KR102276013B1 - Life prediction apparatus and method for electronic control unit of vehicle - Google Patents

Abstract

The present invention relates to a life prediction apparatus for an electronic control unit of a vehicle, comprising: a temperature sensor for detecting the die temperature (TJ(t)) inside a MiCOM of an electronic control unit; a CAN controller for receiving a vehicle temperature value(TV(t)) through a controller area network (CAN) connected to the electronic control unit; and a control part for receiving, in real time, the plurality of temperature values (TJ(t), TV(t)) and the value of power provided to the MiCOM through an analog to digital converter (ADC) module inside the MiCOM when a vehicle is switched on. The control part calculates the accumulated operation time (tDRIVE) and accumulated temperature cycle number (NDRIVE) of the current driving cycle using the plurality of temperature values (TJ(t), TV(t)), which are inputted in real time, and outputs the state of life prediction based on the result of comparison between the calculated accumulated operation time (tDRIVE) and accumulated temperature cycle number (NDRIVE), and respectively, specified redundancy degrees.

Description

Apparatus and method for predicting the life of an electronic control unit for a vehicle {LIFE PREDICTION APPARATUS AND METHOD FOR ELECTRONIC CONTROL UNIT OF VEHICLE}

The present invention relates to an apparatus and method for predicting the life of an electronic control unit for a vehicle, and more particularly, considering that thermal stress accounts for a large proportion of failures of an electronic control unit (ECU) for a vehicle, electronic control during vehicle operation The present invention relates to an apparatus and method for predicting the lifespan of an electronic control unit for a vehicle, which enables the lifespan of the electronic control unit to be predicted by using a sensor temperature value inside the unit.

Generally, a plurality of electronic control units (ECUs) (or electronic control units) are included in a vehicle, and each electronic control unit (ECU) (or electronic control unit) includes at least one central processing unit ( CPU: It is designed to have a Central Processing Unit) and includes a bus line for communication.

At this time, one of the causes (or stress) that most affects the failure of the electronic control unit (ECU) is thermal stress.

Accordingly, in order to guarantee reliability against the thermal stress, parts corresponding to the required lifespan are selected and design is carried out, but all the complex elements of various parts included in the electronic control unit (ECU) are considered in the design stage. is difficult, so the lifespan of the electronic control unit (ECU) in the form of a finished product is guaranteed through the reliability test at the final product stage.

For example, the accumulated operating time is guaranteed through the high temperature operation test (HTOT) for the warranty life required by the vehicle dealer (for example, a 10% failure rate is guaranteed for 15 years and 300,000 km), and the temperature The cumulative number of starts is guaranteed through a cycle test (TC: temperature cycling test).

However, since the reliability test method as described above is a method based on statistical values of driving patterns by region and country over time, the final result depends on the driving region of the vehicle to which the actual product (ie, the electronic control unit) is applied and the driving habit of the driver. At the product stage, an error may occur between the guaranteed value (i.e., lifespan) and the life of the actual product, resulting in a large loss to the operator in the event of a failure at an unexpected point before reaching the guaranteed value (i.e., life) There are problems that can cause

Accordingly, there is a need for a technology that calculates the lifespan (or failure prediction information) of a product in consideration of various driving environments and driving habits and informs the driver.

The background technology of the present invention is disclosed in Korean Patent Registration No. 10-2071119 (registration on January 21, 2020, an electronic control unit for a vehicle and a method of monitoring the control unit).

According to one aspect of the present invention, the present invention was created to solve the above problems, and considering that thermal stress accounts for a large proportion of the failure of the electronic control unit (ECU) for a vehicle, thermal stress during vehicle operation An object of the present invention is to provide an apparatus and method for predicting the lifespan of an electronic control unit for a vehicle, which enables the lifespan of the electronic control unit to be predicted by using a sensor temperature value inside the electronic control unit.

A life prediction apparatus of an electronic control unit for a vehicle according to an aspect of the present invention includes: a temperature sensor for detecting a _{die temperature (T J (t)) inside a microcomputer of the electronic control unit;} a CAN controller for receiving a _{vehicle temperature value (T V} (t)) through a CAN (Controller Area Network) network connected to the electronic control unit; and the plurality of temperature values (T _J (t), T _V (t)) in real time as the vehicle is started, and power supplied to the microcomputer through the ADC (Analog to Digital Convert) module inside the microcomputer. A control unit receiving a value; includes, wherein the control unit uses the plurality of temperature values (T _J (t), T _V (t)) received in real time to accumulate the operating time (t _DRIVE ) of the current driving cycle and to calculate the running temperature can cycle (N _DRIVE) and to output a life prediction state according to a result of comparing the calculated cumulative operating time (t _DRIVE) and the cumulative temperature can cycle (N _DRIVE) and the respectively assigned margin characterized.

