detects any changes in network signals that occur as a result of the actuation, and then determines a condition of the vehicle. In this way, as the system replicates vehicle behaviour by actuation of a vehicle-control interface (rather than introducing any additional signals or changing the vehicle design) the control system is able to detect conditions of vehicle components in a passive manner. Figure 1 is a schematic diagram of a control system 100 fortesting a condition in a vehicle in accordance with embodiments of the present invention. The control system 100 may be used with an actuator means such as that illustrated in Figures 4, 5A to 5D and 8, and with the method 700 illustrated in Figure 7. As illustrated, the control system 100 comprises an input 140 coupled to a processor 120, which is in turn electrically coupled to a memory 130. The processor 120 may be one or more electronic processing device 120 which operably executes computer-readable instructions. The memory 130 may be one or more memory device 130. The memory 130 is configured to store instructions, and the processor 120 is configured to access the memory 130 and execute the instructions stored thereon. The instructions may cause the processor to perform any of the methods described herein, such as the method 700 described below. Briefly, the processor 120 is collectively configured to receive network signals from the vehicle via a diagnostic outlet of the vehicle, and actuate an actuator means to control a vehicle control interface, wherein the control system is configured to repeatedly actuate the actuator means and wherein the time between successive actuations of the actuator means is different. The processors are further configured to detect a change in one or more network signals, and determine a condition of the vehicle in dependence on the change in the network signal. In more detail, the control system 100 is used fortesting a condition in a vehicle. The condition may be related to any component in the vehicle, for example battery contactors, wing mirrors, locking mechanisms, among many other examples. Examples of conditions that may be tested for by the vehicle therefore include faults (such as charging or lighting problems), or robustness of the actuator means (such as a key fob or switch inside the vehicle). The control system may also be used to determine the condition of the actuator means after its typical lifecycle is complete. This may be useful to more accurately determine the life cycle of actuator means. The control system 100 is configured to receive network signals from a vehicle via a diagnostic outlet of the vehicle. The network signals are received via the input 140. Network signals are electrical signals comprising data indicative of the operation of the vehicle and vehicle components. Thus, the control system 100 receives information on how different vehicle components are operating. Examples of network signals that are received by the control system include battery voltage, Electric Motor (EM) Operating mode (e.g., failure, voltage mode), central lock status and central lock or unlock requests on doors, mirror fold status on mirrors, battery contact status, battery weld status, battery isolation status, among many others. The network signals are received from vehicle network architecture onboard a vehicle via the diagnostic outlets. A schematic diagram illustrating a vehicle 200 with vehicle network architecture 210 and a diagnostic outlet 220 is shown in Figure 2. The diagnostic outlet 220 provide an interface for connecting a diagnostic tool (such as the control system 100 of the present invention) to the vehicle’s onboard vehicle architecture 210. The vehicle network architecture 210 is a system that enables communication between, and controls, all internal components of a vehicle 200, such as battery management systems, door lock mechanisms 230, battery contact states 232, battery voltage 234, lights, anti-lock braking systems, and sensors. Therefore, through the diagnostic outlet 220, the control system 100 receives data on different vehicle components (the network signals). Although only one outlet 220 is illustrated, in some examples the vehicle 200 may comprise many diagnostic outlets 220, each corresponding to a different sub-system of the vehicle’s network architecture 210. The control system 100 is configured to actuate an actuator means to control a vehicle control interface, wherein the control system is configured to repeatedly actuate the actuator means and wherein the time between successive actuations of the actuator means is different. In other words, the control system instructs an actuator to interact repeatedly with a vehicle control interface. In some embodiments, the vehicle control interface is a human-machine interface such as a button (e.g., lock and unlock buttons on a key fob), a switch (e.g., switches for opening and closing windows), ora touch screen. In such embodiments, the actuator means repeatedly presses buttons, switches, or a portion of the touch screen respectively. Thus, the actuation described herein is a manual actuation, and not operated via internal control signals. In some embodiments, the control system 100 is configured to actuate a plurality of actuator means to control a respective plurality of vehicle control interfaces. For example, the control system 100 may be configured to actuate lock and unlock buttons on a key fob in addition to actuating a start-stop button of the vehicle 200. As noted above, the time between successive actuations of the actuator means is different. That is, there is not a set time interval between each actuation. This allows the control system 100 to test how the time between successive actuations of the vehicle control interface affects different vehicle components. Multiple actuations in quick succession may negatively affect vehicle components, as is described later. As noted above, in some embodiments, the control system 100 is configured to actuate a plurality of actuator means to control a respective plurality of vehicle control interfaces. In such cases, the time between successive actuations of the actuator means and / or the time between relative actuation of the different actuator means of the plurality of actuator means may be different. In some embodiments, the time between successive actuations of the