<p>In a system like a Scania heavy duty truck, faultcodes (DTCs) are generated and stored locally in the ECUs when components, e.g. sensors or actuators, malfunction. Tests are run periodically to detect failure in the system. The test results are processed by the diagnostic system that tries to isolate the faulty components and set local faultcodes.</p><p>Currently, in a Scania truck, local diagnoses are only based on local diagnostic information, which the DTCs are based upon. The diagnosis statement can, however, be more complete if diagnoses from other ECUs are considered. Thus a system that extends the local diagnoses by exchanging diagnostic information between the ECUs is desired. The diagnostic information to share and how it should be done is elaborated in this thesis. Further, a model of distributed diagnosis is given and a few distributed diagnostic algorithms for transmitting and receiving diagnostic information are presented.</p><p>A basic idea that has influenced the project is to make the diagnostic system scalable with respect to hardware and thereby making it easy to add and remove ECUs. When implementing a distributed diagnostic system in networked real-time embedded systems, technical problems arise such as memory handling, process synchronization and transmission of diagnostic data and these will be discussed in detail. Implementation of a distributed diagnostic system is further complicated due to the fact that the isolation process is a non deterministic job and requires a non deterministic amount of memory.</p>

To improve safety, reliability, and efficiency of automotive vehicles and other technical applications, embedded systems commonly use fault diagnosis consisting of fault detection and isolation. Since many systems are constructed as distributed embedded systems including multiple control units, it is necessary to perform global fault isolation using for example a central unit. However, the drawbacks with such a centralized method are the need of a powerful diagnostic unit and the sensitivity against disconnections of this unit. Two alternative methods to centralized fault isolation are presented in this thesis. The first method performs global fault isolation by a istributed sequential computation. For a set of studied systems, themethod gives, compared to a centralizedmethod, amean reduction inmaximumprocessor load on any unitwith 40 and 70%for systems consisting of four and eight units respectively. The second method instead extends the result of the local fault isolation performed in each unit such that the results are globally correct. By only considering the components affecting each specific unit, the extended result in each agent is kept small. For a studied automotive vehicle, the second method gives, compared to a centralized method, a mean reduction in the sizes of the results and the maximum processor load on any unit with 85 and 90% respectively. To perform fault diagnosis, diagnostic tests are commonly used. If the additional evaluation of tests can not improve the fault isolation of a component then the component is ready. Since the evaluation of a test comes with a cost in for example computational resources, it is valuable to minimize the number of tests that have to be evaluated before readiness is achieved for all components. A strategy is presented that decides in which order to evaluate tests such that readiness is achieved with as few evaluations of tests as possible. Besides knowing how fault diagnosis is performed, it is also interesting to assess the effect that fault diagnosis has on for example safety. Since fault tree analysis often is used to evaluate safety, this thesis contributes with a systematic method that includes the effect of fault diagnosis in fault trees. The safety enhancement due to the use of fault diagnosis can thereby be analyzed and quantified.

In a system like a Scania heavy duty truck, faultcodes (DTCs) are generated and stored locally in the ECUs when components, e.g. sensors or actuators, malfunction. Tests are run periodically to detect failure in the system. The test results are processed by the diagnostic system that tries to isolate the faulty components and set local faultcodes. Currently, in a Scania truck, local diagnoses are only based on local diagnostic information, which the DTCs are based upon. The diagnosis statement can, however, be more complete if diagnoses from other ECUs are considered. Thus a system that extends the local diagnoses by exchanging diagnostic information between the ECUs is desired. The diagnostic information to share and how it should be done is elaborated in this thesis. Further, a model of distributed diagnosis is given and a few distributed diagnostic algorithms for transmitting and receiving diagnostic information are presented. A basic idea that has influenced the project is to make the diagnostic system scalable with respect to hardware and thereby making it easy to add and remove ECUs. When implementing a distributed diagnostic system in networked real-time embedded systems, technical problems arise such as memory handling, process synchronization and transmission of diagnostic data and these will be discussed in detail. Implementation of a distributed diagnostic system is further complicated due to the fact that the isolation process is a non deterministic job and requires a non deterministic amount of memory.

