3631 results about "Electronic control unit" patented technology

A diagnostic system and method for identifying and resolving vehicle Controller Area Network (CAN) bus faults is disclosed. The system connects to a vehicle's data link connector (DLC) and automatically retrieves diagnostic trouble codes (DTCs) from multiple electronic control units (ECUs). It filters the DTCs to identify those related to CAN communication errors, groups repeated DTCs across ECUs to highlight systemic faults, and assigns repair priority based on status, scope, and criticality. A user interface displays prioritized DTCs with definitions, affected systems, possible causes, and repair guidance. Upon technician input, the system re-scans the network to confirm resolution and updates the display accordingly. The invention supports semantic and conceptual recognition of communication faults, enabling robust, language-agnostic analysis. This system reduces diagnostic time, improves repair accuracy, and supports multilingual or manufacturer-specific DTC definitions without requiring external infrastructure or advanced user expertise.

The invention relates to the field of vehicle braking fault detection, in particular to a real-time fault detection method for a vehicle electronic braking system, which comprises the following steps of: acquiring vehicle driving state data through a vehicle-mounted sensor network and an electronic control unit, calculating filtered residual data of a target wheel speed sensor, and calculating the filtered residual data of the target wheel speed sensor; establishing calibration reference parameters of the health state; performing conjoint analysis on the acceleration data and the residual fluctuation data of the vehicle to obtain a dynamic response adaptive adjustment factor of the vehicle; obtaining a tiny drift confirmation factor of the vehicle through the candidate residual error in the low dynamic interference state of the vehicle; continuous fault judgment is performed by combining the dynamic response adjustment factor and the tiny drift confirmation factor of the vehicle, and the fault judgment result of the wheel speed sensor is obtained, so that the accuracy and sensitivity of fault detection when tiny systematic deviation occurs to the wheel speed sensor are improved.

The invention provides a dynamic fault-tolerant control method based on an expected function safety mechanism, and the method comprises the steps: 1, selecting the model of a sensor, and enabling the sensor to be distributed at the periphery of a vehicle body; 2, building a decision algorithm model, carrying out environment scene recognition, planning a driving path and speed according to data obtained by a sensing layer, evaluating safety risks of different decisions, and carrying out judgment and decision making on various conditions; 3, control interfaces of a vehicle power system, a steering system and a braking system are established, and the electronic control unit converts a decision control instruction output by the decision algorithm model into actual vehicle operation through the control interfaces; 4, performing an expected function safety mechanism, performing real-time monitoring on state parameters of the vehicle, and analyzing detection data through a fault detection algorithm; 5, implementing a fault tolerance strategy; and 6, continuously monitoring the actual driving state and the system response condition of the vehicle, and adjusting the fault tolerance strategy.

A safety strategy determining method, applied to a hybrid transmission control unit (HTCU), and comprising: monitoring an environment signal in a hybrid transmission; when an error occurs to the environment signal, determining an abnormal event corresponding to the environment signal; analyzing the abnormal event, and determining a safety state corresponding to the abnormal event; on the basis of the safety state and the current gear of a vehicle, determining a safety strategy corresponding to the abnormal event, wherein the current gear comprises one gear in different driving modes, and the safety strategy comprises at least one of the following: maintaining the current gear, reverting the gear in the hybrid transmission to the current gear, and switching from the current gear to a corresponding downshifted gear; sending a gear switching request carrying the safety strategy to a vehicle electronic control unit (VECU), wherein the gear switching request is used for requesting the VECU to switch to a target gear on the basis of the safety strategy; and switching the gear in the hybrid transmission to the target gear. The problem of over-protection or under-protection in the hybrid transmission is avoided, and therefore the driving safety is improved. Also provided is a security strategy determining apparatus.

