DESC:METHOD AND SYSTEM FOR FAULT DIAGNOSIS OF COMPONENTS OF ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421079814 filed on 21/10/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to a Body Control Unit (BCU) of electric vehicles. Particularly, the present disclosure relates to a system(s) and method(s) for fault diagnostics of the BCU of electric vehicle.
BACKGROUND
In recent years, the adoption of electric vehicles (EVs) has grown rapidly due to increasing environmental concerns, advancements in vehicle electronics, and supportive government policies. Among the critical electronic control units in an EV is the Body Control Unit (BCU), which serves as a centralized controller for managing and coordinating various body-related functions of the vehicle. The BCU integrates and controls systems such as lighting, power windows, door locks, wipers, climate control, and other comfort, convenience, and safety-related features. By facilitating communication between sensors, actuators, and other electronic control units, the BCU ensures reliable operation of auxiliary functions, improves energy efficiency, and enhances the overall driving experience.
Generally, for a fault diagnostics solutions for BCU, the fault diagnostics is achieved through continuous monitoring of input signals from a sensors and switches associated with body-related functions, along with feedback from actuators controlled by the BCU. The BCU evaluates parameters such as voltage, current, communication status on in-vehicle networks (e.g., CAN, LIN), and logical consistency of commands to detect abnormalities including short circuits, open circuits, communication errors, and actuator malfunctions. The diagnostic algorithms implemented within the BCU compare detected values against predefined thresholds or expected behaviours, and when deviations are identified, diagnostic trouble codes (DTCs) are generated and stored for further processing. In existing systems, such diagnostic outcomes are typically used to trigger warning indications to the driver or to disable the affected subsystem, thereby ensuring safety but often without considering the severity or impact of the fault on overall vehicle operation. Although the above diagnostic process provides a basic mechanism for detecting abnormalities, the process suffers from several limitations. First, the detection is largely restricted to electrical faults such as short circuits, open circuits, or communication failures, while functional faults or intermittent issues that affect performance are often overlooked. Second, existing diagnostics generally apply uniform thresholds and rules, which may not account for variations in operating conditions, leading to false positives or undetected faults. Third, once a fault is identified, the BCU usually adopts rigid responses, such as disabling the corresponding subsystem, without differentiating between critical and non-critical faults. This lack of severity grading reduces the flexibility of the fault management system, and also leads to unnecessary inconvenience for the user. Furthermore, because most BCUs only log DTCs for later analysis, real-time adaptive control actions that balance safety with usability are often absent. As a result, current BCU diagnostic strategies compromise user experience and system efficiency while providing only limited fault coverage.
Therefore, there exists a need for a system and method for fault diagnostics of a BCU that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a system for fault diagnostics of a Body Control Unit (BCU) of electric vehicle.
Another object of the present disclosure is to provide a method for fault diagnostics of a Body Control Unit (BCU) and associated vehicle components.
In accordance with first aspect of the present disclosure, there is provided a system for fault diagnostics of a Body Control Unit (BCU) of an electric vehicle. The system comprising a plurality of sensors and a processor. The plurality of sensors are configured to monitor a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU. Further, the processor is configured to determine abnormality in the monitored parameters, a fault and a fault type for the determined abnormality and implement safety measures based on the determined fault type.
The present disclosure provides the system for fault diagnostics of the BCU. The system as disclosed in present disclosure is advantageously enables the comprehensive and accurate detection of abnormalities beyond simple electrical failures, thereby improving diagnostic coverage. Further, the system precisely distinguish between the critical and non-critical faults, ensuring user convenience is maintained without compromising safety. Furthermore, the system enhances reliability by continuously verifying the operational integrity of the BCU. Moreover, the system enables adaptive fault management that supports both real-time driver awareness and post-event analysis. Subsequently, the system improves fault identification accuracy, reduce unnecessary subsystem shutdowns, enhance overall vehicle reliability, and provide a better driving experience for the user.