actuator means and / or respective actuator means of a plurality of actuator means is configured to increase or decrease. For example, in embodiments where the time between successive actuations is configured to increase, the time between a first and second actuation may be 1s, the time between the second and a third actuation may 2s, and the time between the third and a fourth actuation may be 4s. Alternatively, the time between successive actuations may increase or decrease by a set amount at each time step (e.g., 10ns). Furthermore, in some embodiments, the time between successive actuations of the actuator means and / or respective actuator means of a plurality of actuator means is determined in dependence on a change in network signals, as is discussed in more detail below. The control system 100 is configured to detect a change in one or more network signals. In other words, the control system 100 is continually monitoring the network signals received via the diagnostic outlets, and detects any variation in the received signals. Figures 3A to 3D illustrate examples of various network signals that may be monitored by the control system. In some embodiments, the network signals may be monitored using CAN signals. The examples illustrated in Figures 3A to 3D show a group of network signals that may be monitored in embodiments where the vehicle control interface is key fob having lock and unlock buttons. The key fob may be actuated using the actuation means shown in Figure 4. Figures 3A to 3D show 9 signals that may be monitored: keypress cycle 300 (indicating when the lock or unlock buttons are pressed), central locking network signal 305, isBIGSpeedF 310 (indicating operation of an electric power inverter converter B (EPICB), a safety critical sensor comparator circuit), electric motor (EM) voltage 315, battery contact status 320 (i.e., if the battery contacts are open or closed), battery contact request 325, battery voltage 330, operating mode request 335, and operating mode 340. The operating mode network signal 340 is used to monitorthe operating status of the vehicle. Figure 3A shows the network signals monitored as the lock, then unlock, then lock buttons on the key fob are pressed. In Figure 3A, the vehicle is operating as expected. Pressing the lock and unlock buttons on the key fob is monitored by the keypress cycle network signal 300. As illustrated, locking 345 the vehicle causes the central locking network signal 305 to change to ‘key out’. Locking 345 the vehicle also requests the battery contacts to open 350, as shown by the change in the battery contact request network signal 325 (closed to open). After the change in battery contact request 350, there is a short delay, and then the battery contacts open 355, shown in the graph of the contactor status network signal 320. At the same time as the battery contacts open 355, the operating mode request network signal 340 requests discharge 360 (standby to unused). This in turn changes the operating mode of the vehicle to discharge mode 365, as indicated by the operating mode network signal 340. When the battery contacts open 355 and the operating mode enters discharge mode 365, the battery voltage drops 370 (due to discharging of the battery), as shown in the battery voltage network signal 330. The drop in battery voltage is small, and returns to its previous level shortly after the unlock button on the key fob is pressed 375. Figure 3B shows the same network signals as Figure 3A, showing monitoring over a multiple lock and unlock cycles. The time between cycles is increased by 100 ms each time. A clear repetitive pattern is shown in each of the network signals, indicating that the key fob, and all monitored components are operating correctly. Additionally, the peaks of battery voltage network signal 330 can be seen to be decreasing overtime, indicating that the battery is discharging more each cycle. Turning to Figure 3C, Figure 3C shows the same network signals as Figures 3Aand 3E3, again showing multiple lock and unlock cycles. However, Figure 3C shows an example of monitored signals showing a fault. As illustrated in the graphs showing the operating mode 340, battery voltage 330, EM voltage 315, and isBigSpeedF 310 network signals, there is a change in the expected graph patterns at approximately 304s, i.e., a change in the monitored network signals. In the operating mode network signal 340, the operating mode does not return to ‘standby’ after ‘discharge mode’, as occurs between 170 and 300s. Instead, at 304s the vehicle goes into failure 380. At the time point when the operating mode enters failure 380, there is also a change in the network signal corresponding to battery voltage 330. This is shown in Figures 3C and Figure 3D, where Figure 3D shows the same network signals as Figure 3C over the single lock and unlock cycle at which the failure 380 occurs. As the network signal corresponding to battery voltage 330 also exhibits a change at ~304s, the system may determine that there is a problem with the battery, which is responsible for the vehicle failure 380. In more detail, the graph 330 shows that the battery voltage does not fully discharge before increasing again when the unlock button is pressed 375 on the key fob. In the illustrated embodiment, the control system tests for a fault that occurs as a result of repeated actuations of the lock and unlock buttons on a key fob. Monitoring the network signals allows the control system to determine that when there is a particular time period between actuating the lock and unlock button (approximately 3s in the example), there is a failure in the vehicle: the network signal isBIGSpeedF 310, shows an issue with the EPICB comparator circuit in the vehicle, where the battery voltage is too low during the comparator circuit input voltage check (a safety check). If no change in network signals is detected as the actuator means actuates the vehicle control interface, it can be determined that the particular components controlled by the vehicle control interface are operating correctly. Alternatively, a change in network signals that occurs during the actuation may indicate a problem in the operation of vehicle components controlled by the vehicle control interface. Any detected change in network signals may be provided as feedback to the control system for determining the time between