A system for creating online vectorized maps for autonomous vehicles includes an image sensor and an electronic control unit (ECU). The image sensor captures a series of image frames. The ECU includes a memory, a central processing unit (CPU), and a transceiver. The memory stores a semantic segmentation deep learning model and a vectorization post-processing module as computer readable code. The CPU executes the semantic segmentation deep learning model and the vectorization post-processing module to output a vectorized map of an external environment of a vehicle. The transceiver uploads the vectorized map to a server such that the vectorized map can be accessed by a second vehicle that uses the vectorized map to traverse the external environment.

The invention relates to a brake system including at least one brake with an electric brake actuator, at least one electronic control unit for controlling the at least one electric brake, and two different power supply units connected to the at least one electronic control unit and configured for supplying energy to the at least one electric brake actuator. The at least one electronic control unit comprises a first brake actuation system for activating the electric brake actuator and a redundant brake actuation system for activating the electric brake actuator in case of a failure of the first brake actuation system. The invention also relates to a method for using the brake system.

The invention discloses a digital twin intelligent test run system based on a marine medium-speed diesel engine and a monitoring method, relates to the technical field of monitoring, and is used for solving the problems of degeneration identification lag and low emission early warning precision of an oil injector. The system comprises a multi-source heterogeneous data preprocessing module and a running state intelligent diagnosis module. The multi-dimensional data acquisition module is used for acquiring in-cylinder pressure, crankshaft torsional vibration and transient air-fuel ratio signals to construct multi-dimensional data vectors, and the multi-dimensional data acquisition module is used for analyzing combustion fluctuation characteristics based on an attention mechanism LSTM (Long Short Term Memory) network, identifying early deterioration of an oil injector and outputting an oil injection consistency coefficient and a fault type identifier. The method comprises the steps that according to an oil injection consistency coefficient, electromagnetic valve response delay and combustion parameter correlation are tracked, a degradation trend is predicted, and emission early warning is generated; and according to prediction and early warning results, fuel injection compensation parameters are dynamically adjusted in the digital twinborn model, a recursive least square method is adopted to identify combustion parameters and feed the combustion parameters back to an electric control unit, and self-adaptive optimization and closed-loop control in the test run stage are achieved.

The invention relates to the technical field of natural gas treatment, and particularly discloses a turbine and motor double-drive magnetic levitation natural gas expansion recompression unit, system and method, and the turbine and motor double-drive magnetic levitation natural gas expansion recompression unit comprises a natural gas expansion machine, a high-speed synchronous motor and a natural gas compressor which are coaxially and rigidly connected; the magnetic suspension supporting system comprises an expansion side magnetic suspension bearing arranged at the output end of the natural gas expansion machine and a compression side magnetic suspension bearing arranged at the input end of the compressor, and is used for realizing non-contact suspension and torque transmission of the rotor; the electric control unit comprises an electric appliance cabinet and a pressure sensor, a converter and a main controller are arranged in the electric appliance cabinet, the converter is connected with a power grid and the high-speed synchronous motor, and the main controller dynamically adjusts the operation mode and power of the high-speed synchronous motor by taking the outlet pressure of the natural gas compressor as a control variable. The natural gas compressor is driven by the natural gas expansion machine and the highly synchronous motor, the unit with the reverse power generation function is adopted, the operation flexibility of the unit is improved, and the comprehensive utilization rate of energy is remarkably increased.

In an aspect, systems and methods of connected nodes, including electronic control units (ECUs) in a vehicle, integrate remote direct memory access (RDMA) capabilities with time-sensitive networking (TSN) traffic shaper configurations in a manner that guarantees lossless, bounded-latency critical traffic (CT) streams, while also allowing for different classes of traffic to flow through the connected nodes. In another aspect, mechanisms are introduced to enable an automotive software framework (e.g., classic AUTOSAR) to support RDMA communications.