In accordance with second aspect of the present disclosure, there is provided a method for fault diagnostics of a Body Control Unit (BCU) and associated vehicle components. The method comprises monitoring a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU, determining abnormality in the monitored parameters, determining a fault and a fault type for the determined abnormality and implementing safety measures based on the determined fault type.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a block diagram of a system for fault diagnostics of a Body Control Unit (BCU), in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates a block diagram of a system for fault diagnostics of a Body Control Unit (BCU), in accordance with another embodiment of the present disclosure.
FIG. 3 illustrates a flow chart of a steps involved in a method for fault diagnostics of a Body Control Unit (BCU) and associated vehicle components, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a system and method for fault diagnostics of a Body Control Unit (BCU) and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “fault diagnostics” refers to a process of detecting, identifying, and classifying abnormal conditions, malfunctions, or failures in a system or the components by monitoring one or more operational parameters, comparing the monitored parameters with predefined thresholds or reference values, and analyzing deviations to determine the nature, location, and severity of the fault. The fault diagnostics may include both real-time monitoring for immediate response and post-event analysis for preventive maintenance, and may be applied to electrical, electronic, mechanical, or software subsystems.
As used herein, the terms “Body Control Unit” and “BCU” are used interchangeably and refer to an electronic control unit of a vehicle configured to manage, coordinate, and control a plurality of body-related functions and subsystems of the vehicle. The BCU typically interfaces with a plurality of sensors, switches, actuators, and other electronic control units through in-vehicle communication networks such as Controller Area Network (CAN) or Local Interconnect Network (LIN). The BCU is generally responsible for functions including, but not limited to, control of vehicle lighting, power windows, door locks, wiper systems, climate control, keyless entry, immobilizer systems, and other convenience, comfort, and safety-related features.
As used herein, the terms “plurality of sensors” and “sensors” are used interchangeably and refer to two or more sensing devices configured to measure, detect, or monitor one or more physical, electrical, or environmental parameters associated with the BCU or the related components. The plurality of sensors may include, but not limited to, voltage sensors, current sensors, temperature sensors, position sensors, continuity sensors, switch state sensors, and other types of sensors capable of detecting operating conditions, faults, or abnormal states in the system. The plurality of sensors may operate independently or in combination, may be located at different positions within the vehicle, and may communicate with a processor through wired or wireless interfaces to provide real-time or near real-time data for analysis and fault diagnostics.
As used herein, the terms “plurality of parameters” and “parameters” are used interchangeably and refer to two or more measurable or observable characteristics, signals, or states associated with one or more vehicle components under the control or monitoring of the BCU. Such parameters may include, but not limited to, electrical parameters (e.g., voltage, current, resistance), mechanical or positional parameters (e.g., actuator positions, lock/unlock status), thermal parameters (e.g., temperature of components), continuity or integrity parameters (e.g., circuit continuity, fuse status), and logical or functional states (e.g., switch states, communication signals, operational modes). The plurality of parameters is configured to provide sufficient information to the processor to detect abnormalities, determine fault types, and implement appropriate safety measures.
As used herein, the terms “Plurality of vehicle components” and “vehicle components” are used interchangeably and refer to two or more distinct elements, subsystems, or modules of a vehicle that are associated with or controlled by the BCU. Such components may include, but are not limited to, keyfob batteries, vehicle locking mechanisms, charger locking mechanisms, lighting units (including headlamps, tail lamps, and blinkers), switches, relays, and communication interfaces such as a Vehicle Interface Unit (VIU) or Vehicle Interface Controller (VIC).
As used herein, the terms “processor”, “processing unit”, “control unit”, and “controller” are used interchangeably and refer to any suitable computational unit or electronic circuitry configured to execute instructions, process data, and perform logic-based operations. The processor may include, but is not limited to, a microcontroller, microprocessor, Digital Signal Processor (DSP), Application-Specific Integrated Circuit (ASIC), Field-Programmable Gate Array (FPGA), or any combination thereof. The processor may be configured to operate independently or in conjunction with other hardware or software components, and may include associated memory, communication interfaces, and input/output modules as required for executing specific control, diagnostic, or computational tasks within the system.