successive actuations. Therefore, if a variation in a network signal is detected, the control system can change the time between successive actuations, based on the variation detected. For example, the control system may repeat the time interval for the subsequent actuation to obtain more information, or shorten the time between successive actuations to enhance any variation present in the network signal. The control system may also sweep the time to alter the time between successive actuations. The control system is configured to determine a condition of the vehicle in dependence on the change in the network signal. A condition may be a particular fault in the vehicle. Thus, through the change in one of the monitored network signals, a fault, and the cause of the fault, can be determined. In some embodiments, the system comprises a microcontroller (described later), and the microcontroller is programmed to determine the condition based on the change in network signal. The microcontroller may also be programmed to output a notification (for example an alarm) and / or a control signal in response to detecting a change in network signal. An example control signal may include instructing the vehicle to not enter sleep mode (decrease actuation duration), to allow more time for investigating an issue before sleep mode resets the fault. In some embodiments, the control system is further configured to output a notification signal comprising information on the condition of the vehicle. Providing this information, for example on a display, is useful as it allows an engineer to more easily determine the appropriate action to take to resolve any problem. The notification signal may comprise information such as the component affected, and the cause of the change in condition of the vehicle. The control system may also be configured to output a control signal. The control signal may be configured to correct a detected fault. In other words, if the control system determines that there is a fault in a particular vehicle component, the control system may output a control signal to that component to correct the fault. In some embodiments, the control signal may be configured to reboot the system (for example, if a vehicle component is found to be operating unusually), or to change the operating mode of the vehicle (for example, enter a low-power mode). Figure 4 shows a block diagram of a testing system 400 fortesting a condition in a vehicle in accordance with an embodiment of the present invention. The testing system comprises an actuator means 410 for controlling a vehicle control interface, and the control system 100 described above and with reference to Figure 1. The actuator means 410 and control system 100 are communicatively coupled such that the control system 100 can provide a signal to the actuator means 410, instructing the actuator means 410 to actuate and control the vehicle control interface (e.g. a button, switch, or touch screen). In use, the testing system 400 is coupled to a diagnostic outlet 220 of the vehicle 200 to receive network signals. In some embodiments, the actuator means 410 controls multiple vehicle control interfaces. In some embodiments, the testing system 400 comprises a graphical user interface. The graphical user interface may be used to output information, such as to display received network signals from a vehicle via a diagnostic outlet of a vehicle, and / or to input instructions to control the timings and / or profiles of the actuations of the actuator means 410. For example, the graphical user interface may include visualisation of a press loop in which the time step per loop for each actuator means may be selected and altered. The maximum and minimum values for timings for actuations of actuator means 410 may be configurable via the graphical user interface. The network signals may be selected for output at the graphical user interface, for example, by a CAN signal selector and signal values may be displayed at the graphical user interface. The display and input controls forthe graphical user interface may be provided separately or may be integrated with one another, for example at a touch screen. This enables a user to program and / or actuate functions and review network signals. Such programming, actuating and reviewing may be done in real-time. In some embodiments, the testing system comprises a countdown timerthat indicates when a function will be actuated, thereby enabling a user dynamically to track network signal outputs as a function of actuation and / or adapt the actuation in real-time. In some embodiments, the actuator means 410 and the control system 100 are communicatively coupled such that the actuator means 410 comprises a remote satellite unit to enable remote communication between the control system 100 and the actuator means 410. This enables control of actuation signals and / or analysis of network signals to be performed without having the control system 100 and / or graphical user interface at the same location as the actuator means 410. In some embodiments, the control system 100 is configured to store data locally. For example, network data generated in response to actuation of the actuator means 410, may be stored locally in the memory 130 of the control system 100, which is optionally integrated with the actuator means 410 as part of the testing system 400. Alternatively, or additionally, network signals generated in response to actuation of the actuator means 410 are logged in one or more additional and / or different memories of the testing system 100. Alternatively, or additionally, data may be stored and / or sent to one or more devices in remote communication with the controller 100. In an example, network signals in the form of raw CAN data are stored locally in the memory 130 of the control system 100 at the testing system 400. The control system 100 may be configured to save the raw CAN data generated in response to actuation of the actuator means 410 in an appropriate format, e.g., ASC format on an SD card, thereby facilitating local recording of data for remote playback and analysis using CAN signal analyser tools. Figures 5A to 5D then illustrate components of an actuation means 410 that may be used with the testing system 400 of Figure 4, in accordance with an embodiment of the present invention. In the described embodiment, the