In the present invention, the control unit reads the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the starting immediately before the current ignition is on from the memory in the microcomputer and reads the current driving cycle. It is characterized in that it is reflected in the calculation of the cumulative operation time (t _DRIVE ) and the number of cumulative temperature cycles (N _{DRIVE ).}

In the present invention, the control unit is characterized in that the cumulative operation time (t _DRIVE ) of the current driving cycle is calculated by using Equation 1 below.

(Equation 1)

here,

A _{F_HT} is the Arrhenius acceleration factor.

In the present invention, the control unit, by applying an Arrhenius acceleration model, it is characterized in that the conversion of the plurality of temperature values received in real time to a test time under high temperature operation test conditions.

In the present invention, the control unit is characterized in that it calculates the _{number of accumulated temperature cycles (N DRIVE ) of the current driving cycle using Equation 2 below.}

(Equation 2)

where A _{F_TC} is the Coffin-manson acceleration coefficient.

In the present invention, the control unit applies a Coffin-manson acceleration model to convert the temperature change values for the plurality of temperature values input in real time into the number of cycles in the temperature cycle test condition. do it with

) 및 싸이클 수(

)와 비교하여, 상기 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE) 중 어느 하나라도 미리 지정된 적정 여유도 이하일 경우 정비경고 알람을 출력하는 것을 특징으로 한다.In the present invention, when outputting the life prediction state, the control unit _{guarantees the calculated cumulative operation time (t DRIVE} ) and the cumulative temperature cycle number (N _DRIVE ) through a high temperature operation test time and a temperature cycle test, respectively. time (

) and number of cycles (

), when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than a predetermined appropriate margin, a maintenance warning alarm is output.

In the present invention, the control unit is characterized in that when both the cumulative operation time (t _DRIVE ) and the cumulative number of temperature cycles (N _DRIVE ) are greater than a predetermined appropriate margin, the predicted lifespan is output as a normal state.

In the present invention, when the current ignition of the vehicle is turned off, the controller stores the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) calculated during the current driving before the power supply is released in the memory in the microcomputer. It is characterized by updating to .

In the present invention, when the temperature sensor inside the microcomputer fails, the control unit uses the temperature value (T _V (t)) of the vehicle received through the CAN network and Equation 3 below to determine the die temperature of the microcomputer. (T _J ) It is characterized in that the value is calculated.

(Equation 3)

Here, the product of the thermal resistance value (R _TH = R _THJP + R _THPV ) and the power consumption of the microcomputer (P _MiCOM ) is learned in advance through comparison _{of the die temperature value (T J} ) of the microcomputer under the condition that the temperature sensor of the microcontroller operates normally. is an optimized value.

In the present invention, the electronic control unit internal temperature (T _INT ), the power supply value (V _DD (t)) supplied to the microcomputer, and the current value (I _DD (t)) supplied to the microcomputer as input high-speed modeling unit; further comprising, wherein the high-speed modeling unit _{converts the plurality of input values (T INT} , V _DD (t), I _DD (t)) into a probability distribution function through Gaussian time regression analysis, A predicted life value is calculated from the probability distribution function through machine learning, and the calculated predicted life value is output every time the vehicle is started.

In the method for predicting the lifespan of the electronic control unit for a vehicle according to another aspect of the present invention, when the vehicle is started, the controller controls the temperature value of the inner die of the microcomputer (T _J (t) through the temperature sensor provided inside the microcomputer of the electronic control unit) )), receiving the vehicle temperature value (T _V (t)) received through the CAN network in real time; _{reading, by the control unit, the accumulated operating time (t DRIVE} ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the start-up immediately before the current start-up is on, from the memory in the microcomputer; Current driving using the _{temperature values (T J} (t), T _V (t)) received in real time by the controller reflecting the read accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _{DRIVE )} Calculating the cumulative operating time (t _DRIVE ) and the cumulative number of temperature cycles (N _DRIVE ) of the cycle; and outputting, by the control unit, a predicted lifespan state determined based on a result of comparing _{the calculated cumulative operation time (t DRIVE} ) and the cumulative number of temperature cycles (N _{DRIVE ) with each specified margin.} do.

In the present invention, in order to calculate the cumulative operation time (t _DRIVE ) of the current driving cycle, the controller uses the following Equation (1).

(Equation 1)

here,

A _{F_HT} is the Arrhenius acceleration factor.

In the present invention, in order to calculate the cumulative temperature cycle number (N _DRIVE ) of the current driving cycle, the control unit is characterized in that it is calculated using the following Equation (2).

(Equation 2)

where A _{F_TC} is the Coffin-manson acceleration coefficient.