As used herein, the term “monitored parameters” refers to any measurable physical, electrical, or logical quantities associated with the operation, status, or condition of one or more vehicle components under the control or supervision of the BCU. The monitored parameters may include, but not limited to, voltage levels, current flow, temperature, position, continuity, switch states, signal integrity, communication status, operational timing, or any other observable characteristic that may be sensed or inferred by the sensor or the diagnostic system for the purpose of detecting abnormalities or faults.
As used herein, the term “determined abnormality” refers to a deviation of a monitored parameter from an expected or predefined operating condition of a vehicle component associated with the BCU. Such an abnormality may be identified by comparing real-time sensor data with reference values, thresholds, or logical conditions stored in the processor. A determined abnormality may include, but not limited to, electrical deviations (such as voltage drop, overcurrent, open circuit, or short circuit), mechanical deviations (such as incomplete actuation of a lock or switch), communication deviations (such as data transmission failure or reset of an interface unit), or thermal deviations (such as excessive temperature rise). The detection of such abnormalities forms the basis for determining whether a fault exists and categorizing the type of fault for implementing appropriate safety measures.
As used herein, the term “safety measures” refers to one or more control actions implemented by the system to maintain safe and reliable operation of the vehicle in response to detection of a fault or abnormality. The safety measures may include, but not limited to, disabling or restricting operation of the affected component, isolating faulty circuits, switching to a fallback or degraded operating mode, limiting power supply to certain subsystems, generating visual and/or audible alerts to the vehicle operator, storing diagnostic trouble codes (DTCs) for post-event analysis, resetting or reinitializing affected modules, and initiating communication with external diagnostic or service systems. The safety measures may be predetermined, adaptive, or configurable based on the type and severity of the detected fault, thereby ensuring an appropriate balance between vehicle safety and user convenience.
As used herein, the term “determined fault type” refers to a classification of a detected abnormality in a vehicle component associated with the BCU, based on the nature, source, and severity of the abnormality. The fault type may be identified by analyzing monitored parameters obtained from one or more sensors, comparing the parameters with predetermined thresholds or expected operating conditions, and correlating the deviations to a corresponding fault category. The determined fault type may include, but not limited to, electrical faults (such as short circuits, open circuits, over-voltage, or under-voltage conditions), mechanical faults (such as actuator position errors or lock mechanism malfunctions), communication faults (such as data bus errors or module resets), or functional faults (such as failure of switch operations or intermittent signal losses).
As used herein, the terms “keyfob battery voltage failure”, “keyfob battery failure”, “keyfob failure”, and “keyfob voltage failure” are used interchangeably and refer to a fault condition associated with the power source of a vehicle keyfob, wherein the voltage level of the keyfob battery deviates from a predefined operating threshold required for reliable functioning of the keyfob. Such failure may occur, for example, when the battery voltage falls below a lower limit due to depletion, disconnection, or abnormal discharge, thereby impairing the ability of the keyfob to transmit signals for vehicle access, authentication, or control. The failure may also include abnormal voltage fluctuations or instability that prevent consistent operation of the keyfob communication system.
As used herein, the terms “vehicle lock operation failure”, “lock operation failure” and “vehicle lock failure” are used interchangeably and refer to a condition in which the locking or unlocking mechanism of the vehicle fails to perform its intended operation in response to a valid input or control signal. Such a failure may include, but not limited to non-response of the lock actuator upon receiving an electronic or mechanical command, incomplete locking or unlocking of a door, trunk, or charging port, delayed actuation, intermittent operation, or failure of associated sensors or switches to provide correct state feedback to the BCU. The failure may arise due to electrical faults (e.g., short circuit, open circuit, voltage drop), mechanical faults (e.g., actuator jamming, wear of locking components), or communication faults (e.g., signal loss between the keyfob, vehicle interface unit, and BCU).