actuation means 410 comprises a housing unit 510 (Figure 5A) with a recess configured to receive a vehicle control interface, actuator rods 520 (Figure 5B) and a microcontroller. The actuation means 410 also comprises a control motor, however this is not illustrated. In the illustrated embodiment, the vehicle control interface being actuated by the actuation means 410 is a key fob 530 (Figure 5C). In use, the key fob 530 is placed in the housing unit 510, and the control motor is configured to actuate the actuator rods 520 to interact directly with the key fob (Figure 5D). In some embodiments the vehicle control interface is a key fob having lock and unlock buttons. The actuation means 410 comprises two actuator rods 520, one of which is configured to press the lock button and one of which is configured to press the unlock button on the key fob. A photograph illustrating the actuation means comprising two actuator rods 520 is illustrated in Figure 5B. In use as a testing system 400, the control system 100 is coupled to a diagnostic outlet 220 of a vehicle 200, and receives network signals via the diagnostic outlet 220. The network signals being received, and thus monitored, are chosen to relate to the vehicle control interface being controlled. Therefore, in the present embodiment where the vehicle control interface is a key fob, the network signals shown in Figures 3A to 3D should be monitored, as pressing lock and unlock buttons impacts these signals. The control system instructs the control motor to drive the actuation rods 520 to press the lock and unlock buttons repeatedly. Actuating the actuator rods 520 to press the lock and unlock buttons on the key fob causes electrical contacts in the car to open and close respectively. The time between pressing the lock and unlock buttons is variable, as described previously, and is set prior to conducting the test by the microcontroller. Repeated actuation of the key fob lock (repeatedly pressing the lock and unlock buttons) in quick succession may affect network signals, for example battery voltage, vehicle operating mode, as illustrated in Figures 3C and 3D. Any change in the network signals, caused by the interaction between the key fob and actuator means 410, is detected by the control system 100. This change can be used to determine the fault in the vehicle 200. In some embodiments, the testing system 400 comprises a plurality of actuator means 410, each of which is configured to control a different vehicle control interface. For example, the system may comprise a first actuator means for controlling a key fob, as described above, and a second actuator means, configured to control a touchscreen display. In this way, multiple interfaces can be tested simultaneously. Accordingly, since more network signals are monitored, the condition of the vehicle 200 can be determined more quickly. Figure 8 illustrates components of a plurality of actuator means 410 that may be used with the testing system 400 of Figure 4, in accordance with an embodiment of the present invention. In the described embodiment, the plurality of actuator means 410 comprises a housing unit 810 with a recess 830 configured to receive a vehicle control interface (such as that of the key fob 530 described herein), actuator rods 820 configured to interact with a vehicle control interface received in the recess 830, an actuator rod 840 configured to interact with a vehicle control interface positioned at the end 850 of the actuator rod 840 and one or more microcontrollers . The actuator means 410 also comprises one or more control motors, however these are not illustrated. In the illustrated embodiment, the vehicle control interfaces being actuated by the actuator means 410 are a key fob, such as the key fob 530 described with reference to Figure 5 and a start / stop (e.g., ‘ignition’) switch positioned at the end 850 of the actuator rod. A start / stop switch is used for starting and stopping an engine of the vehicle, or in an electrified vehicle for powering up and powering down the powertrain of the vehicle, or may otherwise be used for starting and stopping auxiliary power mode of a vehicle. Typically, the start / stop switch is a physical switch of the vehicle and is located at any suitable location in a vehicle, for example on or in proximity to a dashboard of the vehicle. In use, the key fob 530 is placed in the housing unit 810, and control motors of the actuator means 410 are configured to actuate the actuator rods 820 to interact directly with the key fob 530 and to interact directly with the start / stop switch positioned at the end 850 of the actuation rod 840. In some embodiments the key fob vehicle control interface is a key fob having lock and unlock buttons. The actuator means 410 comprises two actuator rods 820, one of which is configured to press the lock button and one of which is configured to press the unlock button on the key fob. In use as a testing system 400, the control system 100 is coupled to a diagnostic outlet 220 of a vehicle 200 and receives network signals via the diagnostic outlet 220. The network signals being received, and thus monitored, are chosen to relate to the vehicle control interface being controlled. Therefore, in the present embodiment where the vehicle control interfaces include a key fob and a start / stop switch, the network signals shown in Figures 3A to 3D may be monitored, as pressing the start / stop switch in combination with lock and unlock buttons impacts these signals. In further examples, any relevant network signals are monitored in order to determine faults as a result of repeated actuation of the plurality of actuator means 410. The control system instructs the control motor to drive the actuation rods 820 to press the lock and unlock buttons repeatedly. Actuating the actuator rods 820 to press the lock and unlock buttons on the key fob causes electrical contacts in the car to open and close respectively. The control system also instructs the control motor to drive the actuation rod 840 to press the start / stop switch repeatedly. Actuating the actuator rod 840 to press the start / stop switch causes electrical contacts in the car to open and close respectively. The time between pressing the start / stop switch and / or the lock and unlock buttons is variable, as described previously, and is set prior to conducting