) 및 싸이클 수(

)와 비교하여, 상기 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE) 중 어느 하나라도 미리 지정된 적정 여유도 이하일 경우 정비경고 알람을 출력하고, 상기 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE)가 모두 미리 지정된 적정 여유도 보다 큰 경우에 예측 수명이 정상 상태임을 출력하는 것을 특징으로 한다.In the present invention, in the step of outputting the life prediction state, the control unit calculates the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) through a high temperature operation test time and a temperature cycle test, respectively. Guaranteed time (

) and number of cycles (

), when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than a predetermined appropriate margin, a maintenance warning alarm is output, and the accumulated operation time (t _DRIVE ) and the accumulated When the number of temperature cycles (N _DRIVE ) is all greater than a pre-specified appropriate margin, it is characterized in that the predicted life is output in a normal state.

In the present invention, when the current ignition of the vehicle is turned off, the control unit stores the accumulated operation time (t _DRIVE ) and the accumulated temperature cycle number (N _DRIVE ) calculated during the current driving before the power supply is released in the memory in the microcomputer. It is characterized by updating to .

In the present invention, when the temperature sensor inside the microcomputer fails, the control unit uses the temperature value T _V (t) of the vehicle received through the CAN network and Equation 3 below to determine the die temperature of the microcomputer. (T _J ) It is characterized in that the value is calculated.

(Equation 3)

Here, the product of the thermal resistance value (R _TH = R _THJP + R _THPV ) and the power consumption of the microcomputer (P _MiCOM ) is learned in advance through comparison _{of the die temperature value (T J} ) of the microcomputer under the condition that the temperature sensor of the microcontroller operates normally. is an optimized value.

In the present invention, when the vehicle ignition is on, the high-speed modeling unit controls the internal temperature (T _INT ) of the electronic control unit, the power value supplied to the microcomputer (V _DD (t)), and the current value supplied to the microcomputer ( receiving I _DD (t)) as an input; converting, by the high-speed modeling unit, into a probability distribution function through Gaussian time regression analysis using _{the plurality of input values (T INT} , V _DD (t), I _{DD (t));} and calculating, by the high-speed modeling unit, a predicted lifespan value from the probability distribution function through machine learning, and outputting the calculated predicted lifespan value every time the vehicle is started.

According to one aspect of the present invention, in consideration of the fact that thermal stress accounts for a large proportion of the failure of the electronic control unit (ECU) for a vehicle, the present invention utilizes the sensor temperature value inside the electronic control unit while the vehicle is operating It makes the life of the control unit predictable.

1 is an exemplary view showing a schematic configuration of a life prediction device of an electronic control unit for a vehicle according to an embodiment of the present invention.
2 is a flowchart illustrating a method for predicting a lifespan of an electronic control unit for a vehicle according to a first embodiment of the present invention.
3 is a flowchart illustrating a method for predicting a lifespan of an electronic control unit for a vehicle according to a second embodiment of the present invention;
4 is a flowchart illustrating a method for predicting a lifespan of an electronic control unit for a vehicle according to a third embodiment of the present invention.

Hereinafter, an embodiment of an apparatus and method for predicting the life of an electronic control unit for a vehicle according to the present invention will be described with reference to the accompanying drawings.

In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is an exemplary diagram illustrating a schematic configuration of a life prediction device of an electronic control unit for a vehicle according to an embodiment of the present invention.

1, the life prediction device of the electronic control unit for a vehicle according to this embodiment is the same concept as the electronic control unit (ECU, 100) for a vehicle having a life prediction function, the electronic control unit (ECU, 100) ) is a semiconductor that generates an output signal for controlling the system by analyzing and calculating the state signals of the vehicle transmission system, and the electronic control unit 100 using the vehicle battery (BAT) voltage. and a power supply unit 120 that converts and supplies a _{voltage (V DD} ) (or a reference voltage) and a current (I _DD ) used by the internal device (not shown) and the microcomputer 110 .

The power supply unit 120 receives power supplied from an external vehicle battery (BAT) and receives a voltage (V _DD1 to V _DDN ) (or reference voltage) required for driving the internal microcomputer 110 of the electronic control unit 100 . Generates and outputs overcurrent (I _DD1 ~ I _{DD2 ).}

The microcomputer 110 controls a CPU peripheral and a plurality of central processing units (CPUs: CPUI, CPUII) (111, 112) in charge of calculation, and a multi-core to which the plurality of CPUs (111, 112) are applied. Lockstep CPU (114) added to satisfy the functional safety requirements of the microcontroller (110), high-speed modeling unit (AMU, 115) that provides optimal values by calculating model-based data composed of complex formulas at high speed ), the CPU (111, 112), the Lockstep CPU (114), and an SRI crossbar (Shared resource Interconnector X-bar) for exchanging information by accessing the maximum bandwidth between the CPUs (111, 112) SPB (system peripheral bus) bus for exchanging information with CPU peripheral devices (113 ~ 118), die temperature sensor (DTS, 116) that measures the temperature of the microcomputer die, and the current microcontroller reference voltage through the SPB bus Between the ADC (Analog to Digital Convert) module 113 transmitted to the CPUs 111 and 112, the memory 117 for storing real-time calculated values and microcomputer characteristic values, and a plurality of electronic control devices (not shown) in the vehicle CAN controller 118 that is connected to CAN (Controller Area Network), a network that shares vehicle operation information, transmits and receives vehicle information (INFO) (or vehicle operation information), and transmits it to CPUs 111 and 112 through SPB bus ) is included.

