DE102022109082A1 - Operating system for a vehicle and method for operating a vehicle - Google Patents

Abstract

Operating system for a vehicle, in particular a drive-by-wire (DbW) vehicle, steer-by-wire (SbW) vehicle and / or generally an autonomous vehicle, with a control architecture comprising a central control device that is connected to a main drive unit via a first communication line is, comprising a main drive control a main drive, the main drive acting directly or indirectly mechanically on a vehicle wheel of a vehicle, a secondary drive unit being provided, comprising a secondary drive with an associated secondary control, the main drive unit and the secondary drive unit being mechanically coupled directly or indirectly to the same vehicle wheel are, and wherein the secondary control is connected to the central control via a second communication line and further to the main drive control via a third communication line. Furthermore, the invention includes a method for operating the operating system.

Description

The invention describes an operating system for a vehicle according to the preamble of claim 1 and a method for operating the operating system for a vehicle according to the preamble of claim 7.

Field of invention

Braking and acceleration systems as well as steering systems of vehicles with so-called drive-by-wire or steer-by-wire systems or generally for autonomous vehicles require a high safety standard. Controllers with redundant central units (CPU) and redundant safety processors in the corresponding control units are known in order to achieve a high level of security. It is known not only to install redundancy in the drives, but also to provide redundant structural units in the control of the actual braking and acceleration system as well as the steering system of a vehicle.

The publication EP 2 765 045 A1 describes a redundant braking and steering system, whereby the central control unit has three central processor units (CPU) and a central programmable logic module, whereby the three central processor units redundantly control the safety-relevant braking and/or control processes. It continues to beat DE 10 2013 202 253 A1 proposes to also design the respective drive units on a drive axle redundantly. A comparable solution is presented in the DE 195 26 250 B4 disclosed, which proposes a braking and steering system in which, in the event of an error or malfunction, the steering of individual wheels is braked specifically to maintain the steerability of the vehicle. A data bus with a computing unit that consists of at least two independently operating computing units is proposed as a fault-tolerant communication bus system.

Furthermore, from the DE 10 2004 051 078 A1 a braking and steering system is known, in which redundant servo motors are provided for the steering and braking system. It is proposed that for full redundancy of the control, both in terms of function and the control forces to be delivered, two servomotors are arranged spatially directly adjacent to one another. A common gearbox and a common power output device are provided for these two servomotors, via which the motor power of the two servomotors is directed to a control element of the vehicle that is to be controlled.

Background of the invention

The above-mentioned steering and braking systems, collectively referred to below as operating systems, are designed to be very complex due to the high safety standards that must be adhered to and are therefore economically disadvantageous.

It is therefore the object of the present invention to present an operating system with a constant security standard, which is structurally simpler and is therefore economically advantageous.

Summary of the invention

The invention solves this problem by an operating system according to the features of claim 1 and a method for operating the operating system according to the features of claim 7. Different embodiments are set out in the respective associated subclaims.

The invention relates to an operating system for a vehicle, in particular a drive-by-wire vehicle (DbW), steer-by-wire vehicle (SbW) or an autonomous vehicle, which has a control architecture. The control architecture comprises a central control device which is connected via a first communication line to a main drive unit, which comprises a main drive control and a main drive, the main drive (primary drive) acting directly or indirectly mechanically on at least one vehicle wheel of a vehicle during operation. Furthermore, a power take-off unit is provided which includes a power take-off (secondary drive) with an associated power take-off control, the main drive unit and the power take-off unit being mechanically coupled directly or indirectly to the same at least one vehicle wheel. The auxiliary drive control is connected directly to the central control via its own (second) communication line and is also directly connected to the main drive control via a third communication line in a data-conducting manner, with the third communication line ideally connecting the main drive control and the auxiliary drive control in a current and data-conducting manner.

Here, “acting mechanically on the vehicle wheel” means that in order to accelerate, brake and/or steer the vehicle wheels, a force is applied mechanically or fluidly dynamically to at least one vehicle wheel and/or a coupled component, such as a shaft, a braking element (brake drum, Brake disc) or a steering axle that is connected to the vehicle wheel, the influence in particular not is purely digital in the sense of a purely redundant control or control component.

In an improved embodiment, at least two independent power sources can be provided, in that at least one main drive unit is connected to a first supply unit as a power source and at least one secondary drive unit is connected via a further supply unit as a further power source. The two supply units can in particular be completely independent of one another, for example by being fed from two different batteries or battery modules as different power sources.

