WO2004014699A2 - Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges - Google Patents
Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges Download PDFInfo
- Publication number
- WO2004014699A2 WO2004014699A2 PCT/DE2003/002540 DE0302540W WO2004014699A2 WO 2004014699 A2 WO2004014699 A2 WO 2004014699A2 DE 0302540 W DE0302540 W DE 0302540W WO 2004014699 A2 WO2004014699 A2 WO 2004014699A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- request
- plug
- prioritization
- ins
- prioritization method
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 107
- 238000012913 prioritisation Methods 0.000 title claims abstract description 93
- 230000006870 function Effects 0.000 claims description 57
- 230000008569 process Effects 0.000 claims description 28
- 230000005540 biological transmission Effects 0.000 claims description 24
- 230000033001 locomotion Effects 0.000 claims description 17
- 238000005457 optimization Methods 0.000 claims description 13
- 238000004891 communication Methods 0.000 claims description 10
- 238000004590 computer program Methods 0.000 claims description 8
- 238000012545 processing Methods 0.000 claims description 8
- 230000010354 integration Effects 0.000 claims description 7
- 230000003044 adaptive effect Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 4
- 238000003860 storage Methods 0.000 claims description 3
- 230000001174 ascending effect Effects 0.000 claims description 2
- 238000013461 design Methods 0.000 abstract description 8
- 238000007726 management method Methods 0.000 description 13
- 230000001133 acceleration Effects 0.000 description 11
- 238000011161 development Methods 0.000 description 7
- 230000006399 behavior Effects 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 4
- 230000003993 interaction Effects 0.000 description 4
- 230000009897 systematic effect Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- 230000006855 networking Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 238000012512 characterization method Methods 0.000 description 2
- 230000036461 convulsion Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 238000013139 quantization Methods 0.000 description 2
- 238000010187 selection method Methods 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 238000004458 analytical method Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
- 230000007723 transport mechanism Effects 0.000 description 1
- 238000002604 ultrasonography Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F9/00—Arrangements for program control, e.g. control units
- G06F9/06—Arrangements for program control, e.g. control units using stored programs, i.e. using an internal store of processing equipment to receive or retain programs
- G06F9/46—Multiprogramming arrangements
- G06F9/48—Program initiating; Program switching, e.g. by interrupt
- G06F9/4806—Task transfer initiation or dispatching
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
- B60W2050/0006—Digital architecture hierarchy
Definitions
- the invention relates to a prioritization method of information providers, in particular for coordinated drive train control of a motor vehicle, and a corresponding control system and a computer program (product) for carrying out the method.
- a computer system with at least one processor and at least one memory for controlling a drive unit is known from DE 198 38 333 AI by the applicant.
- the aim is to specify a control structure of the overall vehicle, with the help of which the drive train and especially the drive unit can be linked to external components.
- the drive train and drive unit are integrated into an overall vehicle concept in an engine management system.
- the vehicle is understood as a complete system, consisting of functional units, as a first component.
- the overall system, consisting of functional units is divided into various, predefinable components, e.g. B. vehicle movement and drive coordinator.
- the drive unit is specified as a component.
- the drive unit is controlled depending on the specified components and or the data exchanged at the interfaces between the components.
- This system network means that individual elements or functional units can no longer be viewed separately, but integrated into the overall concept.
- a drive or motor control for example, not only torque or power requirements or speed requirements of the vehicle movement, such as steering, brakes or driving dynamics control, have to be taken into account, but also the power or torque requirements and / or speed information of all auxiliary units and actuators.
- the disadvantage here is that it is not possible to select individual functional units using an anonymous method.
- a drive train control for a motor vehicle is known from EP 0 883 510 B1, which contains a wheel torque calculation circuit, by means of which the position of the accelerator pedal is interpreted as a wheel torque or transmission output torque desired by the driver and is used to calculate setpoints for the torque to be output by the drive train.
- a strategy for the engine control, the engine power control unit and the transmission control is defined centrally in such a way that the emission of pollutants is minimized.
- the central strategy can also target a mileage-oriented mode of the motor vehicle.
- the disadvantage here is that all components are adapted to the central control circuit, so that in particular an anonymous method for selecting components is not available.
- interfaces for communication are agreed for various components in the drive train, such as the engine and transmission, via which requirements can be transmitted so that they can be carried out by the receiving component (in the automotive sector, the technical interface for control unit networking, for example, is the CAN bus).
- an electronic system for a vehicle or a system layer of the electronic system comprising first components for carrying out control tasks during vehicle operations and second components which coordinate the interaction of the first components for carrying out the control tasks ,
- the first components perform the control tasks by using operating functions and basic functions.
- the system is advantageously constructed in such a way that Basic functions and operational functions or sub-operational functionalities (referred to as operational sub-modules or plug-ins) are clearly separated from one another, the basic functions being combined in a base layer.
- the system layer is then expediently placed on the base layer, which contains the basic functions.
- the system layer or intermediate layer contains at least two of the second components which coordinate the interaction of the control components.
- At least one open interface to the operating functions is provided in or at the system layer, as a result of which the system layer connects the basic functions with any operating functions in such a way that the operating functions can be integrated and / or used in a modular manner or connected to the electronic system in a modular manner.
- a defined interface is defined by the system layer in order to enable the creation of variants as well as extensions or changes in functionality within the control unit software for any operating functions, in particular by means of operating part modules, so-called plug-ins.