Here, since the plurality of CPUs 111 and 112 are to improve performance through parallel processing of tasks, they may be substantially configured as one CPU 111 or 112 .

Therefore, in the present embodiment, the plurality of CPUs 111 and 112 can be simply described as CPUs 111 or 112. Hereinafter, in this embodiment, the control unit refers to the CPU 111 or 112 or the lock step CPU ( Note that it means at least one of Lockstep CPU, 114).

Hereinafter, for the life prediction operation through the CPUs 111 and 112 of the life prediction device (or the electronic control unit for a vehicle having a life prediction function) of the electronic control unit for a vehicle according to the present embodiment, refer to the flowcharts of FIGS. 2 to 4 to explain

2 is a flowchart for explaining a method for predicting the life of the electronic control unit for a vehicle according to the first embodiment of the present invention. Hereinafter, the temperature information detected through the die temperature sensor (DTS, 116) inside the microcomputer 110 is used. Thus, a method for predicting the life of the electronic control unit will be described.

Referring to FIG. 2 , when the vehicle ignition is turned on, the controller (ie, CPU) controls the temperature value (T _{J) of the internal die of the microcomputer through the temperature sensor (ie, DTS, 116 ) provided in the microcomputer 110 .} (t)) and (S102), the vehicle temperature value (T _V (t)) and (S101) received through the CAN network connected to the electronic control unit 100, and the power value supplied to the microcontroller through the microcomputer's internal ADC module (V _DD (t)) is input (or measured) (S103).

In addition, the control unit (ie, CPU) reads the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the startup immediately before (ie, before the current startup is on) from the memory 117 in the microcomputer and _{(S104), the accumulated operating time (t DRIVE} ) of the current (ie, i-th) driving cycle using the received real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) And, the number of accumulated temperature cycles (N _DRIVE ) is calculated (S105).

_{For example, the cumulative operating time t DRIVE} of the current (ie, i-th) driving cycle and the cumulative number of temperature cycles N _DRIVE may be calculated using Equations 1 and 2 below.

here,

이다.

to be.

이다.here

to be.

활성화 에너지,

는 볼츠만 상수, T_V는 전자제어유닛 차량 장착부 온도, t_HT는 HTOT 시험 보증 수명, N_TC는 TC 시험 보증 싸이클, t_DRIVE는 누적동작시간(HTOT조건), N_DRIVE는 누적온도싸이클수(TC조건기준), A_{F_HT}는 아레니우스(Arrhenius) 가속계수(가속수명시험), A_{F_TC}는 코핀-맨손(Coffin-manson) 가속계수(온도싸이클시험), R_THJA는 마이콤 열저항(Junction to Air), R_THJP는 마이콤 열저항(Junction to PCB), R_THPV는 PCB에서부터 이 전자제어유닛이 장착된 주변의 온도, P_MiCOM은 마이콤 총 소모전력을 의미한다.For reference, T _J is the die temperature of the microcomputer, T _INT is the internal temperature of the electronic control unit (atmospheric temperature of electronic components),

activation energy,

is the Boltzmann constant, T _V is the temperature of the electronic control unit vehicle mounting part, t _HT is the HTOT test guarantee life, N _TC is the TC test guarantee cycle, t _DRIVE is the cumulative operating time (HTOT condition), N _DRIVE is the cumulative temperature cycle (TC condition), A _{F_HT} is Arrhenius acceleration coefficient (accelerated life test), A _{F_TC} is Coffin-manson acceleration coefficient (temperature cycle test), R _THJA is Micom thermal resistance (Junction to Air) ), R _THJP is the microcontroller’s thermal resistance (Junction to PCB), R _THPV is the temperature from the PCB to the ambient temperature where this electronic control unit is installed, and P _MiCOM is the total power consumption of the microcomputer.

At this time, by applying the Arrhenius acceleration model, the real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) is converted into test time under high-temperature operation test conditions, Also, by applying the Coffin-manson acceleration model, the real-time temperature change value is converted into the number of cycles in the temperature cycle test condition.

) 및 싸이클 수(

)와 비교하여, 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE) 중 어느 하나라도 미리 지정된 적정 여유도(예 : 90%) 이하일 경우(S106의 아니오) 정비경고 알람(Alarm)을 운전자에게 표시하고(S108), 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE)가 모두 미리 지정된 적정 여유도 보다 큰 경우(S106의 예)에는 정상 상태임을 표시한다(S107).In addition, the control unit (ie, CPU) guarantees the time (

) and number of cycles (

), when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than the pre-specified appropriate margin (eg 90%) (No in S106), a maintenance warning alarm is issued. It is displayed to the driver (S108), and when both the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) are greater than a predetermined appropriate margin (Yes of S106), the normal state is displayed (S107).