Advantageously, it can be provided that the three communication lines belong to or form a common data bus system, in particular a CAN bus system or a CANopen system. This embodiment can be improved in that redundant security is established by sending the protocol of a first data bus system, such as a CAN bus or CANopen according to ISO 15745, on the first communication line and on the second and/or third communication line Protocol of a different data bus system is sent, such as an SPE according to IEC 63171. It can be advantageous if at least one corresponding physical layer (PHY) and / or microprocessor is provided in the main drive control and / or in the auxiliary drive control to control the data bus -Protocol of the first data bus system to be transferred to the data bus protocol of the other data bus system.

• - ersten Aspekt der Erfindung ein Lenksystem ist, welches mit mindestens einem Fahrzeugrad, insbesondere zwei Fahrzeugrädern zum Zwecke einer Festlegung und/oder Änderung des Einschlagwinkels als Lenkvorgang verbunden ist und
• - einem zweiten Aspekt der Erfindung ein Bremssystem ist, welches mit mindestens einem Fahrzeugrad (25), insbesondere mehrere Fahrzeugräder (25) zum Zwecke eines Bremsvorgangs verbunden ist.

Advantageously, it can be envisaged that the operating system according to one

• - The first aspect of the invention is a steering system which is connected to at least one vehicle wheel, in particular two vehicle wheels, for the purpose of determining and / or changing the steering angle as a steering process and
• - A second aspect of the invention is a braking system which is connected to at least one vehicle wheel (25), in particular a plurality of vehicle wheels (25), for the purpose of a braking process.

According to the first aspect of the invention, an improvement can consist in that the steering system comprises a steering axle that is moved by the main drive unit, in particular in a translational manner, and wherein the secondary drive unit is coupled to the same steering axle, in particular at a contact and engagement area that is different in the longitudinal direction of the longitudinal axis Contact and engagement area of the main drive unit and/or its main gear. In other words, the steering axle has two contact and engagement areas which are spaced apart from one another in the longitudinal direction of the steering axle, in particular contact and engagement areas designed as a rack or thread, the first of which serves to couple the main drive unit or its transmission (main transmission) and the second is used to couple the power take-off unit or its gearbox (auxiliary gearbox).

According to the second aspect of the invention, the brake system can advantageously be designed as a hydraulic brake system, with the main drive unit and the secondary drive unit each being designed as a pressure generator unit or comprising such a central component. Here, the two pressure generator units are hydraulically connected via a common connecting line and/or a connecting space. The connecting line or the connecting space is further connected to the actual operating mechanism, which acts mechanically on the vehicle wheel directly or indirectly, such as a hydraulic cylinder, which, for example, brings at least one brake pad into (grinding) contact with a brake disc or a drum brake.

The invention further includes a method for operating an operating system for a vehicle, the operating system being designed according to one of the previous aspects and/or embodiments. The central control unit sends the same control data to the main drive unit and the auxiliary drive unit at least temporarily. Here, “the same” control data also means that it relates to the same output data set, such as a measured variable, sensor data, a setpoint, a target variable or a TARGET function of the vehicle and/or the operating system, but according to different data protocols, in particular different data bus protocols, can be prepared and/or shipped. This difference can also affect the structure of data frames, data packets, the clocking, number of line wires and/or power supply of the data line itself.

• - einerseits über die zweite Kommunikationsleitung, die die Nebenantriebseinheit direkt mit dem Zentralsteuergerät verbindet und
• - andererseits über die ersten Kommunikationsleitung, die Hauptantriebssteuerung und nachfolgend über die dritte Kommunikationsleitung, die die Hauptantriebssteuerung und die Nebenantriebssteuerung verbindet. Diese Ausführungsform kann dadurch verbessert werden, dass von der Hauptantriebssteuerung zusätzlich zu den zur Weiterleitung an die Nebenantriebssteuerung vorgesehen Steuerdaten oder Anteil an Steuerdaten weitergehende Sicherheitsdaten gesendet werden.

It can be advantageous to verify the control data arriving at the auxiliary drive in a qualified manner and also to constantly monitor the function of the main drive control. Therefore, a further improvement can consist of the central control unit at least temporarily sending control data to the power take-off unit in parallel via two data paths,

• - on the one hand via the second communication line, which connects the power take-off unit directly to the central control unit and
• - on the other hand via the first communication line, the main drive control and subsequently via the third communication line, which connects the main drive control and the auxiliary drive control. This embodiment can be improved by sending additional safety data from the main drive control in addition to the control data or portion of control data provided for forwarding to the auxiliary drive control.

• - Zustandsdaten bezüglich der Funktionsfähigkeit und Einsatzbereitschaft der Hauptsteuereinheit und/oder
• - diskreten Steuerbefehlen für die Nebenantriebseinheit, die beispielsweise den Einsatz und/oder den Funktionsumfang der Nebenantriebseinheit mindestens für eine Zeitdauer festlegen, womit auch ein Ruhemodus und/oder die Dauer eines weiteren Ruhemodus umfasst sein kann.