As used herein, the terms “charger lock operation failure” and “charger operation failure” are used interchangeably and refer to a condition in which a charging connector locking mechanism of the vehicle does not perform the intended function of securely locking or unlocking the charging connector during a charging event. Such a failure may include, but not limited to, inability of the locking actuator to engage or disengage, mechanical jamming of the lock, failure of the position sensor associated with the lock to provide correct feedback, interruption of electrical signals controlling the lock operation, or abnormal current/voltage levels detected during actuation. The charger lock operation failure may result in improper securing of the charging connector, prevention of charging initiation or termination, or unintended release of the connector, thereby compromising safety and reliability of the charging process.
As used herein, the term “power related faults” refers to faults associated with the supply, distribution, or regulation of electrical power within the BCU and the connected vehicle components. Such faults may include, but not limited to, undervoltage conditions, overvoltage conditions, voltage drops, current surges, short circuits, open circuits, power loss, unstable power supply, improper grounding, and abnormal fluctuations in electrical parameters that affect the reliable functioning of the BCU or the associated vehicle subsystems.
As used herein, the term “indicator fuse failure” refers to a fault condition in which a fuse provided in the electrical circuit of a vehicle indicator system (such as turn signal lamps or hazard warning lamps) becomes open-circuited or otherwise non-functional, thereby interrupting the supply of electrical power to the associated indicator unit. Such a failure prevents the normal operation of the indicator lamps, resulting in loss of signaling functionality. The indicator fuse failure may be caused by overcurrent, short circuit, aging of the fuse element, or improper electrical connections. The detection of the indicator fuse failure typically involves monitoring current flow, voltage continuity, or switch actuation responses corresponding to the indicator circuit to identify the abnormal condition.
As used herein, the term “lamp fuse failure” refers to a condition in which a fuse provided in the electrical circuit of a vehicle lamp unit becomes inoperative, thereby interrupting the supply of electrical power to the lamp. Such a failure may occur due to conditions including overcurrent, short-circuiting, aging, or physical damage of the fuse element. When a lamp fuse failure occurs, the corresponding lamp or group of lamps (such as headlamps, tail lamps, or interior lamps) unable to function as intended, potentially affecting vehicle safety or user convenience. The detection of lamp fuse failure may be achieved by monitoring electrical parameters such as voltage continuity, current flow, or circuit resistance across the fuse.
As used herein, the terms “Vehicle Interface Unit (VIC) reset failure”, “VIC reset failure”, and “VIC failure” are used interchangeably and refer to a condition in which the VIC, which acts as a communication gateway between the BCU and other electronic control units (ECUs) or external interfaces, fails to properly initialize or re-establish communication after a reset event. Such a failure may occur due to hardware malfunction, firmware corruption, power supply instability, or abnormal reset triggers. When the VIC reset failure occurs, the VIC may be unable to resume normal message transmission and reception over in-vehicle communication networks (e.g., CAN, LIN, or Ethernet), leading to interruption in control commands, delayed or lost communication with other ECUs, and potential malfunction of vehicle body functions.
As used herein, the term “voltage sensor(s)” refers to an electrical sensing device or circuit configured to detect, measure, or monitor the electrical potential difference between two points in a circuit or across a component. The voltage sensor may be implemented using analog or digital circuitry and may provide an output signal indicative of the measured voltage, which may be processed by an associated processor. The voltage sensor(s) may be configured as a standalone device, an integrated circuit, or as part of a multifunctional sensing module, and may operate in direct contact with the monitored circuit or through non-contact techniques such as capacitive or resistive dividers. The voltage sensor(s) are employed to monitor supply voltages, component operating voltages, or battery voltages associated with vehicle subsystems to detect abnormalities such as undervoltage, overvoltage, or voltage fluctuations.
As used herein, the term “current sensor(s)” refers to an electronic sensing device configured to detect, measure, and/or monitor an electric current flowing through a conductor, circuit, or component. The current sensor may be configured to measure current directly, for example by detecting voltage drop across a shunt resistor, or indirectly, by detecting a magnetic field induced by the current using a Hall-effect element, Rogowski coil, or other electromagnetic sensing principle. The measured current value may be converted into an electrical signal suitable for processing by the processor, and may be utilized for monitoring operating conditions, detecting faults, or implementing control strategies within a system.
