Patent Document

BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to a method for operating a control unit in a motor vehicle having a computer system which has two pairs of execution units, the two execution units of each pair processing the same program and the output signals of the execution units of one pair being compared with each other, an error signal being output in the event of a difference in the output signals of the execution units of one pair. 
         [0003]    2. Description of Related Art 
         [0004]    Published international patent application WO 2007/017381 A1 discloses a device which includes a multiprocessor system having four execution units, two execution units always processing the same tasks and processes. Using a comparing unit, the output signals output by two execution units, which process the same programs, are compared and when these two output signals differ from one another, an error signal is output. This case, referred to as lockstep mode, is primarily used in such applications having high error detection requirements, e.g., in safety-relevant applications. 
         [0005]    In the case of an error, in virtually all automotive states the shutdown of a control unit is considered the safest state. If a control unit is shut down, the driver is informed about it, because operation of the vehicle may not continue after the shutdown of the control unit, provided that the control unit is a prerequisite for operating the vehicle (e.g., engine control, steering, etc.). 
         [0006]    An object of the present invention is to provide a method and a device for operating a control unit in which operation of the vehicle may continue even in the event of an error. 
         [0007]    A method for operating a control unit according to the present invention has the advantage that the driver may continue driving without restrictions. Due to the fact that, when the error signal for a first pair of execution units occurs, the control unit is shut down and the computer system continues to operate using the second pair of execution units and a pre-warning signal is output to the driver, the core function of the control unit being maintained while the driver receives only a warning. This method is always advantageously usable when the two pairs are so-called “lockstep pairs” which means that two execution units of one pair always process the same program steps and the output signals of the two execution units, which form one pair, are compared. The two execution units of one pair may be interconnected asynchronously or with the aid of a clock-pulse offset which is taken into account during the comparison. 
         [0008]    No further measures are needed for safeguarding since the normative requirements are still met due to the remaining, still active, lockstep pair. No speed reduction is necessary, for example. 
         [0009]    In one embodiment, the computer system is only shut down when error signals occur from both pairs of the execution units and a visual and/or acoustic warning signal is output to the driver. The driver must stop the driving operation of the vehicle immediately, since the safety of the vehicle is no longer ensured. Two-step error signaling is thus made possible. The driver receives a pre-warning signal when one pair of execution units fails, and a warning signal is output if both pairs are defective. 
         [0010]    The pre-warning signal is advantageously output during the entire continuing operation of the computer system using the second, still active pair of execution units. The driver is thus informed during the entire remaining driving cycle that a safety-relevant error exists in the control unit. The driver is thus prompted at an early stage to look for a repair shop to have the error corrected. 
         [0011]    In one embodiment, the second, still active pair of execution units is informed about the error in the first pair of execution units, the second pair of execution units initiating the output of the pre-warning signal. There is the option that the second pair of execution units may access various units of the computer system, thereby making it possible to use signaling devices which are already present in the vehicle and are not needed during driving operation. 
         [0012]    In one refinement, the first pair of execution units is tested after the error has been detected and the pre-warning signal is output to the driver only when the first pair of execution units has been shut down after the error was confirmed. This has the advantage that error signaling to the driver takes place only when it is certain that a hardware error really exists and the first pair of execution units must be shut down. Transient errors, which influence the execution units by EMV effects, radioactive, or cosmic radiation, do not result in error signaling because they do not leave any permanent damage and occur only sporadically. 
         [0013]    The occurrence of the error signal is advantageously counted and the pre-warning signal is only output when a predefined number of error signals has been ascertained. A signal is not triggered at the first occurrence of an error signal, because it is not certain in this case whether a permanent error really exists. In this way, the pair which is affected by transient errors may return to its normal processing state after the cessation of the transient errors. Disturbing of the driver by a premature error display is thus prevented. In one embodiment, the error signal is memorized, the first pair of execution units being tested at a restart of the computer system and the pre-warning signal being suppressed when the error signal fails to occur. The computer system is restarted normally when the vehicle engine is started, i.e., in a new driving cycle. After the shutdown pair of execution units is regenerated during the vehicle standstill or a vehicle reset, a warning to the driver may be omitted. 