- a system that is already in series production or in use or operation can thus be further developed, changed and / or expanded by adding new operating functions at any time.
- control tasks or specific performance features of an electronic system can be designed, developed and implemented very flexibly and individually.
- the monitoring functions relating to the operating functions and / or the operating sub-modules can also be integrated in the system layer.
- This modularization of the software and monitoring functionalities offers the possibility, for example, of integrating software created by third parties into the electronic system with little effort.
- This also allows specific variants to be displayed exclusively within the operating functions or the operating sub-modules, while the system layer can be designed independently of the application.
- the disadvantage here is that only formal specifications are made and concrete, substantive procedures are not specified, in particular no anonymous process for selecting operating sub-modules or plug-ins.
- the invention proposes a prioritization method with the features of claims 1 and 5.
- Advantageous embodiments of the invention are the subject of the dependent claims and the description below.
- an anonymous prioritization process by information providers e.g. B. plug-ins provided.
- information providers e.g. B. plug-ins provided.
- An inventive prioritization method of information providers, for. B. plug-ins for control, in particular for coordinated drive train control for a motor vehicle in particular implements this objective.
- the plug-ins or requestors contain an request for an Ali request, although a request for a request does not have to be included in the corresponding plug-in or requestor for each specific driving situation.
- the requestors or plug-ins are sorted in ascending or descending order according to the degree of their priority, this priority being determined as a function of global optimization criteria, for example an eco-match, sport match or winter recognition.
- the individual requesters are processed sequentially, starting with the requester with the highest priority, that is, it is queried whether a request request exists in the requester or in the plug-in.
- Each requester in the sorted lists can be uniquely identified by an identity (ID), preferably as a number, and the position in the list.
- the schema described below is generally used to determine the maximum (minimum) requirement request.
- the requesters or plug-ins contained in the unsorted list are queried in any order.
- the first queried request request which comes from a plug-in containing a request request, is first temporarily stored. Each further requested request is compared with the temporarily stored request whether it is larger (smaller) than the temporarily stored request. If a requested request is larger (smaller) than the cached request, this queried request request is temporarily stored and the previous request request is deleted, ie the previously stored value is overwritten by the currently requested value, otherwise no storage takes place, ie the previously stored request request remains stored. After querying all requestors, the maximum (minimum) request request is temporarily stored and can be forwarded.
- a request accelerator pedal can cause all other requestors that cause braking / deceleration to be disregarded.
- Each requester or plug-in is clearly identified by an identity (ID), preferably a number, for processing. This means that the position in the list is irrelevant.
- ID preferably a number
- Optimization criteria e.g. B. Eco-voting, sports voting or winter detection, but only relevant here is which requester is on the list.
- Both of the above-described prioritization methods can also be combined with one another, the first-described prioritization method preferably being used first and, if this does not produce a result, the second prioritization method is used.
- the first prioritization method does not provide a request if the corresponding list does not contain a request in any of the requestors or plugins.
- the prioritization method according to the invention can preferably be carried out with a computer system with at least one processor / memory and a corresponding software architecture.
- the abstract concept of architecture means both the systematics of structuring a complex system network and its concrete implementation. This can consist of the following elements or components: an "Operation System and Specific Services” with an operating system and specific services as the basis for all other elements and applications, a “Basic Functionality” for implementing universal requirements, whereby basic functions of a control unit, for example the Control of actuators of an internal combustion engine, in the Basic Functionality are accomplished, a "layer” for the coordination of tasks for basic functionalities of the basic functionality and for the integration of plug-ins and at least one plug-in for the implementation of specific tasks or functions that go beyond the basic functionality of the basic functionality and from the layer be coordinated.
- the plug-ins can advantageously be exchanged in a modular manner, as a result of which the prioritization method can be flexibly adapted to different manufacturer and customer requirements and functions can be implemented easily.
- the prioritization process carried out with the computer system can be transferred in a simple and advantageous manner to different types of vehicles or different engines without having to change them themselves.
- open interfaces which can be accessed from the outside
- closed interfaces encapsulated interfaces
- the plug-ins are used to implement, for example, various characteristic properties of vehicles, for example an ACC request (adaptive cruise control request) to adapt the speed or the distance of the vehicle, a drivers demand (comfort or sport) to design and interpret the accelerator pedal, Driveability to define a global optimization criterion, e.g. B. driving comfort or sport, as well as shift strategy (comfort or sport), which determines the target value for the gear ratio and the engine torque from the target value for the torque at the transmission output and the vehicle speed.
- ACC request adaptive cruise control request
- drivers demand compressor pedal
- Driveability to define a global optimization criterion, e.g. B. driving comfort or sport, as well as shift strategy (comfort or sport), which determines the target value for the gear ratio and the engine torque from the target value for the torque at the transmission output and the vehicle speed.
- the coordinators Vehicle Coordinator, Vehicle Motion Coordinator and Powertrain Coordinator are integrated in the layer.
- Each coordinator should be able to communicate with the plug-ins, ie be connected to the plug-ins via interfaces.
- the layer should be connected via interfaces for communication with the basic functionality, which contains basic functions that act like sensors or actuators.
- engine management acts as a torque controller
- transmission management implements a gear ratio
- brake management sets a required negative target acceleration
- an adaptive cruise control (ACC) system adjusts the speed to a driver's specification.
- ACC adaptive cruise control
- Requirements of different systems are standardized in a way based on system benchmarks, e.g. B. transmission output torque, introduced centrally.