In addition, when the vehicle is turned off (or the key is off), the accumulated operating time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) calculated during the current driving immediately before the power supply is released are stored in the memory 117 in the microcomputer 110. is updated to (S104).

3 is a flowchart for explaining a method for predicting the lifespan of an electronic control unit for a vehicle according to a second embodiment of the present invention. Hereinafter, when the die temperature sensor (DTS, 116) inside the microcomputer 110 fails, from the outside through CAN communication. It is different from the method described with reference to FIG. 2 in that the lifetime prediction of the electronic control unit is performed using the received vehicle temperature information T _{V .}

_{Therefore, using the vehicle temperature information (T V} ) received from the outside through the CAN communication, the microcomputer die temperature (T _J ) value can be calculated using the following Equation (3).

At this time, the product of the thermal resistance value (R _TH = R _THJP + R _THPV ) reflected in Equation 3 and the microcomputer (MiCOM) power consumption (P) is the microcomputer die temperature under the normal operation of the die temperature sensor (DTS, 116) of the microcontroller. Through comparison of the values (T _J ), it is possible to optimize with weights learned in advance. Accordingly, this embodiment uses the lockstep CPU 114 and the vehicle temperature measurement value (ie, temperature information received from the outside through CAN communication) even when the internal function module of the microcontroller (ie, the die temperature sensor) fails. Redundancy), it is possible to secure a safety mechanism to satisfy functional safety requirements.

As described above, by calculating _{the microcomputer die temperature (T J} ) value using the vehicle temperature measurement value (ie, temperature information received from the outside through CAN communication) when the internal function module of the microcontroller (ie, the die temperature sensor) fails, In this case, life prediction of the electronic control unit for a vehicle may be performed in the same manner as in the method described with reference to FIG. 2 .

That is, referring to FIG. 3 , when the vehicle ignition is turned on, the control unit (ie, the lockstep CPU) receives the vehicle temperature value (T _V (t)) through the CAN network connected to the electronic control unit 100 . _{and (S201), the temperature value (T J} (t)) of the internal die of the microcomputer calculated using the vehicle temperature measurement value (that is, the temperature information received from the outside through CAN communication), and the internal ADC module of the microcomputer. The supplied power value V _DD (t) is inputted (or measured) (S202).

In addition, the control unit (ie, the lockstep CPU) stores the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the startup immediately before (ie, before the current startup is on) from the memory 117 in the microcomputer. It is read (S203), and the accumulated operation time (t) of the current (ie, i-th) driving cycle using the received real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) are calculated (S204).

_{For example, the cumulative operation time t DRIVE} of the current (ie, the i-th) driving cycle and the cumulative number of temperature cycles N _DRIVE may be calculated using Equations 1 and 2 above.

At this time, by applying the Arrhenius acceleration model, the real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) is converted into test time under high-temperature operation test conditions, Also, by applying the Coffin-manson acceleration model, the real-time temperature change value is converted into the number of cycles in the temperature cycle test condition.

) 및 싸이클 수(

)와 비교하여, 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE) 중 어느 하나라도 미리 지정된 적정 여유도(예 : 90%) 이하일 경우(S205의 아니오) 정비경고 알람(Alarm)을 운전자에게 표시하고(S207), 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE)가 모두 미리 지정된 적정 여유도 보다 큰 경우(S205의 예)에는 정상 상태임을 표시한다(S206).In addition, the control unit (that is, the lock step CPU) guarantees a time (ie, a high temperature operation test time and a temperature cycle test)

) and number of cycles (

), when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than the pre-specified appropriate margin (eg 90%) (No in S205), a maintenance warning alarm is issued. It is displayed to the driver (S207), and when the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) are both greater than a predetermined appropriate margin (Yes of S205), the normal state is displayed (S206).

In addition, when the vehicle is turned off (or the key is off), the accumulated operating time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) calculated during the current driving immediately before the power supply is released are stored in the memory 117 in the microcomputer 110. is updated to (S203).

4 is a flowchart for explaining a method for predicting the lifespan of an electronic control unit for a vehicle according to a third embodiment of the present invention. Hereinafter, the temperature detected through the die temperature sensor (DTS, 116) in a normal state inside the microcomputer 110 A method for predicting the life of the electronic control unit using both the value T _{J and the temperature value T V} received from the outside through CAN communication will be described.

At this time, in this embodiment, in addition to displaying whether the life of the electronic control unit for the vehicle is in a normal state or a maintenance warning alarm state, the current predicted life (ie, the remaining predicted life) is additionally displayed (S309 ~ S311), there is a difference from the method described in FIGS. 2 and 3 .