the test by the microcontroller. Alternatively or additionally, the actuation timing and profiles are dynamically set by a user in response to receiving network signals at the controller 100. Repeated actuation of the key fob lock (repeatedly pressing the lock and unlock buttons) in quick succession may affect network signals, for example battery voltage, vehicle operating mode, as illustrated in Figures 3C and 3D. In combination with repeated actuation of the start / stop switch, any change in the network signals, caused by the interaction between the start / stop switch, key fob and actuator means 410, is detected by the control system 100. This change can be used to determine the fault in the vehicle 200. In some embodiments, the testing system 400 comprises a plurality of actuator means 410, each of which is configured to control a different vehicle control interface. Whilst in the embodiment of Figure 8 the system comprises a first actuator means for controlling a key fob, as described above, and a second actuator means, configured to control a start / stop switch, in further examples of the embodiment, the first and second actuator means may be configured to interact with alternative or additional vehicle control interfaces. For example, the first actuator means may be configured to interact with a vehicle fob and the second actuator means may be configured to interact with a touchscreen display. In this way, multiple interfaces can be tested simultaneously. Accordingly, since more network signals are monitored, the condition of the vehicle 200 can be determined more quickly. Figure 6 is a flowchart of an example method 600 for setting up the testing system shown in Figure 5. As shown in Figure 6, the method comprises firstly removing, at Step 610, the actuator rods from the housing unit. Then removing the plastic cover or case from the key fob so as to allow the actuator rods to contact the lock and unlock buttons directly. This prevents damage to the plastic cover. At Step 620, placing the key fob into the housing unit. The method then comprises reinserting, at Step 630, the actuator rods into the housing unit, and then configuring, at Step 640, a microcontroller to set the time between subsequent actuations. The time between subsequent actuations may be configured to increase, decrease, or to change in dependence on the network signals, as described previously. The method further comprises coupling, at Step 650, the control system to the vehicle (via the diagnostic outlets) such that the control system is in communication with the vehicle architecture, and then loading, at Step 660, the monitoring software on the control system. Finally, the method comprises activating, at Step 670, the testing system to start the vehicle testing. Starting vehicle testing involves the control system instructing the control motor to begin actuation of the actuator means, and also to begin receiving and monitoring network signals. The example method 600 of Figure 6 may also be applied to setting up the testing system shown in Figure 8. In such an example, the same steps may be taken to configure the actuator rods 820 to interact with the key fob, couple the control system to the vehicle, load the monitoring software and activate the testing system to start the vehicle testing. Additionally, the actuator 840 is configured to interact with the start / stop switch. Either at step 640 or in a step that is performed separately and / or concurrently, the microcontroller may be configured to set the time between subsequent actuations. The time between subsequent actuations may be configured to increase, decrease, or to change in dependence on the network signals, as described previously. Figure 7 is a flowchart of a method 700 fortesting a condition in a vehicle. The method may be used with the testing system shown in Figure 4. Briefly, the method comprises receiving, at Step 710, network signals from the vehicle via a diagnostic outlet of the vehicle, actuating, at Step 720, an actuator means to control a vehicle control interface, the actuator means being repeatedly actuated and wherein the time between successive actuations of the actuator means is different, detecting, at Step 730, a change in one or more network signals, and determining, at Step 740, a condition of the vehicle in dependence on the change in the network signal. The method 700 allows for simple set-up for testing of multiple components controlled by a single vehicle control interface. Thus, the component experiencing a fault as a result of multiple actuations in quick succession can be easily determined. In an alternative implementation of the method 700 for testing a condition in a vehicle, at Step 720 a plurality of actuator means to control respective vehicle control interfaces are actuated, the plurality of actuator means being repeatedly actuated and wherein the time between successive actuations of the actuator means and / or each respective actuator means is different, detecting, at Step 730, a change in one or more network signals and determining, at Step 740, a condition of the vehicle in dependence on the change in the network signal. Turning now to other embodiments, it will be appreciated that the method 700 may be embodied in a computer program. For example, a computer program product may comprise a computer readable medium, the computer readable medium having computer readable code embodied thereon. The computer readable code can be configured such that, on execution by a suitable computer or processor, the computer or processor is caused to perform the method or methods described herein (such as the method 700). It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A control system for testing a condition in a vehicle, the control system comprising one or more processors collectively configured to:receive network signals from the vehicle via a diagnostic outlet of the vehicle;actuate a plurality of actuator means to control a respective vehicle control interface, wherein the control system is configured to repeatedly actuate each of the plurality of actuator means and wherein the time between successive actuations of at least one of the plurality of the actuator means is different;detect a change in one or more network signals; anddetermine a condition of the vehicle in dependence on the change in the network signal.