Les réseaux autonomes représentent un intérêt certain pour les opérateurs de télécommunications. L’auto-diagnostic, pour la détection des pannes et des dysfonctionnements, est une fonction critique dans le cadre de ces réseaux.Nous avons opté pour l’utilisation d’un diagnostic à base de modèles car il permet un diagnostic automatique, distribué et adapté à l'architecture des réseaux autonomes. Ce diagnostic est basé sur une modélisation explicite des comportements normaux ou anormaux du système. Nous utilisons ensuite un algorithme de diagnostic générique qui s'appuie sur cette modélisation pour réaliser l’auto-diagnostic. La modélisation utilisée est à base de graphe causal. Elle est une représentation intuitive et efficace des relations de causalités qui existent entre les observations et les pannes.Notre algorithme d’auto-diagnostic qui s’appuie sur l’utilisation de graphes causaux, fonctionne sur le principe suivant : lorsqu’une alarme est déclenchée, l’algorithme est lancé et, grâce aux relations de causalité entre l’alarme et les causes, les causes primaires vont pouvoir être localisées. Puisque le graphe causal permet une modélisation modulaire et extensible, il est possible de le séparer ou de le fusionner pour répondre aux besoins des services et architectures de communication. Cette caractéristique nous permet de proposer un algorithme distribué qui s’adapte à l’architecture des réseaux autonomes. Nous avons, ainsi, proposé un algorithme d’auto-diagnostic qui permet de réaliser le diagnostic distribué correspondant à l’architecture du réseau autonome afin de réaliser un diagnostic global.Nous avons implémenté cet algorithme sur une plateforme OpenIMS, et nous avons montré que notre algorithme d'auto-diagnostic pourrait être utilisé pour différents types de service. Les résultats obtenus correspondent bien à ce qui est attendu. / The autonomic networks show certain interest to manufacturers and operators of telecommunications. The self-diagnosis, the detection of failure and malfunction, is a critical issue in the context of these networks.We choose based-model diagnosis because it allows an automatic diagnosis, and is suitable to distributed network architecture. This diagnosis is based on an explicit modeling of normal and abnormal behavior of the system. We then use a generic diagnostic algorithm that uses this modeling to perform self-diagnosis. The modeling used is based on causal graph. It is an intuitive and efficient representation of causal relationships between observations and failures.The self-diagnosis algorithm we proposed based on the use of causal graphs. The principle is: when an alarm is triggered, the algorithm is run and, with the causal relationships between alarms and causes, the principal causes will be located. Since the causal graph modeling allows a modular and extensible model, it is possible to separate or merge according to the needs of services and communication architectures. This feature allows us to propose a distributed algorithm that adapts to autonomic network architecture. We have thus proposed a self-diagnosis algorithm that allows for the diagnosis corresponding to the autonomic network architecture to realize a global diagnosis.We have implemented this algorithm on a platform OpenIMS, and we showed that our self-diagnostic algorithm could be used for different types of services. The results of implement correspond to what is expected.

Dans le transport ferroviaire, le coût et la disponibilité du matériel roulant sont des questions majeures. Pour optimiser le coût de maintenance du système de transport ferroviaire, une solution consiste à mieux détecter et diagnostiquer les défaillances. Actuellement, les architectures de surveillance/diagnostic centralisées atteignent leurs limites et imposent d'innover. Cette innovation technologique peut se matérialiser par la mise en oeuvre d’architectures embarquées de surveillance/diagnostic distribuées et communicantes afin de détecter et localiser plus rapidement les défaillances et de les valider dans le contexte opérationnel du train. Les présents travaux de doctorat, menés dans le cadre du FUI SURFER (SURveillance active Ferroviaire) coordonné par Bombardier, visent à proposer une démarche méthodologique d’évaluation de la sûreté de fonctionnement d’architectures de surveillance/diagnostic. Pour ce faire, une caractérisation et une modélisation génériques des architectures de surveillance/diagnostic basée sur le formalisme des Réseaux de Petri stochastiques ont été proposées. Ces modèles génériques intègrent les réseaux de communication (et les modes de défaillances associés) qui constituent un point dur des architectures de surveillance/diagnostic retenues. Les modèles proposés ont été implantés et validés théoriquement par simulation et une étude de sensibilité de ces architectures de surveillance/diagnostic à certains paramètres influents a été menée. Enfin, ces modèles génériques sont appliqués sur un cas réel du domaine ferroviaire, les systèmes accès voyageurs des trains, qui sont critiques en matière de disponibilité et diagnosticabilité. / In the railway transport, rolling stock cost and availability are major concern. To optimise the maintenance cost of the railway transport system, one solution consists in better detecting and diagnosing failures. Today, centralized monitoring/diagnosis architectures reach their limits. Innovation is therefore necessary. This technological innovation may be implemented with embedded distributed and communicating monitoring/diagnosis architectures in order to faster detect and localize failures and to make a validation with respect to the train operational context.The present research work, carried out as part of the SURFER FUI project (french acronym standing for railway active monitoring) lead by Bombardier, aim to propose a methodology to assess dependability of monitoring/diagnosis architectures. To this end, a caracterisation et une modélisation génériques des monitoring/diagnosis architectures based on the stochastic Petri Nets have been proposed. These generic models take into account communication networks (and the associated failure modes), which constitutes a central point of the studied monitoring/diagnosis architectures. The proposed models have been edited and theoretically validated by simulation. A sensitiveness of the monitoring/diagnosis architectures to parameters has been studied. Finally, these generic models have applied to a real case of the railway transport, train passenger access systems, which are critical in term of availability and diagnosability.