The present invention relates to a device and a method for evaluating the safety of systems, in particular in motor vehicles, in an early phase of product development, as well as a corresponding computer program and a computer program product. A method called a CARTRONIC®-based safety analysis (CSA), is performed accordingly by the device and/or at the time of execution of the computer program.
It is a challenge not only to the automobile industry to meet the increasing demands for safety and reliability while at the same time shortening product development cycles. These boundary conditions make it necessary to take into account safety considerations at a very early point in time during product development. A short period of time from the start of planning until market introduction represents a decisive competitive advantage in establishing a product on the market before the competition. Taking a safety analysis into account in an early phase of product development should reduce and in the ideal case prevent tedious iterations for testing and improving the product in an advanced stage of product development. In an early development phase, a system is handled in an abstract manner, i.e., it is known which functions the system should fulfill and how these functions interact, but it is not known how these functions will be implemented (e.g., hardware, software, mechanics). This abstract approach may be represented by the CARTRONIC® structuring concept which is non-specific to the automobile manufacturer or supplier. This structuring concept forms the basis for the CARTRONIC®-based safety analysis.
The increasing complexity of the motor vehicle system in particular lies in the increasing complexity and number of individual subsystems but is also influenced to a significant extent by their increasing interconnection. The complexity of the motor vehicle system is mastered through the structuring of the subsystems according to CARTRONIC®, taking into account the interactions with other subsystems.
The CARTRONIC® structuring concept (see T. Bertram, R. Bitzer, R. Mayer, A. Volkhart, 1998, CARTRONIC—An Open Architecture for Networking the Control Systems of an Automobile, Detroit, Mich., USA, SAE 98200) is based on an object-oriented approach. The motor vehicle system is structured in logic function units which communicate with one another over standardized interfaces.
CARTRONIC® is a structuring concept for all the control and regulating systems of a vehicle. This concept contains modular and expandable architectures for “function” and “safety” based on agreed upon formal structuring and modeling rules.
The term “architecture” as used here is understood to refer to the structuring system (rules) as well as its implementation in a concrete structure. The function architecture includes all control and regulating functions that occur in the vehicle. The tasks of the system are assigned to functional components which define the interfaces of the components (functional interfaces) and their interaction. The safety architecture expands the function architecture by including elements which ensure reliable operation of the system.
Another form of representation is obtained by mapping into UML (Unified Modeling Language) which also facilitates porting onto a computer system. Mapping of a CARTRONIC® functional structure into a UML model is described in P. Torre Flores, A. Lapp, W. Hermsen, J. Schirmer, M. Walther, T. Bertram, J. Petersen, 2001, Integration of a Structuring Concept for Vehicle Control Systems into the Software Development Process Using UML Modeling Methods, Detroit, Mich., USA, SAE 2001-01-0066.
The basic unit for structuring is the functional component. A functional component represents a function in the motor vehicle system. For the sake of a compact presentation, instead of the term “functional component” the following discussion will use only the term “component.” The components may be refined (increased detail) in the course of development with the higher-level function remaining as a shell. The higher-level function is in turn composed of components within the refinement (detailing) representing individual parts of the higher-level function. Three different types of components are differentiated in the structuring concept:
In the communication relationships, a distinction is made between an order (with acknowledgment), an inquiry (with a reference) and a request. The order is characterized by the obligation to execute; in the event it is not fulfilled, the contractor receiving the order must send an acknowledgment to the requestor describing the reason for failure to execute. The inquiry is to acquire information for execution of an order. For the case when a component is unable to supply the requested information, it sends an instruction to the inquiring component. A request describes a “wish” for a function to be executed by another component. However, the request is not linked to the obligation for fulfillment, which is taken into account in the case of competing requests, for example. Table 1 summarizes the structural elements.
The structuring rules describe allowed communication relationships within the architecture of the vehicle as a whole. A distinction is made between structuring rules which define the communication relationships on the same abstraction level and at higher and lower levels, taking into account the given boundary conditions. Furthermore, the structuring rules clarify the forwarding of communication relationships into detailing of another functionality.