         [0014]    In one refinement, the computer system is shut down despite correct mode of operation of the second pair of execution units when the number of memorized error signals exceeds a certain value. The memorized error signals indicate the vulnerability of the computer system. If a certain number of faults are registered, the control unit must be tested in a repair shop for possibly sporadically occurring hardware errors in order to prevent permanent failure of both pairs of execution units. 
         [0015]    In another refinement, a device for operating a control unit in a motor vehicle has a computer system which includes two pairs, each having two execution units, the two execution units of each pair processing the same program and the output signals of each execution unit of one pair being compared with one another using one comparing unit each, an error signal being output by the comparing unit when a difference in the output signals of the execution units of one pair occurs. In a device where operation of the vehicle may continue also in the event of an error, means are present which, when the error signal for a first pair of execution units occurs, shuts it down and continues to operate the computer system using the second pair of execution units, a pre-warning signal being output to the driver. Although the full operability of the computer system is reliably ensured due to the presence of the second pair of execution units, which additionally processes at least part of the programs of the execution units of the first pair, the damage to the first pair of execution units is indicated to the driver for safety reasons. 
         [0016]    The comparing units are advantageously connected to a signaling device which is associated with the defective pair of execution units and which is activated when the comparing unit outputs the error signal. Immediately after the error is detected, the driver is informed so he is able to initiate countermeasures if needed. 
         [0017]    In one embodiment, the comparing unit of the first pair and the comparing unit of the second pair are connected to a holding element which is connected to the signaling device. Via the holding element, the signaling device is activated by the error signal of at least one comparing unit and kept active during the entire driving cycle of the vehicle, so that the driver is continuously informed about the error. One holding element is sufficient here which may be activated by both comparing units. 
         [0018]    In one refinement, the signaling device is contained in a second control unit, the first and the second pair of execution units being connected to the second control unit via a data line and the second, still active pair of execution units, transmitting a signal to the second control unit for activating the signaling device following information from the first pair about the output of an error signal. In this case, communication of the two control units takes place which is initiated in the first control unit by the second, still active pair of execution units. The information of the second, still active pair of execution units about the error in the first pair of execution units is provided via an interrupt or via a signal to be cyclically checked. 
         [0019]    The signaling device is alternatively situated in a peripheral unit of the computer system which is connected to the first and the second pair of execution units via a data line, and the second, still active pair of execution units transmits a signal to the peripheral unit for activating the signaling device after having received information about the output of an error signal by the first pair. Signaling devices may thus be used which are advantageously already present in the vehicle and which are connected to other devices of the computer system and are not in use during the driving operation of the vehicle. 
         [0020]    In one refinement, a memory unit containing a counter is connected to the data line, the counter being incremented by a certain value when the error signal is output by one of the two comparing units and the signaling device is only activated by the counter when a predefined counter value is reached. To prevent transient errors from occurring and to be sure that a hardware fault which is permanently repeated is present, the driver is alerted only when a predefined counter value is reached. 
         [0021]    An error memory of the control unit is advantageously connected, via the data line, to the first and the second execution units in which an entry is made at each activation of the signaling device. With the aid of such an error memory, the behavior of both pairs of execution units may be continuously registered and may be read out and interpreted at any time. These error entries may be deleted only in a repair shop. 
         [0022]    In one embodiment, the control unit is permanently shut down when the number of error entries in the error memory is exceeded. This measure ensures that a vehicle unsuitable for driving, which does not meet the prevailing safety requirements, is not operated. Even if it is not definitely known which errors resulted in the entries in the error memory, it must be assumed that, starting from a predefined number of error entries which have been registered either currently or within a certain period, the vehicle&#39;s safety is no longer ensured. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
         [0023]      FIG. 1  shows a first exemplary embodiment of the device according to the present invention. 
           [0024]      FIG. 2  shows a schematic program flow chart for the device according to  FIG. 1 . 
           [0025]      FIG. 3  shows a second exemplary embodiment of the device according to the present invention. 
           [0026]      FIG. 4  shows a schematic flow diagram for the device according to  FIG. 3 . 
           [0027]      FIG. 5  shows a third exemplary embodiment of the device according to the present invention. 