That is, referring to FIG. 4 , when the vehicle ignition is turned on, the control unit (ie, the CPU) receives the vehicle temperature value T _V (t) through the CAN network of the vehicle connected to the outside of the electronic control unit 100 . _{) (S301), the temperature value (T J} (t)) (S302) of the die inside the microcomputer through the temperature sensor (ie, DTS, 116) provided inside the microcomputer 110, and the microcontroller through the ADC module inside the microcomputer. The supplied power value V _DD (t) is inputted (or measured) (S303).

In addition, the control unit (ie, CPU) reads the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the startup immediately before (ie, before the current startup is on) from the memory 117 in the microcomputer and _{(S304), the accumulated operation time (t DRIVE} ) of the current (ie, i-th) driving cycle using the received real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) And, the number of accumulated temperature cycles (N _DRIVE ) is calculated (S305).

_{For example, the cumulative operation time t DRIVE} of the current (ie, the i-th) driving cycle and the cumulative number of temperature cycles N _DRIVE may be calculated using Equations 1 and 2 above.

At this time, by applying the Arrhenius acceleration model, the real-time temperature value (eg, temperature value measured through DTS, temperature value received through CAN network) is converted into test time under high-temperature operation test conditions, Also, by applying the Coffin-manson acceleration model, the real-time temperature change value is converted into the number of cycles in the temperature cycle test condition.

) 및 싸이클 수(

)와 비교하여, 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE) 중 어느 하나의 최대(MAX) 값이 미리 지정된 적정 여유도(또는 제한 기준값) 이하일 경우(S306의 아니오) 정비경고 알람(Alarm)을 운전자에게 표시하고(S308), 누적동작시간(t_DRIVE)과 누적온도싸이클수(N_DRIVE)가 모두 미리 지정된 적정 여유도 적정 여유도(또는 제한 기준값)(Limit) 보다 큰 경우(S306의 예)에는 정상 상태임을 표시한다(S307).In addition, the control unit (that is, the lock step CPU) guarantees a time (ie, a high temperature operation test time and a temperature cycle test)

) and number of cycles (

), when the maximum (MAX) value of any one of the cumulative operating time (t _DRIVE ) and the number of cumulative temperature cycles (N _DRIVE ) is less than the pre-specified appropriate margin (or limit value) (No in S306) Maintenance warning When an alarm is displayed to the driver (S308), and the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) are both greater than the pre-specified appropriate tolerance (or limit standard value) (Limit) In (Yes in S306), a normal state is indicated (S307).

In addition, when the vehicle is turned off (or the key is off), the accumulated operating time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) calculated during the current driving immediately before the power supply is released are stored in the memory 117 in the microcomputer 110. is updated to (S304).

_{On the other hand, the vehicle temperature value (T V} (t)) (S301) received through the CAN network connected to the outside of the electronic control unit 100, through the temperature sensor (ie, DTS, 116) provided in the microcomputer 110 After receiving (or measuring) _{the temperature value (T J} (t)) of the microcomputer's internal die _{(S302) and the power supply value (V DD} (t)) supplied to the microcomputer through the microcomputer's internal ADC module (S303), The high-speed modeling unit (AMU, 115) is the electronic control unit internal temperature (T _INT ), the power value supplied to the microcomputer (V _DD (t)), and the current value supplied to the microcomputer (I _DD (t)) Input is received (S309).

At this time, the reason for using the high-speed modeling unit (AMU, 115) instead of the control unit (ie, CPU) is that the calculation of a physics-based formula composed of an exponential function of a polynomial is a cause of CPU overload in a nonlinear system with high complexity such as an engine controller. This is because there is a problem that a lot of time is required to generate a real-time target value for actuator driving control using a plurality of sensor values.

Therefore, in this embodiment, the high-speed modeling unit (AMU, 115) uses the plurality of input values (T _INT , V _DD (t), I _DD (t)) to obtain a probability through a Gaussian time regression analysis (GPR Regression). It is converted into a distribution function, and a predicted lifetime value is calculated from the probability distribution function through machine learning (S310). Since this may be calculated using a known machine learning model, a detailed description thereof will be omitted.

The predicted life value is calculated every time the engine is started and the predicted life value is displayed to the driver (S311), and the cumulative operation time (t _DRIVE ) and the cumulative number of temperature cycles (N _DRIVE ) at this time are updated in the memory of the microcomputer (S304) .

As described above, the present embodiment predicts the lifespan of the electronic control unit by using the sensor temperature value inside the electronic control unit while driving the vehicle, and outputs the status and alarm according to the prediction result so that the driver can prepare for an accident, It has the effect of ensuring the reliability of the product.