As used herein, the term “position sensor(s)” refers to one or more sensing devices configured to detect and measure the positional state, movement, or angular orientation of a component or mechanism associated with a vehicle. Such sensors may include, but not limited to, rotary encoders, linear potentiometers, Hall-effect sensors, magneto-resistive sensors, or any other device capable of providing an electrical signal indicative of the relative or absolute position of a movable element. The position sensor(s) may be employed to monitor the position of actuators, switches, levers, locks, or other components controlled or monitored by the BCU, and the detected positional information may be used for fault detection, feedback control, or operational verification of the associated component.
As used herein, the term “continuity sensor(s)” refers to one or more sensing devices configured to detect the presence or absence of an electrical connection within a circuit or component. Such sensors determine whether a complete conductive path exists between two or more points, thereby enabling identification of open circuits, broken connections, or unintended disconnections. The continuity sensor(s) may operate based on measurement of electrical parameters such as resistance, voltage, or current flow, and can provide signals to a processor or control unit to indicate the status of the monitored circuit. In the BCU, the continuity sensor(s) may be employed to verify the operational integrity of switches, relays, wiring harnesses, fuses, and other electrically controlled vehicle components.
As used herein, the term “temperature sensor(s)” refers to one or more devices configured to measure the temperature of the vehicle component or the surrounding environment and provide a corresponding electrical signal indicative of the measured temperature. The temperature sensor(s) may include, but not limited to, thermistors, thermocouples, resistance temperature detectors (RTDs), infrared sensors, or any other suitable temperature sensing device. The electrical signal generated by the temperature sensor(s) may be processed by the processor to monitor operating conditions, detect abnormal temperature variations, trigger safety measures, or support diagnostic functions of the BCU and associated vehicle components.
As used herein, the term “switch state sensor(s)” refers to one or more sensors configured to detect, monitor, and report the operational state or position of a switch or actuator associated with a vehicle component. Such sensors are capable of determining whether a switch is in an ON, OFF, open, closed, or intermediate state, and provide corresponding electrical or digital signals to a controller, such as the BCU, for processing. The switch state sensor(s) may include, but not limited to, mechanical position sensors, contact-based sensors, Hall effect sensors, optical sensors, or other suitable sensing devices that reliably indicate the functional state of switches, relays, or actuators in real time, thereby facilitating fault detection, diagnostic analysis, and system control.
As used herein, the term “switch functions” refers to the operational behaviours and control actions associated with switches, buttons, or actuators that are electrically or electronically controlled and monitored by the BCU to perform vehicle body-related operations. The switch functions include, but not limited to, detecting the on/off state of a switch, sending control signals to actuators, enabling or disabling associated vehicle components, and providing feedback to the BCU or driver. The switch functions may encompass manual switches operated by a user, automated switches triggered by system logic, or hybrid switches that respond to both user input and electronic commands, and may relate to components such as door locks, power windows, lighting controls, and other body-related control elements.
As used herein, the term “self-diagnostic module” refers to a hardware and/or software component integrated within the system that is configured to perform diagnostic checks on the BCU and the associated circuits to verify the operational integrity. The self-diagnostic module may periodically or continuously execute tests such as verifying sensor signal validity, monitoring communication links, checking power supply status, and detecting abnormal operating conditions within the BCU. The module may further be configured to identify malfunctions or degradation within the diagnostic system, thereby ensuring that fault detection and safety measures remain reliable.
Figure 1, in accordance with an embodiment describes a system 100 for fault diagnostics of a Body Control Unit (BCU) of an electric vehicle. The system 100 comprising a plurality of sensors 102 and a processor 104. The plurality of sensors 102 are configured to monitor a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU, and the processor 104 is configured to determine abnormality in the monitored parameters, determine a fault and a fault type for the determined abnormality and implement safety measures based on the determined fault type.