           [0028]      FIG. 6  shows a fourth exemplary embodiment of the device according to the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0029]      FIG. 1  shows a control unit  2000  for a motor vehicle which includes a computer system having four computing units  110 ,  120 ,  210 ,  220 . Two [of the four] computing units  110 ,  120 ,  210 ,  220  are combined in a pair  100 ,  200 . Computing units  110 ,  120  form pair  100  and computing units  210 ,  220  form pair  200 . 
         [0030]    Computing units  110 ,  120  of first pair  100  are connected to a first comparing unit  130 , while computing units  210 ,  220  of second pair  200  are connected to a second comparing unit  230 . First comparing unit  130  and second comparing unit  230  are connected to a communication line  1000 . A memory  110  and additional peripheral units  1200 ,  1300 , and  1400  are connected to communication line  1000 . 
         [0031]    Furthermore, comparing units  130 ,  230  of both pairs  100 ,  200  are connected to a holding element  300  which in turn is connected to a warning device  310 . Warning device  310  includes two lamps, one yellow and one red. 
         [0032]    In addition, a counter  320  is contained in holding element  300  which registers the error signals of both comparators  130 ,  230 . However, two counters may also be provided where one counter is fixedly associated with one comparing unit and counts its error signals. 
         [0033]    The mode of operation of this device is described with the aid of  FIG. 2 . In block  600 , each pair  100 ,  200  operates in a lockstep mode. This means that both computing units  110 ,  120 , and  210 ,  220  of pair  100 ,  200  simultaneously process the same programs, comparing units  130 ,  230  of each pair  100 ,  200  comparing the output signals of both computing units  110 ,  120 ;  210 ,  220 , respectively. In the event of differences between the two output signals, the respective comparing unit  130 ,  230  outputs an error signal. This mode is also known as comparing mode. 
         [0034]    However, it is also possible that the programs, which are processed in both computing units  110 ,  120 ;  210 ,  220  of a pair  100 ,  200 , have a clock-pulse offset in the comparing mode or are themselves implemented asynchronously. Such clock-pulse offset or such asynchronicity is known to comparing units  130 ,  230  associated with both computing units  110 ,  120  and  210 ,  220  and is reset before the actual comparison takes place. Comparing units  130 ,  230  may thus contain memories for enabling asynchronicity or may process control signals which inform whether a comparison for a certain computing result is to be carried out, since not all computing results in comparator  130 ,  230  communicated via the output signals have to necessarily be compared with one another. 
         [0035]    If a comparison error is detected in block  610  by a comparator  130 ,  230  then a signal is output to holding element  300  by comparator  130 ,  230 . Counter  320  is incremented in block  620 . If the counter value of counter  320  is below a predefined value, which is checked in block  630 , then control unit  2000  continues to operate unchanged, the counter value of counter  320  being incremented by the value one with each error message. If it is detected in block  630  that the counter value has reached or exceeded the predefined value, then holding element  300  is activated in block  640 . 
         [0036]    It is checked in block  650  whether one comparing unit  130  or  230  or both comparators  130 ,  230  have output an error signal to holding element  300 . If it is detected that the error signal is output by only one comparator  130 ,  230  then the yellow light of warning device  310  is activated in block  660  and pair  100 ,  200  of computing units  110 ,  120  or  210 ,  220 , which is connected to comparing unit  130 ,  230  indicating the error, is deactivated. The warning device remains in operation during the entire ongoing drive cycle of the motor vehicle, since holding element  300  sets the signal permanently. The yellow light is used for informing the driver of the motor vehicle that an error has occurred and he is supposed to look for a repair shop. The current driving operation of the motor vehicle is not affected by this since the second, still active pair  100 ,  200  continues to ensure operation either with curtailed functionality or, after an error-free test of the still active pair  100 ,  200 , with full functionality (block  670 ). 
         [0037]    If, however, it is detected in block  650  that both comparators  130 ,  230  have output an error message, then the red light of warning device  310  is activated in block  680 . Control unit  2000  is shut down in this case and the driver must stop the driving operation because of safety considerations in block  690 . 
         [0038]      FIG. 3  shows a modified exemplary embodiment. As in  FIG. 1 , control unit  2000  includes two pairs  100 ,  200 , each having two computing units which are not further depicted. Both pairs  100 ,  200  are connected to internal communication line  1000  which is connected to the on-board CAN bus  2100  via an interface  1200 . Via CAN bus  2100 , control unit  2000  communicates with another control unit  3000  which has warning device  310 . 