The additional safety data of the main drive unit includes,

• - Status data regarding the functionality and operational readiness of the main control unit and/or
• - Discrete control commands for the power take-off unit, which, for example, determine the use and/or the scope of functions of the power take-off unit for at least a period of time, which can also include a rest mode and/or the duration of a further rest mode.

A further improvement can consist in the auxiliary drive unit only in the event of an error affecting the main drive unit, in particular in the event of its failure, implementing a setpoint, in particular the last recognized setpoint, for a specified period of time and/or until a subsequent control command from the central control unit takes over.

A further improvement and method variant can consist in the main drive unit receiving status data about the auxiliary drive unit and/or from the auxiliary drive unit directly via the third communication line and/or via the central control unit, and in the event of an error affecting the auxiliary drive unit, in particular in the event of its failure, the implementation of at least one setpoint (setpoint specification), in particular the last recognized setpoint, continues.

In order to increase the safety of driving a vehicle in which the method according to the invention is carried out, it makes sense if all components are always fully functional. Therefore, it can be advantageous that in the event of a fault, in particular in the event of a failure, at least one main drive unit or at least one auxiliary drive unit, the central control unit initiates a special function for a connected overall system, in particular a power throttling and/or a controlled shutdown of the entire system and/or at least one warning message is sent is, in particular to a connected information and / or entertainment system, which is provided, for example, in the vehicle interior and which the driver of the vehicle can perceive with his sensory organs, in particular acoustically and / or visually.

In the present case, “defects” mean any type of malfunction or functional limitation affecting the operation and/or safety of the vehicle and/or its occupants. This method variant can be further improved by alternatively or additionally sending suitable control and/or warning signals from the main or auxiliary drive unit that is still functional to the operating system, the central control unit and/or central safety-relevant subsystem or components of the vehicle, which cause throttling and/or cause or result in the shutdown of subsystems or components of the vehicle.

Short description of the drawing

• 1 ein Blockschaltbild für ein Lenksystem und
• 2 ein Blockschaltbild für ein zur 1 weitgehend analog aufgebautes Bremssystem.

The invention will be described in more detail below using two examples as examples. It shows:

• 1 a block diagram for a steering system and
• 2 a block diagram for a to 1 largely analog brake system.

Detailed description of the drawing

The 1 shows a greatly simplified control architecture 10 of an operating system designed as a steering system 20 according to the first aspect of this invention. It is primarily suitable for a drive-by-wire vehicle (DbW), not shown, or an autonomous vehicle.

The steering system 20 comprises a steering axle 21 and a main drive unit 1 which acts mechanically on the steering axle 21 and which in turn has a main control unit 12, a main drive 23 and an associated main gear 24. The main transmission 24 is coupled to the steering axle 21 via a first contact and engagement area 22.1 designed as a rack, so that the steering axle 21 can be moved horizontally in the axial direction in order to achieve a desired steering function on two vehicle wheels 25.

The vehicle wheels 25 shown in dashed lines are in one with the steering axle 21 via a coupling and guide unit, not shown connected in a manner known to those skilled in the art. The first contact and engagement area can alternatively also be designed in a different, suitable shape, for example as a threaded section, pinion or other contour that is suitable for the positive and/or non-positive transmission of forces.

At a second contact and engagement area 22.2 that is different from the first contact and engagement area 22.1, a power take-off unit 2 is functionally connected to the steering axle 21 via a secondary gear 31. This second contact and engagement area 22.2 is designed to transmit mechanical force in a suitable manner, for example as a number rod section, threaded section or another suitable contour.

The associated control architecture 10 includes a higher-level central control device 11, which determines and/or processes the setpoint values relevant to the steering for the steering system 20. These setpoint values can be derived, for example, from a turning angle of the steering wheel set by a driver or, for example, derived from other sensor values and data about a recognized road course. In a simple case, the central control device 11 determines the steering angle on a vehicle wheel as a setpoint.

The setpoint is sent to the first main drive control 12 of the steering via a first communication line 14. The main drive unit 1 with the main drive control 12 and the main drive 23 corresponds, for example, to a standard power pack of an EPS steering (Electric Power Steering).

In parallel, the setpoint is sent to the power take-off control 13 via the second communication line 15. Ideally, the power take-off control 13 has a memory unit in which the current setpoints are stored at least temporarily and can be read by the power take-off control 13 if necessary, in particular by a microprocessor, and used for steering purposes.