A structure developed according to the rules of structuring and modeling is characterized by the following features:
An object of the present invention is to generate a method and a device as well as a corresponding computer program and computer program product which will permit an improved safety analysis and creation of an improved safety structure of at least one system in particular in a motor vehicle.
The present invention relates to a device, in particular a computer system and a computer program or a computer program product, as well as to a method for performing a safety analysis in systems, in particular in a motor vehicle, the systems or the at least one system being composed of multiple components between which there are communication relationships, the components and their communication relationships forming a functional structure of the systems or the at least one system, errors being advantageously determined as a function of the functional structure, and these error dependencies being analyzed with respect to the functional structure.
In one embodiment, the present invention has a device, in particular a computer system, and a computer program or a computer program product as well as a method for achieving a predefinable safety level in systems, in particular in a motor vehicle, the systems or at least one system including multiple components between which there are communication relationships, the components and their communication relationships forming a functional structure of systems, errors being determined as a function of the functional structure, and these error dependencies being analyzed with respect to the functional structure including the following steps:
Advantageously, a safety analysis is thus performed in an early phase of product development to promptly recognize problem areas and for early integration of safety measures into the functional structure (“safety through design”).
The safety analysis according to the present invention is thus expediently depicted as an iterative analysis and improvement process.
The method for evaluating the safety of systems may advantageously be depicted on the basis of CARTRONIC® functional structures and/or CARTRONIC® UML models but it may also be applied to other system modeling methods.
This method is expediently performed by using the CSA table. Global error effects are identified and weighted by use of the CSA table. It documents error dependencies of components and communication relationships. A malfunction is caused by functional structure errors (FS errors) in components or communications. Communication errors (orders, requests) are taken into account in the target component of the communication. FS errors in inquiries are taken into account in the source component of the communication.
A malfunction of components is assigned to the global effects. In this way it is possible to achieve not only an evaluation of global states but also an evaluation of which components of the functional structure are responsible for it.
In a special embodiment, this method is integrated into a CARTRONIC®-based development process. This facilitates a formal systematic procedure.
Safety measures in particular are mapped into a CARTRONIC® UML model. This permits formal verification with respect to defined product requests or product specifications. Validation of the product specification is also possible with this procedure.
More extensive quantitative safety considerations may thus be implemented advantageously on the basis of the CSA table, the CARTRONIC® functional structure or the CARTRONIC® UML model including safety measures.
The present invention is explained in greater detail below on the basis of the figures and the tables.
The safety analysis described below is based on the CARTRONIC® functional structure, i.e., the CARTRONIC® UML model of the system in question. The CARTRONIC® UML model is the mapping of a CARTRONIC® functional structure into UML (Unified Modeling Language). Due to the mapping into UML, a formalized and precisely specified depiction is obtained which facilitates an automated implementation of the present invention. The mapping of a CARTRONIC® functional structure into a UML model is described in P. Torre Flores, A. Lapp, W. Hermsen, J. Schirmer, M. Walther, T. Bertram, J. Petersen, 2001, Integration of a Structuring Concept for Vehicle Control Systems into the Software Development Process Using UML Modeling Methods, Detroit, Mich., USA, SAE 2001-01-0066.
The CARTRONIC®-based safety analysis is a method for systematic safety analysis on an abstract system level and thus supports the development principle “safety through design.” The procedure for the CARTRONIC®-based safety analysis which is described in a previous publication (T. Bertram, P. Dominke, B. Müller, 1999, The Safety-Related Aspect of CARTRONIC, Detroit, Mich., USA, SAE '99, Session Code PC 26) has been fundamentally revised and expanded by including the analysis of structural error dependencies. By using this method in an early development phase, it is possible to abstractly describe errors and their causes, e.g., “error present” or “error not present.” This method thus constitutes an abstraction of FMEA (failure mode and effects analysis) which has been expanded to include the analysis of structural error dependencies. FMEA is a recognized methodological procedure for analyzing, weighting and documenting systems, components and manufacturing processes and is used mainly to prevent errors. The intention of CSA is not to replace FMEA but instead merely to support system developers in an early development phase in identifying potential hazards.