As described above, the present invention has been described with reference to the embodiment shown in the drawings, but this is merely exemplary, and various modifications and equivalent other embodiments are possible therefrom by those of ordinary skill in the art. will understand the point. Therefore, the technical protection scope of the present invention should be defined by the following claims. Implementations described herein may also be implemented as, for example, a method or process, an apparatus, a software program, a data stream, or a signal. Although discussed only in the context of a single form of implementation (eg, discussed only as a method), implementations of the discussed features may also be implemented in other forms (eg, as an apparatus or a program). The apparatus may be implemented in suitable hardware, software and firmware, and the like. A method may be implemented in an apparatus such as, for example, a processor, which generally refers to a computer, a microprocessor, a processing device, including an integrated circuit or programmable logic device, and the like. Processors also include communication devices such as computers, cell phones, portable/personal digital assistants ("PDAs") and other devices that facilitate communication of information between end-users.

100: electronic control unit 110: microcomputer
120: power supply 111, 112: CPU
113: ADC module 114: lock step CPU
115: high-speed modeling unit (AMU) 116: die temperature sensor (DTS)
117: memory 118: CAN controller
BAT: Vehicle battery

Claims (18)

a temperature sensor for detecting a _{die temperature (T J} (t)) inside the microcomputer of the electronic control unit;
a CAN controller for receiving a _{vehicle temperature value (T V} (t)) through a CAN (Controller Area Network) network connected to the electronic control unit; and
As the vehicle is started, the plurality of temperature values (T _J (t), T _V (t)) and the power value supplied to the microcomputer through the ADC (Analog to Digital Convert) module inside the microcomputer in real time a control unit receiving the input;
The control unit uses at least one of the plurality of temperature values T _J (t) and T _V (t)) input in real time, the accumulated operation time (t _DRIVE ) of the current driving cycle and the number of accumulated temperature cycles (N _DRIVE ), and outputting a life prediction state according to the result of comparing the calculated cumulative operation time (t _DRIVE ) and the cumulative number of temperature cycles (N _DRIVE ) with each designated tolerance Electronic control unit for a vehicle, characterized in that life prediction device.
According to claim 1, wherein the control unit,
_{The accumulated operation time (t DRIVE} ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the engine immediately before the current ignition is on are read from the memory in the microcomputer, and the cumulative operation time (t _DRIVE ) and accumulation of the current driving cycle A device for predicting the life of an electronic control unit for a vehicle, characterized in that it is reflected when calculating the number of temperature cycles (N _{DRIVE ).}
According to claim 1, wherein the control unit,
The life expectancy prediction apparatus of the electronic control unit for a vehicle, characterized in that the cumulative operation time (t _{DRIVE ) of the current driving cycle is calculated using Equation 1 below.}
(Equation 1)

here,
A _{F_HT} is the Arrhenius acceleration factor.
According to claim 3, wherein the control unit,
A life prediction device for an electronic control unit for a vehicle, characterized in that by applying an Arrhenius acceleration model, the plurality of temperature values input in real time are converted into a test time under high temperature operation test conditions.
According to claim 1, wherein the control unit,
The lifespan prediction apparatus of the electronic control unit for a vehicle, characterized in that the cumulative temperature cycle number (N _{DRIVE ) of the current driving cycle is calculated using Equation 2 below.}
(Equation 2)

where A _{F_TC} is the Coffin-manson acceleration coefficient.
According to claim 5, wherein the control unit,
Life prediction of an electronic control unit for a vehicle, characterized in that by applying a Coffin-manson acceleration model, the temperature change values for the plurality of temperature values input in real time are converted into the number of cycles in the temperature cycle test condition Device.
According to claim 1, wherein the control unit,
In outputting the life prediction state,
Time to guarantee the above calculated cumulative operation time (t _DRIVE ) and cumulative temperature cycle number (N _DRIVE ) through high temperature operation test time and temperature cycle test (

) and number of cycles (

), when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than a predetermined appropriate margin, a maintenance warning alarm is output. Device.
According to claim 7, wherein the control unit,
The life expectancy prediction device of the electronic control unit for a vehicle, characterized in that the predicted life is outputted in a normal state when the cumulative operation time (t _DRIVE ) and the cumulative temperature cycle number (N _{DRIVE ) are both greater than a predetermined appropriate margin.}
According to claim 1, wherein the control unit,
When the current ignition of the vehicle is turned off, before the power supply is released, the accumulated operating time (t _DRIVE ) and the accumulated temperature cycle number (N _DRIVE ) calculated during the current driving are updated in the memory in the microcomputer. Life prediction device of the control unit.
According to claim 1, wherein the control unit,
When the temperature sensor inside the microcomputer fails, calculating the die temperature (T _J ) value of _{the microcomputer using the vehicle temperature value (T V (t)) received through the CAN network and Equation 3 below} A device for predicting the life of an electronic control unit for a vehicle.
(Equation 3)