- the prioritization process carried out with the computer system thus allows a motor vehicle to be flexibly adapted to different requirements by simply exchanging or adding functions contained in plug-ins.
- This enables car manufacturers to introduce software-based brand differentiation because vehicles with different properties are available solely on the basis of different software components.
- the costs can also be reduced to a considerable extent because, in order to adapt to new functions, the entire prioritization process does not have to be exchanged with the computer system, but rather the properties can only be changed by the cost-effective exchange of individual plug-ins.
- the invention also includes a control system for a vehicle, in particular a motor vehicle, in which the control system is designed to carry out a prioritization method according to the invention.
- a coordinated drive train control of a motor vehicle can be implemented with such a control system.
- the invention also includes computer programs with program code means or computer program products with program code means which are stored on a readable data carrier in order to carry out one of the methods according to the invention, provided that the computer program is executed on a computer or a corresponding computing unit.
- FIG. 5 a schematic exemplary form of specification of the system architecture of the modular system structure
- Fig. 6 a schematic view of the symbolic equipment of a motor vehicle as
- a modular system structure (also known as Cartronic from Bosch) for all control and regulation tasks in the vehicle is an open system architecture.
- the prioritization method according to the invention can preferably be used in a computer system with this modular system structure. For this reason, this will be referred to as modular
- the vision underlying the modular system structure divides the intelligent vehicle into
- - Intelligent sensors record all information that is important for vehicle operation. These include e.g. B. Sensors for recording movement data such as speed, acceleration and yaw rate, sensors for vehicle-internal variables such as temperatures and pressures and, in the future, also increasingly sensors for recording the vehicle environment (e.g. ultrasound, radar, video). - Intelligent actuators implement the necessary control commands safely and reliably.
- Intelligent, electronically controlled actuators are e.g. B. the drive train, consisting of an internal combustion engine and transmission to generate the propulsion torque, electronically controlled braking systems for the defined deceleration and stabilization of the vehicle and electronically controlled steering systems for safe and sensitive tracking. In future, these interventions will increasingly be electronically controlled and monitored "by wire”.
- a human-machine interface gives the driver the information that is relevant to him in the respective driving situation and enables the vehicle to be operated safely and conveniently using the cockpit controls.
- the aim of the system architecture is the seamless integration of all subsystems for the more efficient representation of higher-level vehicle functions, which require the interaction of several subsystems.
- Other goals are flexibility with regard to different vehicle and control unit configurations, easier implementation of customer-specific functions, as well as high functional reliability and reusability of developed software components.
- the basis of the system architecture of the modular system structure is a hierarchically clearly structured functional architecture oriented to the vehicle topology, see FIG. 3.
- the functional architecture describes the order and relationship of logical-modular functional components: their tasks, their interfaces, and their interactions with one another.
- Essential elements of the functional architecture are domains, (sub) systems, functional components and communication relationships.
- the resulting abstract model is still independent of an implementation with a special hardware topology.
- the functional architecture divides the vehicle into different “domains”: vehicle movement (Powertrain), drive (Vehicle Motion), body and interior (Body and Inferior), electrical energy supply (Electrical Supply System), thermal energy supply (Thermal Supply System) etc.
- vehicle movement Powertrain
- drive Vehicle Motion
- body and interior Body and Inferior
- electrical energy supply Electrical Supply System
- Thermal energy supply Thermal energy supply
- component does not necessarily mean the physical unit in the sense of a component, but a functional unit that can be broken down as a subsystem into other functional sub-components.
- coordinators Each of the subsystems coordinates its subcomponents itself, the coordination between subsystems takes over special functional components, which are referred to as coordinators.
- a requirement is the desire to complete a task, while an order is linked to the obligation to complete it.
- the order is placed by exactly one client (e.g. a drive train coordinator) to exactly one contractor (e.g. the internal combustion engine ).
- the contractor may give the client feedback on the execution.
- the functional architecture can be represented graphically or by UML models. Regardless of the chosen form of description, the underlying structuring rules provide a consistent method for controlling complexity, particularly in the system analysis phase, and allow the systematic definition of functional interfaces.
- the next step in the development process is to convert the FunMons architecture into a suitable software architecture.
- the software architecture describes the structures of the software of the system, it consists of software components that can be divided into further software sub-components.
- the functional scope of a software component generally does not necessarily have to be equated with a functional component of the modular system structure.
- the functional structuring of components of the modular system structure supports an object-based software design.
- FIG. 4 shows a product-oriented, schematic overview of a software architecture based on the modular system structure. The following elements can be easily distinguished:
- Base Functionality denotes basic functions of the control unit for implementing universal requirements (e.g. controlling the actuators of an internal combustion engine).
- Basic functionalities are determined and structured from the functional architecture; "Layer”: this software component carries out the coordination tasks for several basic functionalities and integrates plug-ins;
- Plug-in these software components implement concrete, separable tasks that go beyond the basic functionality and are coordinated by the layer component.
- the modular system structure allows flexible system implementation in both distributed and centrally concentrated control unit divisions.
- the modular system structure allows a high degree of flexibility by encapsulating the associated interfaces.
- a major advantage is that the different interface forms can be transparently assigned and merged. This enables the software interfaces to be largely independent of the actual transport mechanism of the information (within a control unit or via a bus) at the time a software function is developed. By encapsulating specific subsystem properties, it can also be ensured that the interfaces are independent of the technical design of the connected subsystems.