First some terms are defined before the present invention is explained on the basis of an example.
Definition 1 (Global Effects)
Global effects are physical effects which affect the entire system of the motor vehicle through actuators. They are sensed by sensors (or by a driver of the vehicle) due to loss of function (e.g., failure of the brake system) or loss of comfort (e.g., due to shutdown of assistance systems such as adaptive cruise control).
Definition 2 (Functional Structure Error)
Functional structure errors (FS errors) are errors which cause a malfunction of a component or a communication.
Definition 3 (Functional Structure Error Causes)
Functional structure error causes (FS error causes) are reasons for a malfunction of a component. The reason for a malfunction of a component lies in the presence of FS errors. FS errors may be further subdivided into refined types of errors. The refined types of errors are then in turn the cause of the FS errors. The refined types of errors may be:
The procedure of the CARTRONIC®-based safety analysis is described below on the basis of an example. A simplified brake system has been selected as the example.
Findings of the CARTRONIC®-based safety analysis are summarized in a comprehensible form and stored in the form of a table, the CSA table.
The CSA table permits an assignment of a malfunction of an individual component to error dependencies within the functional structure. The FS errors documented in the CSA table may be refined to the types of errors indicated above. The refined types of errors may be interpreted on an abstract system level as the cause for the FS error. In addition, the “internal effects” (malfunction of a component) are assigned to the global effects. In this way complex dependencies within structure-internal error dependencies and global effects are discernible.
The method described below represents a “bottom-up” approach with regard to the analysis of causes because, starting from a potential malfunction, its possible causes are identified. This procedure will now be explained on the basis of the example explained above and steps 1 through 7 described above:
Step 1: Identifying Global Effects
Global effects are derived from considering the system interface to the environment. The actuators which are triggered by the subsystem in question represent the interfaces to the environment. In the context in question here, the environment refers to the vehicle as a whole. The actuators for the exemplary system depicted in
For the example depicted in
Step 2: Weighting Global Effects Through Safety Levels
The global effects are weighted on the basis of the request classes as defined in DIN V 19250. The standard request classes are defined in general for measuring and control safety equipment. The prerequisites stipulated there are not directly transferable to motor vehicles. In this standard, the following points enter into the weighting:
However, it is not advisable for these cases to be taken into account in the case of motor vehicles. They are to be considered from the standpoint that when operating certain machines, a person operates it from a test bench and is exposed to a potential risk only under certain prerequisites and for a limited period of time, e.g., in maintenance work. In a motor vehicle, however, one is constantly exposed to a potential risk. Furthermore, several people may always be affected by the effects of an error. In considering these objections, one arrives at the adjusted “request classes” for automobiles, referred to as safety levels (SL) in the context of the CSA. The assignment of safety levels to error effects is depicted in the riskograph in
A distinction is made as to whether an effect occurs in an individual case or systematically. In an individual case means that the corresponding effect need not be expected in the majority of cases. Event frequencies may be assigned to the safety levels. Such an event frequency is to be understood as a setpoint variable which is to be fulfilled by the subsequent implementation of one component. As a rule, a priori verification of the event frequencies is impossible because reliable data is frequently available only after use in mass-produced vehicles. However, it is possible to subsequently compare the setpoint value of the event frequency which is associated with a safety level with an actual value that has been determined. If a deviation occurs here, i.e., if the event frequency actually determined is greater than the admissible event frequency of a safety level, then measures must be taken to reduce the event frequency.
To give an uncluttered depiction below, the refinement of the table column “uncontrolled acceleration” will be omitted here.
Step 3: Functional Structure Error Cause Analysis
In the cause analysis, the question raised is: What causes a malfunction of a component {torque distributor, propulsion, brake system, brake system coordinator, brake actuator, brake light}?