In an embodiment, the plurality of vehicle components may comprises at least one of a keyfob battery, a vehicle lock operation mechanisms, a charger lock operation mechanisms, at least one lamp unit, a plurality of blinkers, and a Vehicle Interface Unit (VIU). The plurality of sensors 102 are operatively coupled to the respective vehicle components to acquire electrical, positional, and monitors the operational parameters. Further, the processor 104 is configured to analyze the monitored parameters to detect abnormalities such as low voltage in the keyfob battery, failure in vehicle lock actuation, charger lock malfunctions, open or short circuit in lamp or blinker units, and reset or malfunction of the VIU. Furthermore, upon detecting such abnormalities set forth above, the processor 104 determines the corresponding fault type and applies suitable safety measures. Beneficially, the system enabling comprehensive fault coverage with the help of the plurality of vehicle components that are essential for user safety, convenience, and operational reliability.
In an embodiment, the detected fault types may comprises at least one of a keyfob battery voltage failure, a vehicle lock operation failure, a charger lock operation failure, power-related faults, an indicator fuse failure, a lamp fuse failure, and a Vehicle Interface Unit (VIU) reset failure. The system utilizes the plurality of sensors 102 to monitor electrical, mechanical, and communication parameters corresponding to the vehicle components, and the processor 104 classifies abnormalities into the respective fault types. Such classification enables precise identification of the faulty subsystem and supports implementation of targeted safety measures. Beneficially, by enabling detection of diverse fault types across both electrical and electromechanical subsystems, the system 100 ensures comprehensive fault coverage for the BCU domain. Further, accurate identification of specific fault types allows the vehicle to distinguish between minor malfunctions (e.g., keyfob battery failure) and critical faults (e.g., charger lock failure or power-related faults), thereby supporting differentiated safety responses.
Figure 2 describes, the plurality of sensors 102 may comprises at least one of a voltage sensor 102a, a current sensor 102b, a position sensor 102c, a continuity sensor 102d, a temperature sensor 102e, and a switch state sensors 102f configured to monitor the plurality of parameters of the plurality of vehicle components for fault detection. The voltage sensor 102a and the current sensor 102b are configured to detect abnormal variations in electrical supply and current flow to the vehicle components. Further, the position sensor 102c is configured to detect actuation states or mechanical movements of components such as lock actuators or wipers. Furthermore, the continuity sensor 102d enables detection of open or short circuit conditions in wiring or fuses. Moreover, the temperature sensor 102e monitors thermal conditions to prevent overheating-related failures. Subsequently, the switch state sensor 102f verifies the operational status of the user input switches associated with the BCU. Collectively, the plurality of sensors 102 provide a comprehensive monitoring framework for detecting abnormalities and faults in real time. Beneficially, by monitoring multiple parameters such as electrical, thermal, positional, and continuity characteristics, the system 100 achieves broader diagnostic coverage compared to conventional BCU diagnostics limited to basic electrical checks. Further, the broader diagnostic coverage improves fault detection accuracy and enables identification of both electrical and functional failures. Furthermore, the use of the position sensor 102c and switch state sensor 102f allows detection of mechanical or actuation faults that would otherwise remain undetected, thereby enhancing the reliability the system 100. Furthermore, the real-time monitoring of temperature and current helps in early identification of overloading or overheating conditions, thereby improves the safety and prolongs component lifespan.
In an embodiment, the plurality of sensors 102 may be configured to diagnose switch functions associated with the BCU. The plurality of sensors may include switch state sensors 102f, continuity sensors 102d, or position sensors 102c that monitor the operational status of switches integrated with various vehicle components including, but not limited to, door lock/unlock switches, ignition switches, window control switches, or lighting control switches. The sensors 102 detect parameters such as switch actuation state, continuity, and response behavior, and the processor 104 evaluates the detected signals to determine whether the corresponding switch function is operating normally or has developed the fault condition. Beneficially, by enabling real-time diagnosis of switch functions, the system 100 ensures early detection of switch-related faults such as contact failures, stuck states, or abnormal response times. Further, the early detection of switch related faults improve the reliability of BCU operations and prevents malfunction of critical vehicle functions like locking mechanisms or lighting systems. Furthermore, detecting faults at the switch level allows the system 100 to implement precise corrective measures (e.g., isolating only the affected switch) instead of disabling entire subsystems, thereby enhancing user convenience. Additionally, logging switch-level faults facilitates predictive maintenance and reduces downtime by enabling timely service interventions.