- One example is the torque interface to the internal combustion engine, which is universally suitable for both gasoline and diesel engines.
- This architecture supports the seamless functional integration of different electronic vehicle systems.
- the plug-in concept allows the implementation of software modules for the characteristic interpretation of driving behavior.
- the engine control unit EMU Engine Management Unit
- the vehicle also has a BMU (Brake Management Unit) brake control unit, an TMU (Transmission Management Unit) electronic transmission control unit and an ACC control unit that processes the signals from the radar sensor.
- a CAN (Controller Area Network) bus connects the
- the equipment allows flexible configuration for different vehicle characters, hereinafter referred to as two examples as “sporty” and “comfortable”.
- a switch in the vehicle interior enables the driver to switch between these two vehicle characters.
- the distinction is not only based on different parameter applications within the Individual systems, rather, software "P_ug-In" functionalities are used at a higher level to adapt the overall system behavior, which address the individual systems, which are unchanged in terms of software and coordination, via interfaces.
- the vehicle is to receive an Adaptive Cruise Control (ACC) system.
- ACC Adaptive Cruise Control
- This system enables the speed to be adapted to a driver's specification and the distance to vehicles in front by electronically controlling the drive and brake.
- ACC is an innovative feature that underlines the premium character and increases driving comfort.
- BMU Brake Management Unit
- the vehicle should feel "soft” when accepting the gas, i. H. a jerky start should be avoided. Load changes should also take place “gently", i. H. Under no circumstances should the driver be aware of the drive train's own dynamics.
- the gear shift should be geared towards a more economical operation, i. H. the engine should primarily be operated at low speeds.
- the engine should spontaneously accept gas, i. H. the accelerator pedal interpretation should be "sharply applied. Load changes should be able to take place quickly, ie the damping to suppress the drive train dynamics is secondary with regard to spontaneity.
- the engine operating point should be designed in favor of high engine speeds so that the driver always has the highest possible power reserve.
- this design does not include the "ACC" comfort feature.
- the top layer is formed by six plug-ins, which contain the characteristic functions for implementing the requirements for the two vehicle characters: ACC Request: a control loop ensures the adjustment of the speed or the distance.
- the controller is typically part of the ACC control and has an acceleration as a manipulated variable.
- ACC-Request takes them over and feeds them into the Vehicle Motion Coordinator as a request.
- Drivers Demand comfort or sport (shown separately in Fig. 7): an electronic accelerator pedal is evaluated in this component and interpreted as propulsion torque at the transmission output. This function has a strong influence on driving behavior and thus on the character of the brand.
- the comfort plug-fri contains a soft interpretation of the accelerator pedal, while the sporty variant is sharply designed, i.e. H. high torque with a comparatively small accelerator pedal travel.
- the calculated propulsion torque at the transmission output is made via the interface as a request to the Vehicle Motion Coordinator.
- Driveability serves u. a. the definition of a global optimization criterion, in one case "driving comfort” and in the other "sport". Another component of this component are the conifort functions for load filtering. H. Changes in the target torque are damped in such a way that no disturbing jerks or vibrations occur in the drive train. This
- Gradient limitation prevents the excitation of drive train vibrations in the range of the natural frequencies.
- the vehicle motion coordinator can be given a minimum and maximum gradient of the drive setpoint torque via an interface.
- Driveabilty evaluates the switch that can be used to switch between the sporty and comfortable vehicle character.
- driver type recognition could also be implemented here.
- the selected mode is then forwarded to the Vehicle Coordinator.
- Another feature makes it possible to avoid jerks when changing gears by specifically controlling the engine torque by handing over a minimum and a maximum engine torque to the Powertrain Coordinator.
- Shift Strategy comfort or sport shown separately in FIG.
- FIG. 7 comprises the coordinators Vehicle Coordinator, Vehicle Motion Coordinator and Powertrain Coordinator.
- Each coordinator has any number of versions of a clearly defined fixed interface for communication with the plug-ins.
- the coordinator provides another version of his interface.
- the uniform interfaces enable a wide range of functionality to be displayed in the plug-ins. While the coordinators supply the plug-ins with all global vehicle data, the interfaces in the opposite direction - i.e. from the plug-in to the coordinators - are comparatively narrow-band.
- the layer is connected to the lower-lying software layer of the basic functionality via standard interfaces. From the layer's point of view, these basic functions behave like intelligent sensors or actuators.
- the engine management component acts as a torque adjuster
- transmission management implements the specified gear ratio
- brake management sets the required target acceleration
- ACC supplies the data from object recognition and the ACC control unit.
- FIG. 8 shows the internal structure of the vehicle motion coordinator from FIG. 7.
- the information of the plug-ins is read into a buffer via uniform connection points.
- Interface information consists of the identity (ID), which uniquely identifies each plug-in, and a useful part (values), which determines the functionality.
- ID identity
- Values useful part
- ACC Request has ID 7 and sends an acceleration request (a)
- Drivers Demand sport (ID 12) sends a propulsion torque at the transmission output (trq)
- Driveability (ID 19) an upper and lower limit for the gradient of the propulsion torque at the transmission output ( trq).
- a suitable prioritization method according to the invention (in this case a linear prioritization according to the invention) specifies the processing order (operation order) of the requirements from the plug-ins and shares this Result of the executing instance (operation) with.
- the priorities can be applied for each ID in a prioritization table or list (calibratable prioritization table).