The cause analysis investigates possible causes of a malfunction of the CARTRONIC® components {torque distributor, propulsion, brake system, brake system coordinator, brake actuator, brake light}. A malfunction of components and their details, if known, are investigated. For the cause analysis, the CARTRONIC® functional structure of the system in question is used in the header row “functional structure” of the CSA table. In addition, the CARTRONIC® functional structure is included in the column “malfunction of components” (see
If an FS error in a component causes a malfunction in the same component, the component from the functional structure is assigned to a malfunction of the same component (labeled with “x,” see
In the analysis of causes for a malfunction of a component, the following are taken into account:
The error dependencies are subsequently investigated. This makes it possible to determine which additional components and communications may be responsible for a malfunction of the component in question. The communication(s) listed in column M are tracked back and the newly found component(s) in the same line is/are assigned to the component malfunction. One of the newly found components is used as the new starting point. The communication(s) assigned to this component is/are determined and included in column M of the corresponding component. Again the communications assigned to this component are tracked back. New starting components are thus found. This process is repeated iteratively until there are no additional communications and/or all reachable components have been run through (see following example and
Example:
A malfunction of the torque distributor component (fc1) is due to the fact that a component error has occurred in the torque distributor component (fc1) itself, a communication error has occurred in inquiry I1 or request R1 or request R2, a component error has occurred in the propulsion component (fc3), or a communication error has occurred in order O2, and/or a component error has occurred in the brake system coordinator component (fc21) or in order O1.
A malfunction of the brake system component (fc2) is caused by the fact that either a component error has occurred in the brake system (fc2) itself, or a communication error has occurred in order O1, or a component error has occurred in torque distributor (fc1) with the potential communication errors to be taken into account here including request R1, request R2 and inquiry I1, or an error has occurred in the propulsion component (fc3), or a communication error has occurred in order O2.
The entries in the CSA table for the example depicted in
If a malfunction of a component is considered in the refinement, then the shell for the causal analysis is not of interest because only communication relationships are sent from the higher level into the refinement. The column brake system (brake system (fc2) is the shell for the brake system coordinator and the brake actuator) of the “functional structure” need not be taken into account for the causal analysis of a malfunction of the brake system coordinator component (line for the brake system coordinator (fc21) in the column “malfunction of components”). In the causal analysis of a malfunction of the brake light component, it is not necessary to perform the analysis for the brake system component if the analysis for the refinement of the brake system component has been performed. Possible causes are already taken into account in considering the refinement (brake system coordinator and brake actuator).
The CSA table thus makes it possible to track logic error dependencies. The columns of the functional structure having multiple entries, e.g., the column for the torque distributor (fc1) and the column for the propulsion (fc3), are important components because an error there affects large portions of the system.
Step 4: Assignment of a Malfunction of a Component to the Global Effects
First the global effects identified in step 1 are assigned to the components whose malfunction has caused a global effect. These components are the system interfaces (see step 1).
This assignment has already been depicted in step 1.
This assignment in the CSA table is shown in
Example:
The torque distributor (fc1) component in the functional structure is considered below. The torque distributor (fc1) component in the functional structure is assigned to the line for malfunction of the brake actuator (fc22), i.e., an FS error in the torque distributor component may cause a malfunction in the brake actuator. This allows the conclusion to be drawn that a malfunction of the torque distributor component may also have global effects on the brake actuator. The global effects of a malfunction of the brake actuator (“no braking effect” and “too little braking effect”) are thus also assigned to the malfunction of the torque distributor. Furthermore, an FS error in the torque distributor (fc1) component may cause a malfunction of the propulsion (fc3). A malfunction of the torque distributor component may also cause “uncontrolled acceleration” and “no acceleration” as global effects. An FS error in the torque distributor (fc1) component may cause a malfunction of the brake light (fc4). Thus a malfunction of the torque distributor component may cause “no display” and “continuous display” as global effects.
A malfunction of the brake system (fc2) as the shell of the brake system coordinator (fc21) and brake actuator (fc22) components may cause global effects for all its components in the detail.