2. The control system of Claim 1, wherein the one or more processors are further configured to output a notification signal comprising information on the condition of the vehicle.

3. The control system of Claims 1 or 2, wherein at least one of the respective vehicle control interfaces is a human-machine interface.

4. The control system of Claim 3, wherein the at least one of the respective human-machine interfaces is a button, a switch, or a touch screen.

5. The control system of any preceding claim, wherein the time between successive actuations of at least one of the plurality of actuator means is configured to increase or decrease.

6. The control system of any preceding claim, wherein the time between successive actuations of at least one of the plurality of the actuator means is determined in dependence on the change in network signals.

7. A testing system for testing a condition in a vehicle, the testing system comprising:a plurality of actuator means each for controlling a respective vehicle control interface;a control means according to any one of claims 1 to 6.

8. The testing system of Claim 7, wherein at least one of the plurality of actuator means comprises an actuator rod that is configured to interact with the respective vehicle control interface.

9. The testing system of Claim 8, wherein the respective vehicle control interface is a key fob having a lock button and an unlock button and the at least one of the plurality of actuator means comprises two actuator rods, one of which is configured to press the lock button and one of which is configured to press the unlock button on the key fob.

10. The testing system of Claim 9, wherein actuating the actuator rods to press the lock and unlock buttons on the key fob causes electrical contacts in the vehicle to open and close respectively.

11. The testing system of any one of Claims 8 to 10, wherein at least one other of the plurality of actuator means comprises an actuator rod that is configured to interact with a respective vehicle control interface.

12. The control system of Claims 1 to 6 or the testing system of Claims 7 to 11, wherein the network signal is a battery voltage.

13. The control system of Claims 1 to 6 or the testing system of Claims 7 to 11, wherein the network signals are monitored using CAN signals.

14. A method fortesting a condition in vehicle, the method comprising:receiving network signals from the vehicle via a diagnostic outlet of the vehicle;actuating a plurality of actuator means each to control a respective vehicle control interface, each of the plurality of actuator means being repeatedly actuated and wherein the time between successive actuations of at least one of the plurality of actuator means is different;detecting a change in one or more network signals; anddetermining a condition of the vehicle in dependence on the change in the network signal.

15. Computer readable instructions which, when executed by a computer, are arranged to perform the method according to Claim 14.A

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