- prioritization tables can be stored simultaneously, e.g. B. for "Sport” and for "Comfort".
- the prioritization table for "Comfort” only contains the call of the plug-in Driver Demand comfort (ID 23).
- B. the plug-in Drivers Demand sport (ID 12) is not called.
- the prioritization table for sporty driving contains only one entry of the plug-ins Drivers Demand sport (ID 12) and Driveability (ID 19), whereby ACC request (ID 7) is specifically not taken into account.
- the vehicle coordinator selects the prioritization table.
- the executing unit (operation) calls up the requirements of the plug-ins according to the operation order and processes them:
- a target acceleration is determined, which is distributed to the actuators drive (engine and transmission) or brake. In the event of braking, it is forwarded to the brake management interface.
- the acceleration is converted into a target torque at the transmission output using the traction force equation, which is then coordinated with the request from Drivers Demand.
- the requirement with the greater torque requirement prevails.
- it may also make sense to make a decision in favor of the ACC's acceleration request. For example, it proves to be convenient not to abruptly end a braking deceleration when the ACC is actively braking and the driver is accelerating at the same time, i. H. when the driver passes.
- the resulting setpoint torque at the transmission output is then forwarded to the vehicle coordinator (see also FIG. 7).
- the vehicle coordinator forwards the target torque to the powertrain coordinator (see also FIG. 7) and specifies the calculation sequence of all coordinators. He also ensures the implementation of the global driving strategy. This is determined by driveability in the form of a global optimization criterion ("comfort" or "sport") according to the switch position and sent via the common interface. Based on the optimization criterion, Vehicle Coordinator specifies the prioritization tables to be used in the coordinators.
- the Powertrain Coordinator implements the request to implement a transmission output torque from the Vehicle Coordinator. Similar to Coordinator Vehicle Motion, the processing sequence of the requirements from the plug-ins, shift strategy comfort or sport and driveability is determined using a prioritization method according to the invention. Depending on the selected prioritization table, only one of the two switching strategies is called up via the ID. Transmission management takes into account the minimum or maximum allowed gear from shift strategy commissioned to implement the setpoint. When changing gear, the engine torque is transferred from the driveability to the basic function engine according to the specified lower and upper limits.
- the example shows that flexible brand characterization is supported according to a top-down approach.
- the characteristic functions for driveability are each concentrated in a plug-in.
- An applicable prioritization method according to the invention enables flexible coordination of the plug-ins. This enables completely different vehicle characters to be displayed with little software effort.
- Defined interfaces allow the modular integration of additional ones System elements.
- the plug-in concept facilitates software sharing, which gives the OEM (original equipment manufacturer, ie automobile manufacturer) the opportunity to characterize his brand through independently developed software modules.
- a high degree of reusability of the underlying software components supports the requirements for cost effectiveness and software quality.
- control unit software contains a program section that selects the most important requester. During the implementation of the selection process, it is known which systems can make demands and how they are weighted among one another. These requirements are linked together in a rigid logic.
- the aim of the invention is a method by means of which the forwarded request or the wish, in particular the desire for propulsion, can be selected independently of the number and the mode of operation of the requesting systems.
- a prioritization method in particular as a linear prioritization or as a maximum (min_mal) selection, the selection of a forwarded requestor or plug-in can be made independently of the number and the functioning of the requesting systems.
- a list or table of requestors is processed sequentially starting with the requestor with the highest priority, this list being sorted for the linear prioritization according to the degree of priority of the requestors.
- the query of the list is canceled as soon as a requester contains a request. This requestor is selected. The remaining requesters that have not yet been queried are therefore not taken into account.
- Both methods can also be combined with one another as desired, for example by first performing a linear prioritization and then a min selection if the linear prioritization does not produce a result.
- the sequence of a selection of a propulsion request is described below as an example.
- the system includes e.g. B.
- Linear prioritization (e.g. as 1st stage)
- Request request has canceled.
- Max selection (e.g. as 2nd stage)
- requester ID9 automatic emergency brake
- the requester ID35 brake pedal
- the requestors ID10 accelerator pedal
- ID44 FGR
- ID22 idle speed controller
- FIG. 10 shows a flowchart of a prioritization method according to the invention, the linear prioritization (1st stage) 1 with the max selection (2nd stage) 2 being combined with one another.
- the left half shows the linear prioritization method 1 and the right half the Max selection 2.
- the linear one is shown in the linear one
- Prioritization method 1 is first queried in the first operation step 3 whether there are still unprocessed IDs, e.g. B. corresponding to Fig. 9 ID9 and ID35.
- operation step 4 when the query as to whether an ID has a request, the request is stored 5 with "yes" and forwarded 6 and thus the method or flowchart is terminated; if "no", it is queried again based on the previous operation step 3 whether there are still unprocessed IDs and the process continues until an ID with request is available.
- the IDs are processed in the order of their prioritization, e.g. B. in Fig. 9 ID9 and then ID35. If none of the IDs in stage 1 has a request, the IDs are moved to the 2nd level, e.g. 9, ID10, ID44 and ID22.