Step 4.1: Assigning Safety Levels to a Malfunction of Components
The maximum value of the safety level of the global effects assigned to a malfunction in a row is entered in the corresponding element in column SL. This procedure is illustrated in
Step 5: Measures for Error Detection and/or Correction
The two tables which follow contain measures for error detection and correction for components (Table 2) and communication relationships (Table 3).
Providing measures for error detection and/or error correction on a high abstraction level is difficult before there is any concrete system implementation. For many abstract errors in the CSA table, effective and economically reasonable measures for error detection and correction may be provided only if they are given as a function of implementation, i.e., for a concrete system topology. Otherwise for a study that is independent of the implementation, there are too many possibilities that may be given on an abstract level for achieving the object (see Table 2 and Table 3). These measures provide possibilities for detection and correction of the abstract causes. These abstract causes may be understood as error modes (types of errors) of the more general FS errors (see definition 3).
At a high abstraction level, it is possible to suggest measures which are obvious in an early phase of development. This includes measures which prevent error propagation or are based on plausibility. Thus it may be obvious that a signal may be only within certain limiting values. Error propagation may be delimited by redundancy. Redundant structures may be converted into inexpensive measures in later development phases, i.e., when the topology implemented is known in detail. An example of this is codes for error detection and correction. The plain text descriptions in the tables may be shortened and assigned in the program, i.e., computer system, by using codes.
An optimum approach of a technical and economic type may be found only when an error is considered within a known topology. If the cause “supplies wrong information” is identified as critical for an inquiry, then the measure to be taken depends very greatly on how the inquiry is implemented. If the inquiry as to the value is within a processor system (e.g., internal memory) then perhaps no measure need be taken (intrinsically safe), i.e., the processor system may be considered as an overall unit and thus a plurality of operations may be monitored using a single measure such as the watchdog timer. If the communication proceeds via an external connection (cable, bus system), then the connection/message transmission may have to be designed using redundancy. In the case of EMF problems, it may be sufficient if a connection over a shielded cable without any additional electronic complexity is ensured.
Step 6: CARTRONIC® Safety System
The CARTRONIC® representation of a system (depicted for an example in
Step 7: Verification
During the verification, a check is performed to determine whether the results of the CARTRONIC®-based safety analysis result in a product specification being met. This investigates whether the safety levels provided conform to the requirements of the specification, i.e., whether the safety levels to be achieved match those to be provided and thus to be achieved. If this is not the case then another iteration of the CARTRONIC®-based safety analysis may be run through. This iterative improvement process is continued until all the requirements of the specification and/or the given safety levels are met.
The procedure steps, i.e., steps 1 through 5, are performed in the analysis phase of the subsystem level. Step 6 is implemented in the draft phase of the subsystem level. On the basis of the discussions in step 5, namely that a concretization of measures for error detection and correction is often advisable only in the case of a known system topology, it is advisable to perform detailing of the safety measures in step 5 and step 6 on the partial implementation level. In this phase, the system topology, i.e., partitioning of the functionalities among control units is performed and the function implementations are stipulated. CSA as described here is thus used mainly on the subsystem level. However it is advantageous to also continue CSA on the partial implementation level where a request analysis is performed to determine how safety measures are to be designed as a function of the topology and the implementation of the subsystem and a corresponding draft is prepared. This draft and its integration may be verified on the right side of the IIV model.
The present invention described and shown herein may be automated to run on a computer system. To do so, individual steps or parts of these steps as well as the tables may be represented as a computer program including data and commands so that the steps 1 through 7 may be stored as program code and are executed in a device, in particular a computer system for executing a method according to the present invention. Any possible form may be used as the memory or data medium, e.g., CD-ROM, DVD, diskette, EPROM, flash EPROM, ROM, RAM, etc., which is thus a computer program product in conjunction with the computer program. In particular a transmission of the program via networks such as the Internet from one memory to another memory and/or network subscribers would also fall under the scope of the present invention.
Number | Date | Country | Kind |
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10208866.7 | Mar 2002 | DE | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/DE03/00329 | 2/6/2003 | WO | 5/23/2005 |