The invention provides a secure communication method and device for an upper computer and an ECU (Electronic Control Unit), a storage medium and a program product, which are respectively applied to an upper computer end and an ECU end, and the method comprises the following steps: the upper computer obtains an encryption public key of the ECU and a decryption private key of the upper computer, generates a session key for data encryption and decryption, and sends the session key to the ECU; and the session key is subjected to double encryption by sequentially using an encryption public key of the ECU and a decryption private key of the ECU, and a communication ciphertext is generated and sent to the ECU end. And after receiving the communication ciphertext, the ECU end performs dual decryption by using the encryption public key of the upper computer and the decryption private key of the ECU end in sequence, so that the session key is recovered. And after the key negotiation is completed, the two parties encrypt and decrypt communication data through a symmetric encryption mode based on the session key. According to the invention, a hybrid encryption communication mechanism taking the public key infrastructure as the root of trust is constructed, confidentiality and integrity protection of communication data is realized, and the authentication capability of the identity of the communication entity is remarkably enhanced.

A converter system, e.g., for vehicle-to-vehicle charging, includes galvanically-isolated modular first and second converters having the same maximum voltage rating, a direct current (DC) voltage bus interconnecting the converters, and an electronic controller. An input voltage to the DC bus is converted into an output voltage via switching control signals to the modular converters. The system's voltage rating may equal the maximum of the input and / or output voltage, or it may equal the maximum input voltage and be about 50-percent of the maximum output voltage. The maximum input and output voltages may be equal. When the voltage rating is about 50-percent of the maximum input voltage, capacitors may be connected in parallel with the modular converters on an input side thereof. Switching circuits may be connected to the bus to control the conversion of the input voltage via switching control signals.

According to the mass center self-balancing chassis system for U-rib weld defect detection and the control method, the problem that when detection equipment moves on a U-rib curved surface, the precision is reduced due to mass center deviation and view field inclination can be solved. The system integrates a Mecanum wheel omni-directional moving unit, four groups of electric telescopic supporting legs, a two-axis holder and an ECU (electronic control unit), and has the innovation point that dynamic mass center balance and posture self-correction are realized through rigid-flexible combined supporting leg design and multi-modal sensing fusion. The ECU adopts an improved Canny algorithm to process the image, extracts a U rib edge point set and fits a reference center; in combination with pressure and tilt angle sensor data, a real-time mass center is solved through a moment balance formula, and then an improved self-adaptive PID algorithm is used for driving the supporting legs to stretch out and draw back, so that the mass center returns to a reference center; the two-axis holder compensates the view field angle according to the inclination angle data to ensure that the view field angle is perpendicular to the weld joint. Through cooperation of a mechanical structure and an algorithm, the system can control centroid offset to be smaller than or equal to 5 mm and view field inclination to be smaller than or equal to 1 degree, the detection stability and precision are remarkably improved, and the algorithm is easy to deploy.

A vehicle information communication system including a center device and an in-vehicle device is provided. When pieces of configuration information regarding configurations of respective devices are received from electronic control units, the in-vehicle device transmits a configuration information list including the pieces of configuration information to the center device. The center device includes a configuration information storage unit storing the configuration information list approved with respect a vehicle type, compares the configuration information list received from the in-vehicle device with the configuration information list stored in the configuration information storage unit. When the center device determines that the configuration information list received from the in-vehicle device is disapproved, the center device transmits a presence of abnormality to the in-vehicle device.

A vehicular camera monitoring system includes an electronic control unit (ECU) at a vehicle and a support arm movably disposed at a side portion of the vehicle, with the support arm having a base end attached at the side portion of the vehicle and a distal end opposite the base end. A camera is disposed at the distal end of the support arm. The support arm is movable between a stowed position and an extended position. A cover element covers an aperture at the side portion at least when the support arm is in the extended position. The camera, when the support arm is in the extended position, captures image data and provides captured image data to the ECU, which processes the provided image data for (i) display of video images derived from provided image data and / or (ii) detection of an object in the field of view of the camera.

Embodiments disclosed herein are directed to a system for controlling a vehicle through an intersection. The system includes a server-computing device, a sensing system, and an electronic control unit that has a processing device and a memory device that stores logic, when executed by the at least one processing device, causes the electronic control unit to produce a rumble strip haptic feedback at a first zone prior to the intersection, slow the vehicle down at a predetermined deceleration rate when the sensing system indicates a driver is not paying attention, autonomously navigate the intersection if the driver is determined to be paying attention in a second zone when the driver was not paying attention in the first zone, the second zone is prior to the intersection, and autonomously stop the vehicle when the driver was not paying attention in the second zone after not paying attention in the first zone.