- the first operation step 7 asks whether there are still unprocessed IDs. If "yes”, the next operation step 8 asks whether an ID has a request. If there is no request, the previous operation step 7 is reverted to, and if "yes”, a comparison is made in the next operation step 9 as to whether the requestor just queried is larger than a requestor that has already been stored. If “no”, the process jumps back to operation step 7, and if "yes", the request is saved. 5. Are all IDs of the 2nd stage queried, i. H. In operation step 7 there are no longer any unprocessed IDs, operation 6 is passed to forward the stored request. As a result, the largest request for the IDs of the second level can be determined and forwarded if - since used in combination with the linear prioritization - the IDs of the 1st level contain no request.
- Min Max selection As soon as the requestors can control not only the motor but also the brake, the procedure described in the example is not sufficient, since a brake intervention may have a higher priority than an acceleration intervention. To take this into account, the 2nd level must be changed from a max selection to a min / max selection. The min / max selection works as follows: As soon as a requester requests brake intervention, the lowest request for propulsion wins
- the method described above does not correspond to the currently usual method, since the accelerator pedal can override a braking intervention by the FGR + or the ACC. For this reason, the procedure described can be expanded by a level called authorities.
- each requester can hide certain requirement areas during the min / max selection.
- Priorities can be adapted to global optimization criteria (e.g. eco-coordination, sport coordination or winter detection) if the IDs are managed in 2-dimensional lists and a different series is used depending on the global optimization criterion. If a requester is now to be added, it must be entered in the correct tables and is therefore automatically taken into account in the next selection.
- the selection process does not know the quality of the requestor.
- the only information it has is the ID and position in the respective tables of the selection process. This means that there are no internal dependencies between the requester and the selection system. Such a selection procedure is always necessary if you want to be able to change the number of requesters without changing the code of the selection procedure.
- This method can e.g. B. applied in a motor controller, as the example above shows. However, there are many other products where this process has advantages.
- the system can be expanded in the future to include dynamic registration of requestors, and the prioritization procedures for evaluating the requirements of different plug-ins can be based on their uniformity (all plug-ins request to accelerate the vehicle)
- Gearbox output torque (reference variable of the system) can be designed so that for
- Prioritization does not have to be known which system is behind the request (it plays out The prioritization process does not matter which functionality a plug-in fulfills, but only what priority it has).
- By anonymizing the requestors it is possible to freely choose the number of plug-ins to be taken into account without having to change the program. This considerably simplifies the configuration of the system to adapt it to a specific vehicle and function variant, and functions that were not initially planned can also be added subsequently.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/523,550 US8086365B2 (en) | 2002-07-29 | 2003-07-29 | Prioritization method of information transmitters, particularly for executing the coordinated drive train control of a motor vehicle |
EP03783934.7A EP1535153B1 (de) | 2002-07-29 | 2003-07-29 | Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10234636 | 2002-07-29 | ||
DE10234636.4 | 2002-07-29 | ||
DE10334535A DE10334535A1 (de) | 2003-07-29 | 2003-07-29 | Priorisierungsverfahren von Informationsgebern, insbesondere zur koordinierten Antriebsstrangsteuerung eines Kraftfahrzeuges |
DE10334535.3 | 2003-07-29 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2004014699A2 true WO2004014699A2 (de) | 2004-02-19 |
WO2004014699A3 WO2004014699A3 (de) | 2005-02-10 |
Family
ID=31716589
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2003/002540 WO2004014699A2 (de) | 2002-07-29 | 2003-07-29 | Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges |
Country Status (3)
Country | Link |
---|---|
US (1) | US8086365B2 (de) |
EP (1) | EP1535153B1 (de) |
WO (1) | WO2004014699A2 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004016227A1 (de) * | 2004-04-01 | 2005-10-20 | Volkswagen Ag | Steuergerät für ein Kraftfahrzeug |
WO2009047110A1 (de) * | 2007-10-01 | 2009-04-16 | Robert Bosch Gmbh | Modulare funktionseinheiten zum starten und stoppen eines verbrennungsmotors |
US8086365B2 (en) | 2002-07-29 | 2011-12-27 | Robert Bosch Gmbh | Prioritization method of information transmitters, particularly for executing the coordinated drive train control of a motor vehicle |
CN102753412A (zh) * | 2010-02-13 | 2012-10-24 | 爱皮加特股份公司 | 具有压力模型和区分优先级装置的制动系统 |