In an embodiment, the system 100 comprises a self-diagnostic module 106 may be configured to perform self-diagnostic tests to ensure reliable and safe operations of the BCU. The self-diagnostic module 106 may be implemented in hardware, software, or a combination thereof, and is operatively coupled with the processor 104 and the plurality of sensors 102. The self-diagnostic module 106 is configured to periodically or continuously verify the operational status of the BCU by executing diagnostic routines such as checking sensor signal validity, monitoring power supply integrity, validating communication links (e.g., CAN, LIN, or Ethernet), and identifying abnormal conditions within the BCU control logic. Further, the self-diagnostic module 106 may also detect failures within the system 100, thereby ensuring the fault monitoring functionality remains robust and dependable throughout the operation of the vehicle. Beneficially, the inclusion of the self-diagnostic module 106 enhances the reliability of the BCU by ensuring potential failures within the BCU or the diagnostic mechanisms are to be detected at an early stage. Further, by performing continuous or periodic verification of system integrity, the self-diagnostic module 106 minimizes the risk of undetected faults, thereby improving overall vehicle safety. Furthermore, the self-diagnostic module 106 ensures that diagnostic accuracy is maintained over the lifetime of the vehicle, reducing the likelihood of false positives or false negatives in fault detection. Moreover, the ability to identify failures in the diagnostic mechanism improves the robustness of the fault management system, ensuring that the vehicle operator receives trustworthy alerts.
In an embodiment, the processor 104 is configured to implement safety measures comprising one or more of: disabling the affected component, alerting the vehicle operator, and logging the fault type. In particular, the safety measures include disabling the affected component to prevent further malfunction or safety hazards, generating alerts to notify the vehicle operator of the detected fault condition, and logging the fault type for diagnostic and maintenance purposes. The alert may be provided through a visual indication on the vehicle dashboard, an audible warning, or a message via a vehicle interface system. The logging function enables storage of Diagnostic Trouble Codes (DTCs) in a memory unit, allowing service personnel to perform subsequent fault analysis and corrective action. Beneficially, by selectively disabling only the affected component instead of the entire vehicle system, the diagnostic system 100 prevents unnecessary loss of drivability while maintaining safety. Further, the operator alerts ensuring the driver is immediately made aware of the fault condition, thereby enabling informed decision-making during vehicle operation. Moreover, the logging of the fault type enhances maintainability by creating a permanent fault record that supports efficient troubleshooting, root-cause analysis, and preventive maintenance.
In an embodiment, the system 100 for fault diagnostics of the BCU of the electric vehicle. The system 100 comprising the plurality of sensors 102 and the processor 104. The plurality of sensors 102 are configured to monitor the plurality of parameters corresponding to the plurality of vehicle components associated with the BCU, and the processor 104 is configured to determine abnormality in the monitored parameters, determine the fault and the fault type for the determined abnormality and implement safety measures based on the determined fault type. Further, the plurality of vehicle components comprises the at least one of the keyfob battery, the vehicle lock operation mechanisms, the charger lock operation mechanisms, the at least one lamp unit, the plurality of blinkers, and the Vehicle Interface Unit (VIU). Furthermore, the detected fault types comprises the at least one of the keyfob battery voltage failure, the vehicle lock operation failure, the charger lock operation failure, power-related faults, the indicator fuse failure, the lamp fuse failure, and the Vehicle Interface Unit (VIU) reset failure. Moreover, the plurality of sensors 102 comprises the at least one of the voltage sensor 102a, the current sensor 102b, the position sensor 102c, the continuity sensor 102d, the temperature sensor 102e, and the switch state sensors 102f configured to monitor the plurality of parameters of the plurality of vehicle components for fault detection. Moreover, the plurality of sensors 102 configured to diagnose switch functions associated with the BCU. Moreover, the system 100 comprises the self-diagnostic module 106 configured to perform the self-diagnostic tests to ensure reliable and safe operations of the BCU. Subsequently, the processor 104 is configured to implement safety measures comprising one or more of: disabling the affected component, alerting the vehicle operator, and logging the fault type.