A custom application system for safe vehicle operation is described. In one or more implementations, a single electronic control unit (ECU) of a vehicle controls safe operation of the vehicle and also executes applications, e.g., third party applications, within a partition that isolates execution of the applications from components responsible for the vehicle's safe operation. In accordance with the described techniques, the ECU includes a first processor to execute the applications and a second processor to maintain an operating state of the vehicle within a safe operating envelope of the vehicle. The second processor receives requests from the applications executed by the first processor and arbitrates them based on satisfying safety rules for the vehicle.

Power tools described herein include an electric motor, a driver blade, a trigger switch, a safety switch, and an electronic controller. The electronic controller is connected to the electric motor, the trigger switch, and the safety switch. The electronic controller is configured to initiate a retraction cycle by controlling the electric motor to move the driver blade from a first position to a second position, determine a position of the driver blade during the retraction cycle, initiate, in response to the position of the driver blade exceeding a first threshold, a braking cycle at the electric motor, and abort, in response to detecting a first activation of the trigger switch and a second activation of the safety switch, the braking cycle.

Various systems and methods are presented regarding a threat analysis and risk assessment (TARA) system for implementation during design of a device, such as a software-defined vehicle. The system can be implemented across a manufacturing organization and combines knowledge from a range of entities, e.g., software programmers, hardware designers, network designers, and suchlike. Items and assets can be utilized to define respective features of components, e.g., defining software functionality, electronic control unit (ECU) configuration, a communication network connecting one or more ECUs and various signal inputs / outputs, etc. By representing components / features as items and assets, knowledge regarding potential / actual threats (e.g., cybersecurity attack(s)) can be respectively applied, damage scenarios and mitigation identified, threat risks assessed and reduced, with the whole system iteratively updated in response to newly derived configurations and knowledge regarding component of interest. Respective entities can apply their knowledge to supplement knowledge across the system, enabling interaction from multiple sources.

In certain embodiments, a communication system includes a network server configured to provide a secure data fabric, a network device connected to the secure data fabric, and a vehicle in communication with the network and connected to the secure data fabric. The secure data fabric includes cell modules, and each cell module includes a fabric hub, a vehicle model, a signal model, and a first protocol with publication and subscription. The vehicle includes electronic control units (ECUs) connected to an ECU bus. One of the ECUs includes a fabric node, and is configured to exchange messages, including the data from the vehicle model, with the fabric hub according to the first protocol, convert the data from the vehicle model to data from the signal model, and exchange messages, including the data from the signal model, with the ECUs according to a second protocol.

Examples relate to methods and systems for selective communication with electronic control units (ECUs) of a vehicle. A vehicle scan tool can provide user-selectable controls that correspond to predetermined group of ECUs representing subsets of all of the ECUs located in a vehicle. In response to receiving a selection of a particular user-selectable control, the scan tool transmits one or more first vehicle data messages with a diagnostic trouble code request to the predetermined group of ECUs associated with the selected option. The diagnostic trouble code request can include a request to clear one or more diagnostic trouble codes in the predetermined group of ECUs or a request to respond with a status of one or more diagnostic trouble codes being set in the predetermined group of ECUs. The scan tool can communicate with multiple subsets of ECUs when the user selects multiple user-selectable controls.

A vehicle control device has a vehicle body, a locking unit, an electronic signal transmission unit mounted on the vehicle body, and an electronic portable device in wireless communication with the electronic signal transmission unit. The electronic signal transmission unit detects a location of the electronic portable device with respect to the vehicle body. The electronic controller has a computer readable medium storing a threshold detection range between the electronic portable device and the vehicle body. The electronic controller is programmed to control the locking unit to be in the unlock permissible state when the electronic portable device is determined to be within the threshold detection range. The electronic controller is further programmed to automatically update the threshold detection range to a customized detection range upon determining that the locking unit is in an unintentional unlock permissible state.