WO2013000816A1 (de) * | 2011-06-29 | 2013-01-03 | Bayerische Motoren Werke Aktiengesellschaft | Steuereinheit zum betreiben eines kraftfahrzeugs |
EP3194229B1 (de) | 2014-09-17 | 2020-10-14 | KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH | Verfahren zur überwachung und diagnose von komponenten eines schienenfahrzeugs, mit erweiterbarer auswertungssoftware |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4924373B2 (ja) * | 2007-11-14 | 2012-04-25 | 住友電装株式会社 | 通信ユニット及び通信システム |
JP5420672B2 (ja) * | 2008-10-17 | 2014-02-19 | コンチネンタル・テベス・アーゲー・ウント・コンパニー・オーハーゲー | 車両用の運転ダイナミクスコントロールシステム |
US8972106B2 (en) | 2010-07-29 | 2015-03-03 | Ford Global Technologies, Llc | Systems and methods for scheduling driver interface tasks based on driver workload |
GB2504585B (en) * | 2010-07-29 | 2015-01-07 | Ford Global Tech Llc | Systems and methods for scheduling driver interface tasks based on driver workload |
US9213522B2 (en) | 2010-07-29 | 2015-12-15 | Ford Global Technologies, Llc | Systems and methods for scheduling driver interface tasks based on driver workload |
BR112013001985A2 (pt) | 2010-07-29 | 2016-06-14 | Ford Global Tech Llc | veículo, método para gerenciar tarefas de interface com um condutor, sistema de interface com um condutor de um veículo e método para gerenciar uma pluralidade de tarefas de interface com um condutor |
US9266518B2 (en) * | 2013-11-08 | 2016-02-23 | GM Global Technology Operations LLC | Component control system for a vehicle |
US20160090005A1 (en) * | 2014-03-10 | 2016-03-31 | Dean Drako | Distributed Torque Generation System and Method of Control |
DE102017214384B4 (de) * | 2017-08-18 | 2023-10-26 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren und Vorrichtungen zur Festlegung eines Betriebsstrategieprofils |
US20230202490A1 (en) * | 2021-12-23 | 2023-06-29 | Kyndryl, Inc. | Controlling autonomous vehicle functions |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19838333A1 (de) | 1998-08-24 | 2000-03-02 | Bosch Gmbh Robert | System zur Steuerung des Antriebs eines Fahrzeugs |
EP0883510B1 (de) | 1996-11-20 | 2001-07-11 | Siemens Aktiengesellschaft | Antriebsstrangsteuerung für ein kraftfahrzeug |
DE10044319A1 (de) | 2000-09-07 | 2002-03-21 | Bosch Gmbh Robert | Elektronisches System für ein Fahrzeug und Systemschicht für Betriebsfunktionen |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4954948A (en) * | 1986-12-29 | 1990-09-04 | Motorola, Inc. | Microprocessor operating system for sequentially executing subtasks |
FR2714642B1 (fr) * | 1994-01-04 | 1996-03-08 | Peugeot | Dispositif d'antipatinage pour véhicule automobile. |
US5938708A (en) * | 1997-07-03 | 1999-08-17 | Trw Inc. | Vehicle computer system having a non-interrupt cooperative multi-tasking kernel and a method of controlling a plurality of vehicle processes |
US6275231B1 (en) * | 1997-08-01 | 2001-08-14 | American Calcar Inc. | Centralized control and management system for automobiles |
US20060287783A1 (en) * | 1998-01-15 | 2006-12-21 | Kline & Walker Llc | Automated accounting system that values, controls, records and bills the uses of equipment/vehicles for society |
US7103646B1 (en) * | 1998-08-07 | 2006-09-05 | Hitachi, Ltd. | Distributed control system and information processing system |
US6554088B2 (en) * | 1998-09-14 | 2003-04-29 | Paice Corporation | Hybrid vehicles |
DE19940703C1 (de) | 1999-08-27 | 2001-05-10 | Bayerische Motoren Werke Ag | Verfahren und Vorrichtung zur Motor- und Getriebesteuerung bei einem Kraftfahrzeug |
US6928646B1 (en) * | 2000-02-02 | 2005-08-09 | Sony Corporation | System and method for efficiently performing scheduling operations in an electronic device |
US6859708B2 (en) * | 2000-11-22 | 2005-02-22 | Honda Giken Kogyo Kabushiki Kaisha | Vehicle control system |
US7269482B1 (en) * | 2001-04-20 | 2007-09-11 | Vetronix Corporation | In-vehicle information system and software framework |
JP2003308003A (ja) * | 2002-04-15 | 2003-10-31 | Fuji Heavy Ind Ltd | 車載機器制御システム |
WO2004014699A2 (de) | 2002-07-29 | 2004-02-19 | Robert Bosch Gmbh | Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges |
US20060173601A1 (en) * | 2002-07-29 | 2006-08-03 | Dirk Bassiere | Computer system and method for controlling, particularly for executing the coordinated drive train control of a motor vehicle |
US7561951B2 (en) * | 2005-05-06 | 2009-07-14 | Ford Global Technologies Llc | Occupant control system integrated with vehicle dynamics controls |
US9233622B2 (en) * | 2008-03-11 | 2016-01-12 | General Electric Company | System and method for managing an amount of stored energy in a powered system |
US8033349B2 (en) * | 2009-03-12 | 2011-10-11 | Ford Global Technologies, Inc. | Auto-seek electrical connection for a plug-in hybrid electric vehicle |
-
2003
- 2003-07-29 WO PCT/DE2003/002540 patent/WO2004014699A2/de not_active Application Discontinuation
- 2003-07-29 US US10/523,550 patent/US8086365B2/en not_active Expired - Fee Related
- 2003-07-29 EP EP03783934.7A patent/EP1535153B1/de not_active Expired - Lifetime
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0883510B1 (de) | 1996-11-20 | 2001-07-11 | Siemens Aktiengesellschaft | Antriebsstrangsteuerung für ein kraftfahrzeug |