The present disclosure provides the system 100 for fault diagnostic of BCU. The system as disclosed by present disclosure is advantageous for utilizing the plurality of sensors 102 to monitor diverse parameters of vehicle components, thereby the system 100 enables comprehensive detection of abnormalities across electrical, mechanical, and functional domains, improving fault coverage compared to conventional diagnostic methods. Further, the processor 104, configured to determine both the presence and type of fault, allows for precise fault classification and targeted responses, thereby reducing the unnecessary subsystem shutdowns and enhancing overall vehicle usability. Furthermore, the inclusion of the self-diagnostic module 106 ensures reliability by verifying the integrity of the BCU and the associated diagnostic functions, thereby maintaining the robustness of the system 100 over time. Moreover, the ability to implement adaptive safety measures such as disabling only the affected component, issuing real-time alerts to the operator, and logging diagnostic trouble codes (DTCs) enhances user safety, supports preventive maintenance, and reduces vehicle downtime. Collectively, the fault diagnostics improve BCU reliability, maintain driver awareness, optimize fault management, and deliver a safer and more convenient driving experience.
Figure 3, describes a method 200 for fault diagnostics of a Body Control Unit (BCU) and associated vehicle components. The method 200 starts at step 202 and completes at 208. At step 202, the method 200 monitoring a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU. At step 204, the method 200 comprises determining abnormality in the monitored parameters. At step 206, the method 200 comprises determining a fault and a fault type for the determined abnormality. At step 208, the method 200 implementing safety measures based on the determined fault type.
It would be appreciated that all the explanations and embodiments of the portable device 100 also applies mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed”, “mounted”, and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
,CLAIMS:WE CLAIM
1. A system (100) for fault diagnostics of a Body Control Unit (BCU) of an electric vehicle, the system (100) comprising:
- a plurality of sensors (102) configured to monitor a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU; and
- a processor (104) configured to:
- determine abnormality in the monitored parameters;
- determine a fault and a fault type for the determined abnormality; and
- implement safety measures based on the determined fault type.
2. The system (100) as claimed in claim 1, wherein the plurality of vehicle components comprises at least one of a keyfob battery, a vehicle lock operation mechanisms, a charger lock operation mechanisms, at least one lamp unit, a plurality of blinkers, and a Vehicle Interface Unit (VIU).
3. The system (100) as claimed in claim 1, wherein the detected fault types comprises at least one of a keyfob battery voltage failure, a vehicle lock operation failure, a charger lock operation failure, power-related faults, an indicator fuse failure, a lamp fuse failure, and a Vehicle Interface Unit (VIU) reset failure.
4. The system (100) as claimed in claim 1, wherein the plurality of sensors (102) comprises at least one of: a voltage sensor (102a), a current sensor (102b), a position sensor (102c), a continuity sensor (102d), a temperature sensor (102e), and a switch state sensors (102f) configured to monitor the plurality of parameters of the plurality of vehicle components for fault detection.
5. The system (100) as claimed in claim 1, wherein the plurality of sensors (102) are configured to diagnose switch functions associated with the BCU.
6. The system (100) as claimed in claim 1, wherein the system (100) comprises a self-diagnostic module (106) configured to perform self-diagnostic tests to ensure reliable and safe operations of the BCU.
7. The system (100) as claimed in claim 1, wherein the processor (104) is configured to implement safety measures comprising one or more of: disabling the affected component, alerting the vehicle operator, and logging the fault type.
8. A method (200) for fault diagnostics of a Body Control Unit (BCU) and associated vehicle components, the method (200) comprises:
- monitoring a plurality of parameters corresponding to a plurality of vehicle components associated with the BCU;
- determining abnormality in the monitored parameters;
- determining a fault and a fault type for the determined abnormality; and
- implementing safety measures based on the determined fault type.