         [0039]    According to  FIG. 4 , both pairs  100  and  200  operate in block  700  in the comparing mode as has been described above. If an error is detected by pair  100 ,  200  in block  710 , then a signal is output to the second, error-free operating pair  100 ,  200  via communication line  1000 . This pair  100 ,  200  detects that first pair  100 ,  200  indicates an error. A hardware test of the erroneous pair  100  of computing units  110 ,  120  in the form of a self-test is triggered in block  720 . If the hardware test recognizes an error, then the erroneous pair  100  is shut down in block  730 . Only after the erroneous pair has been shut down is a signal output in block  740  by second pair  200  to second control unit  3000  via communication line  1000 , interface  1200 , and CAN bus  2100 . After having received the signal in block  750 , control unit  3000  activates the yellow light of warning device  310 . 
         [0040]    If no error is detected in block  720 , the computer system returns to the comparing mode as it is executed in block  700 . 
         [0041]    Possibilities of communicating to pairs  100 ,  200  of computing units  110 ,  120 ;  210 ,  220  within control unit  2000  that one pair  100 ,  200  operates erroneously are illustrated in  FIGS. 5 and 6 . 
         [0042]    In  FIG. 5 , both comparators  130 ,  230  of each pair  100 ,  200  of computing units  110 ,  120 ;  210 ,  220  are connected to an interrupt controller  400  which is connected to computing units  110  and  120  of pair  100  as well as to computing units  210  and  220  of pair  200 . If, for example, comparator  130  of pair  100  detects an error in the processes of computing units  110  or  120 , an error signal is output to interrupt controller  400 . This interrupt controller initiates an interrupt in computing units  210  and  220  of pair  200 , thereby indicating to them that an error is present in pair  100 . Based on such an interrupt, pair  200  outputs a signal which reaches CAN bus  2100  via communication line  1000  and interface  1200  and from there it is conveyed to control unit  3000  for activating warning device  310 . 
         [0043]    As illustrated in  FIG. 5 , warning device  310  may also be situated on a peripheral unit  1300  of control unit  2000 . Also in this embodiment, after it is informed by the interrupt about the non-operability of pair  100 , pair  200  outputs a signal which is conveyed via internal communication line  1000  of control unit  2000  to peripheral unit  1300  which in turn keeps the yellow light of warning device  310  operating as long as the current drive cycle of the vehicle continues. 
         [0044]    Alternatively, a counter (not further depicted), which is situated in memory  1100 , for example, may be incremented by the error-free operating pair  200  while the erroneous pair  100  is restarted after a successful hardware test. Only when the counter content of the counter contained in memory  1100  has reached a predefined value, i.e., when a comparison error has occurred multiple times in pair  100 , is the yellow light of warning device  310  activated. 
         [0045]    According to  FIG. 6 , comparators  130 ,  230  of pairs  100 ,  200  are connected to an additional hardware unit  500  which in turn is connected to interrupt controller  400 . In this embodiment, the error is signaled indirectly via additional hardware unit  500  which outputs the error signal to interrupt controller  400  for triggering the interrupt in computing units  210  and  220  of pair  200 . Here also, the interrupt is used for informing computing units  210  and  220  that computing units  110 ,  120  of pair  100  are not operating properly. Pair  200  thereupon triggers the signal for activating warning device  310 . 
         [0046]    Information about the faultiness of a pair  100 ,  200  may alternatively be obtained via a signal which is cyclically checked. 
         [0047]    An error memory  1400  of control unit  2000  is shown in  FIGS. 1 ,  5 , and  6  in which an error is entered at each activation of warning device  310 . This error entry is permanently stored and remains stored even after termination of the drive cycle in which the error entry took place. At a restart of the vehicle, the pair indicated as defective is subject to a hardware test. If this hardware test does not detect any error of pair  100  then the warning signal to be output by warning device  310  is suppressed. The error entry may be deleted by the repair shop at any time. 
         [0048]    If, however, the absolute error number or a number of errors occurring during a certain period has exceeded a certain value, control unit  2000  is permanently shut down irrespective of pair  200  still operating error-free.

Technology Category: 3