DE19838333A1 (de) | 1998-08-24 | 2000-03-02 | Bosch Gmbh Robert | System zur Steuerung des Antriebs eines Fahrzeugs |
DE10044319A1 (de) | 2000-09-07 | 2002-03-21 | Bosch Gmbh Robert | Elektronisches System für ein Fahrzeug und Systemschicht für Betriebsfunktionen |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8086365B2 (en) | 2002-07-29 | 2011-12-27 | Robert Bosch Gmbh | Prioritization method of information transmitters, particularly for executing the coordinated drive train control of a motor vehicle |
DE102004016227A1 (de) * | 2004-04-01 | 2005-10-20 | Volkswagen Ag | Steuergerät für ein Kraftfahrzeug |
DE102004016227B4 (de) * | 2004-04-01 | 2020-09-17 | Volkswagen Ag | Steuergerät für ein Kraftfahrzeug |
WO2009047110A1 (de) * | 2007-10-01 | 2009-04-16 | Robert Bosch Gmbh | Modulare funktionseinheiten zum starten und stoppen eines verbrennungsmotors |
CN102753412A (zh) * | 2010-02-13 | 2012-10-24 | 爱皮加特股份公司 | 具有压力模型和区分优先级装置的制动系统 |
WO2013000816A1 (de) * | 2011-06-29 | 2013-01-03 | Bayerische Motoren Werke Aktiengesellschaft | Steuereinheit zum betreiben eines kraftfahrzeugs |
CN103619686A (zh) * | 2011-06-29 | 2014-03-05 | 宝马股份公司 | 用于运行机动车的控制单元 |
CN103619686B (zh) * | 2011-06-29 | 2016-10-19 | 宝马股份公司 | 用于运行机动车的控制单元 |
US9663048B2 (en) | 2011-06-29 | 2017-05-30 | Bayerische Motoren Werke Aktiengesellschaft | Control unit for operating a motor vehicle |
EP3194229B1 (de) | 2014-09-17 | 2020-10-14 | KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH | Verfahren zur überwachung und diagnose von komponenten eines schienenfahrzeugs, mit erweiterbarer auswertungssoftware |
Also Published As
Publication number | Publication date |
---|---|
EP1535153B1 (de) | 2014-06-04 |
EP1535153A2 (de) | 2005-06-01 |
US8086365B2 (en) | 2011-12-27 |
WO2004014699A3 (de) | 2005-02-10 |
US20060122741A1 (en) | 2006-06-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1526987B1 (de) | Computersystem und verfahren zur steuerung, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahzeuges | |
EP1535153B1 (de) | Priorisierungsverfahren von informationsgebern, insbesondere zur koordinierten antriebsstrangsteuerung eines kraftfahrzeuges | |
EP1233888B1 (de) | Elektronisches system für ein fahrzeug und systemschicht für betriebsfunktionen | |
EP1247030B1 (de) | Verfahren zur steuerung eines elementes eines antriebsstrangs eines fahrzeugs und steuereinheit zur durchführung | |
EP0883510B1 (de) | Antriebsstrangsteuerung für ein kraftfahrzeug | |
DE60219705T2 (de) | Ausfallsicheres Überwachunggssystem sowie passende Methode in eine integriete Fahrzeugsteuerung | |
DE10296926T5 (de) | Verbesserungen bei der Fahrzeugsteuerung | |
WO2009053294A1 (de) | Kraftfahrzeugsteuerungssystem | |
DE10025493A1 (de) | Verfahren und Vorrichtung zur Koordination mehrerer Fahrsystemeinrichtungen eines Fahrzeugs | |
DE10334536A1 (de) | Computersystem und Verfahren zur Steuerung, insbesondere zur koordinierten Antriebsstrangsteuerung eines Kraftfahrzeuges | |
EP1467888B1 (de) | Verfahren und vorrichtung zur steuerung der fahrgeschwindigkeit eines fahrzeugs | |
DE10164479A1 (de) | System zur Getriebesteuerung | |
DE10334535A1 (de) | Priorisierungsverfahren von Informationsgebern, insbesondere zur koordinierten Antriebsstrangsteuerung eines Kraftfahrzeuges | |
EP1105663B1 (de) | Verfahren zum steuern des antriebsstrangs eines kraftfahrzeugs und antriebsstrangsteuerung | |
EP1310415B1 (de) | Verfahren zur Fahrzeugsteuerung | |
WO2000006410A1 (de) | Verfahren und vorrichtung zur steuerung der geschwindigkeit eines fahrzeugs | |
EP1334862B1 (de) | Verfahren zum Bestimmen des vom Fahrer eines Kraftfahrzeugs vorgegebenen Lastwunsches oder Bremswunsches | |
DE19963564A1 (de) | System zur Einstellung einer Getriebeübersetzung bei einem in einem Kraftfahrzeug eingebauten Getriebe | |
DE102022102414A1 (de) | Verwaltungsvorrichtung, steuerverfahren, nicht-transitorisches speichermedium und fahrzeug | |
DE10138620A1 (de) | Adaptives Fahrtregelungssystem und ACC-Beschleunigungsschnittstelle | |
WO2009053292A1 (de) | Kraftfahrzeugsteuerungssystem | |
DE102018110713A1 (de) | Verfahren zum Bereitstellen von Betriebsprogrammen zum Betreiben eines Kraftfahrzeugs | |
WO2009077318A2 (de) | Kraftfahrzeugsteuerungssystem | |
DE102022103787A1 (de) | Steuervorrichtung, steuerverfahren, speichermedium, manager und fahrzeug | |
DE102022125915A1 (de) | Verfahren zur Arbitrierung multipler automatisierter Fahrspurwechselanfragen in der Nähe von Routenverzweigungen |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A2 Designated state(s): JP US |
|
AL | Designated countries for regional patents |
Kind code of ref document: A2 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2003783934 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 2003783934 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 2006122741 Country of ref document: US Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 10523550 Country of ref document: US |
|
WWP | Wipo information: published in national office |
Ref document number: 10523550 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: JP |
|
WWW | Wipo information: withdrawn in national office |
Country of ref document: JP |