A system for destructive braking system for an autonomous truck traveling on a roadway includes an electronic control unit (ECU) configured for controlling a transmission for the autonomous truck. The destructive braking system includes an electronic control unit (ECU) configured to drop a component of the autonomous truck onto the roadway. The system includes a processing system communicatively coupled to the ECU, the processing system including at least one processor coupled to a memory. The memory stores executable instructions that, upon execution by the processor, configure the processor to: receive an indication the autonomous truck will unavoidably collide with an object, determine to employ destructive braking, and instruct the ECU to initiate movement of the component of the autonomous truck onto the roadway to reduce momentum of the autonomous truck.

The invention provides a new energy automobile in-vehicle network real-time intrusion detection system based on edge computing, which relates to the field of new energy automobile network security and intrusion detection and comprises an in-vehicle edge computing node, a vehicle-mounted communication interface and a regional collaboration module. The in-vehicle edge computing node, the vehicle-mounted communication interface and the regional collaboration module form a distributed collaboration architecture to realize in-vehicle network real-time intrusion detection and dynamic defense, and the in-vehicle edge computing node is deployed in a vehicle electronic control unit and a gateway, collects and analyzes network traffic and sensor data, executes a local defense decision, and sends the local defense decision to the regional collaboration module. The system monitors the controller local area network flow, the electronic control unit state and the sensor signal of the in-vehicle network in real time through edge calculation, network abnormity and physical attack signs can be found in time, the safety risk caused by delay detection is effectively avoided, and the efficiency and timeliness of in-vehicle network monitoring are improved. The system adopts intelligent analysis methods such as a topological immune reconstruction algorithm and a photon trajectory aggregation algorithm.

The invention relates to a vehicle remote diagnosis method and system and a medium, and the method comprises the steps: collecting diagnosis data from a vehicle, and the diagnosis data comprises vehicle controller area network data, vehicle electronic control unit logs, fault diagnosis codes and vehicle driving data; transmitting the diagnosis data to a cloud platform through a wireless network; analyzing the diagnosis data on the cloud platform by using an artificial intelligence model, wherein the artificial intelligence model comprises a fault diagnosis model and a fault prediction model; generating a diagnosis result based on an analysis result of the artificial intelligence model, wherein the diagnosis result comprises current fault diagnosis and potential fault prediction; sending the diagnosis result to the vehicle or the user equipment; and executing corresponding maintenance or preventive maintenance operation based on the diagnosis result. According to the invention, real-time monitoring, remote diagnosis and predictive maintenance of vehicle faults can be realized, so that the diagnosis efficiency is improved, and the maintenance cost is reduced.

An ammonia-rich combustion coupled dual-mode prechamber ammonia-fueled engine control system is provided, including an ammonia-fueled engine and an electronic control unit. The ammonia-fueled engine includes a combustion chamber, a dual-mode jet ignition device, and an ammonia injector. The dual-mode jet ignition device includes a prechamber, an air injector, and a fuel injector. When the engine operates, ammonia fuel is firstly injected into the combustion chamber by the ammonia injector to form a rich ammonia-air mixture with air in the combustion chamber. During a compression stroke of the engine, the rich ammonia-air mixture in the combustion chamber is entered into the prechamber through a jet hole. The air injector performs scavenging in the prechamber until a equivalence ratio of prechamber gas mixture is less than 1.0, and then the fuel injector injects fuel into the prechamber forming target mixture. Finally, the target mixture is ignited by the spark plug.