Here, the product of the thermal resistance value (R _TH = R _THJP + R _THPV ) and the power consumption of the microcomputer (P _MiCOM ) is learned in advance by comparing _{the die temperature value (T J} ) of the microcomputer under the condition that the temperature sensor of the microcontroller operates normally. It is an optimized value.
The method of claim 1,
The electronic control unit internal temperature (T _INT ), the power value supplied to the microcomputer (V _DD (t)), and the high-speed modeling unit receiving _{the current value (I DD (t)) supplied to the microcomputer; further includes} and,
The high-speed modeling unit,
The plurality of input values (T _INT , V _DD (t), I _DD (t)) are converted into a probability distribution function through Gaussian time regression analysis, and the predicted lifetime value is obtained from the probability distribution function through machine learning. and outputting the calculated predicted life value every time the vehicle is started.
In the method for predicting the life of an electronic control unit for a vehicle,
_{When the vehicle ignition is on, the controller controls the temperature value (T J} (t)) of the die inside the microcomputer through the temperature sensor provided inside the microcomputer of the electronic control unit, and the vehicle temperature value (T _V (t)) received through the CAN network. ) receiving input in real time;
_{reading, by the control unit, the accumulated operating time (t DRIVE} ) and the number of accumulated temperature cycles (N _DRIVE ) stored at the end of the start-up immediately before the current start-up is on, from the memory in the microcomputer;
Using at least one of _{the temperature values (T J} (t), T _V (t)) received in real time by the controller reflecting the read accumulated operation time (t _DRIVE ) and the accumulated temperature cycle number (N _{DRIVE )} calculating the cumulative operation time (t _DRIVE ) and the cumulative temperature cycle number (N _DRIVE ) of the current driving cycle; and
outputting, by the control unit, a predicted lifespan state determined based on a result of comparing _{the calculated cumulative operation time (t DRIVE} ), the cumulative number of temperature cycles (N _{DRIVE ), and each specified margin;} A method of predicting the lifespan of an electronic control unit for a vehicle.
13. The method of claim 12,
In order to calculate the cumulative operation time (t _{DRIVE ) of the current driving cycle,}
The control unit, life prediction method of the electronic control unit for a vehicle, characterized in that using the following equation (1)
(Equation 1)

here,
A _{F_HT} is the Arrhenius acceleration factor.
13. The method of claim 12,
In order to calculate the number of cumulative temperature cycles (N _{DRIVE ) of the current driving cycle,}
The life prediction method of the electronic control unit for a vehicle, characterized in that the control unit calculates using the following Equation (2).
(Equation 2)

where A _{F_TC} is the Coffin-manson acceleration coefficient.
The method of claim 12, wherein in the step of outputting the life prediction state,
The control unit is
Time to guarantee the above calculated cumulative operation time (t _DRIVE ) and cumulative temperature cycle number (N _DRIVE ) through high temperature operation test time and temperature cycle test, respectively (

) and number of cycles (

), a maintenance warning alarm is output when any one of the accumulated operation time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) is less than a pre-specified appropriate margin,
The life expectancy prediction method of the electronic control unit for a vehicle, characterized in that the predicted life is outputted in a normal state when both the cumulative operation time (t _DRIVE ) and the cumulative temperature cycle number (N _{DRIVE ) are greater than a predetermined appropriate margin.}
The method of claim 12, wherein when the current ignition of the vehicle is turned off,
The control unit is
Before the power supply is released, the accumulated operating time (t _DRIVE ) and the number of accumulated temperature cycles (N _DRIVE ) calculated during the current driving are updated in the memory in the microcomputer. A method of predicting the life of an electronic control unit for a vehicle, characterized in that it is updated.
The method of claim 12, wherein when the temperature sensor inside the microcomputer fails,
The control unit is
Life expectancy prediction of the electronic control unit for a vehicle, characterized in that the die temperature (T _{J ) of the microcomputer is calculated using the temperature value (T V} (t)) of the vehicle received through the CAN network and Equation 3 below Way.
(Equation 3)

Here, the product of the thermal resistance value (R _TH = R _THJP + R _THPV ) and the power consumption of the microcomputer (P _MiCOM ) is learned in advance by comparing _{the die temperature value (T J} ) of the microcomputer under the condition that the temperature sensor of the microcontroller operates normally. It is an optimized value.
The method of claim 12, wherein when the vehicle ignition is on,
receiving, by the high-speed modeling unit, the internal temperature (T _INT ) of the electronic control unit, the power value supplied to the microcomputer (V _DD (t)), and the current value (I _DD (t)) supplied to the microcomputer;
converting, by the high-speed modeling unit, into a probability distribution function through Gaussian time regression analysis using _{the plurality of input values (T INT} , V _DD (t), I _{DD (t));} and
The high-speed modeling unit calculating a predicted lifespan value from the probability distribution function through machine learning, and outputting the calculated predicted lifespan value every time the vehicle is started; Life expectancy prediction of the electronic control unit for a vehicle, characterized in that it further comprises Way.

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