Various systems and methods are presented regarding a threat analysis and risk assessment (TARA) system for implementation during design of a device, such as a software-defined vehicle. The system can be implemented across a manufacturing organization and combines knowledge from a range of entities, e.g., software programmers, hardware designers, network designers, and suchlike. Items and assets can be utilized to define respective features of components, e.g., defining software functionality, electronic control unit (ECU) configuration, a communication network connecting one or more ECUs and various signal inputs / outputs, etc. By representing components / features as items and assets, knowledge regarding potential / actual threats (e.g., cybersecurity attack(s)) can be respectively applied, damage scenarios and mitigation identified, threat risks assessed and reduced, with the whole system iteratively updated in response to newly derived configurations and knowledge regarding component of interest. Respective entities can apply their knowledge to supplement knowledge across the system, enabling interaction from multiple sources.

The invention relates to the technical field of urban rail train safety detection, and discloses a mechanical rail train detection method and system with a real-time detection function, and the method comprises the steps: collecting the states of obstacles on the two sides of a bogie and normally open and normally closed contacts of derailment detection travel switches; calculating a trigger state code; an emergency or non-emergency braking signal is output and an alarm is given; and when the state returns to normal and a reset instruction is received, the alarm is released and the initial state is recovered. In the prior art, obstacle or derailment detection is realized by depending on a multi-stage sensor and an electronic control unit, and especially in complex operation environments of high electromagnetic interference, high humidity dust and the like, stable and low-fault-rate real-time detection cannot be realized. Due to the fact that a redundancy judgment mechanism combining a pure mechanical structure and the vehicle programmable logic control unit LCU is adopted, high-reliability real-time detection of the obstacle and derailment state is achieved, and the safety and maintainability of a train system are improved.

The invention belongs to the field of aero-engine anti-icing system design, and discloses an aero-engine anti-icing system and a design method. The system comprises an anti-icing component, a heat supply structure, a control assembly and a monitoring assembly, wherein the anti-icing component selects an air inlet support plate and a rectification cover hood; the heat supply structure introduces air from two air flows of the combustion chamber and conveys hot air through a pipeline and an air collection cavity; the control assembly adopts intermittent control, and system management and control are achieved through a pressure reducing valve and a digital electronic controller; the monitoring assembly comprises a pressure sensor and a thermocouple. The design method sequentially comprises the steps of anti-icing component and type determination, anti-icing structure design, control scheme design, simulation analysis, test verification and the like. A complete forward design path is provided, the anti-icing efficiency is improved, the structure is simplified, safe and stable operation of the engine is guaranteed, and the method can be widely applied to design and improvement of an anti-icing system of the aero-engine.

The invention discloses an automobile lane changing auxiliary system which comprises a steering lamp operating rod assembly, an electronic control unit, a left rearview mirror module, a right rearview mirror module, a position sensor, a rearview mirror position memory module and an automobile state detection module, and the steering lamp operating rod assembly is arranged on the left side of a steering wheel and provided with a neutral position, a first gear and a second gear; the electronic control unit receives an operating rod signal and outputs a control instruction; the left rearview mirror module comprises a left rearview mirror horizontal rotation actuator and a left rearview mirror lens; the right rearview mirror module comprises a right rearview mirror horizontal rotation actuator and a right rearview mirror lens. Therefore, 0-20-degree adjustment of the rearview mirror is related to the vehicle speed, a blind area is covered at a low speed in a large angle, interference is avoided at a high speed in a small angle, risks are reduced, multi-gear linkage simplifies operation, the rearview mirror returns after being loosened, automatic centering is achieved after lane changing, distraction is reduced, navigation and a corner sensor recognize the road condition, manual reset is not needed, and adaptability is high.

An agricultural vehicle may include, among other features, an electronic controller including one or more processors and a non-transitory computer-readable storage medium coupled to the one or more processors and storing programming instructions for execution by the one or more processors. The programming instructions instruct the one or more processors to operate a propulsion system of the agricultural vehicle in one of a first configuration to drive a ground engaging component of the agricultural vehicle in a first direction or a second configuration to drive the ground engaging component in a second direction, opposite the first direction, in response to an input received from an input device. The propulsion system may be operated for a duration of time that a propulsion input device receives a first input and cease operation of the propulsion system in response to cessation of the first input being applied to the propulsion input device.