In the application shown, a supplementary data exchange continues to take place via the third communication line 16, which directly connects the main drive control 12 and the auxiliary drive control 13, via which the auxiliary drive control 13 permanently or clocked status information about the operational capability of the main drive unit 1. In parallel or alternatively, the auxiliary drive unit 13 can also receive status data about the main drive unit 12 and its components from the central control unit 11. The data exchange via the third communication line 16 can take place alternately.

Alternatively or additionally, the main drive unit 1 can receive status data about the auxiliary drive unit 2 via the third communication line 16.

In the event of a failure of the main drive unit 1, the auxiliary drive unit 2 can in this way take over the current steering task directly on the basis of the already existing setpoint and independently act on the steering axle 21 via the auxiliary gear 31. In an alternative case of damage in which the main drive 23 cannot generate a sufficiently high force for a steering task, a supplementary force is applied to the steering axle 21 via the auxiliary drive 30 and the auxiliary gear 31.

Because of the safety-relevant function of the steering, if the main drive unit 1 or the auxiliary drive unit 2 fails or partially fails, an error or warning message is sent to the central control unit 11, so that appropriate special routines can be initiated, in particular power throttling or an orderly, safe shutdown of the entire system.

To ensure fully redundant systems, two supply units 26, 27 are provided. The central control unit 11 and the main control unit 1, among other things, are electrically supplied by the first supply unit 26 via the first supply line 28. The central control unit 11 is also supplied redundantly via a second, independent supply unit 27, which can be designed to be equivalent or with a slightly lower loading capacity because it is only used very rarely and then only for a very short time, and in parallel the auxiliary drive unit 2.

This ensures that even a line break, short circuit or other error in a supply system of one of the two drive units does not directly lead to a complete failure of the steering.

The 2 also shows, in very simplified form, a control architecture 10 of an operating system designed as a brake system 40 according to the second aspect of this invention. This braking system 40 is also advantageously suitable primarily for a drive-by-wire vehicle (DbW), not shown, steer-by-wire vehicle (SbW) or an autonomous vehicle.

In the in the 2 In the exemplary embodiment shown, the main and secondary drive units 1, 2 are pressure generators, in particular hydraulic pressure generators, which are operatively connected to hydraulic cylinders (not shown) in or on the vehicle wheel 25, for example to at least one brake body in a manner known to those skilled in the art against a brake disc or on a brake drum to guide and press.

The main drive 23, which is designed as a pressure generator, is in hydraulic connection with the auxiliary drive 30, which is also designed as a pressure generator 30, via a connecting line 41, this connecting line 41 acting in a force-conducting manner on the braking device, not shown, of at least one vehicle wheel 25.1... 25.4.

In normal operation, the power take-off 30 is not operated, i.e. it stands still, although the same hydraulic pressure still exists in the main drive unit 1 and the power take-off unit 2 via the connecting line 41 for rapid operation without dead times.

The associated control architecture 10 of the brake system 40 is analogous to the control architecture 10 in the application example of the steering system 20 1 constructed and functions in an analogue manner.

Unlike the exemplary embodiment of a steering system 20, each vehicle wheel 25.1 ... 25.4 is braked individually, so that the braking system is provided at least twice or even four times in a vehicle. However, it is generally sufficient to provide only one central control device 11, although it may also be sufficient to electrically supply all main drive units 12 designed as pressure generators in parallel via a common, first supply unit 26 and all auxiliary drive units 13 designed as pressure generators in an analogous manner to supply electricity to a common, second supply unit 27.

This ensures that even in the event of a line break, short circuit or other error in the supply system of one of the two drive units, there will not be an immediate total loss of braking power on one or all of the vehicle wheels.

Reference number list

1

Main propulsion unit

2

Power take-off unit

10

Control architecture

11

Central control unit

12

Main propulsion control

13

PTO control

14

Communication line

15

Communication line

16

Communication line

20

steering system

21

Drive shaft, first

22

Contact and intervention area, also 22.1, 22.2

23

Main drive, servomotor

24

main gear

25

vehicle wheel

26

Supply unit, first

27

Supply unit, second

28

supply line

29

supply line

30

Power take-off

31

Secondary gearbox

40

Braking system

41

connecting line

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2765045 A1 [0003]
• DE 102013202253 A1 [0003]
• DE 19526250 B4 [0003]
• DE 102004051078 A1 [0004]

Claims (11)

Operating system for a vehicle, in particular a drive-by-wire (DbW) vehicle, steer-by-wire (SbW) vehicle and/or generally an autonomous vehicle, with a control architecture (10), comprising a central control device (11) which has a first communication line (14) is connected to a main drive unit (1), comprising a main drive control (12) a main drive (23), the main drive (23) acting directly or indirectly mechanically on a vehicle wheel (25) of a vehicle, characterized in that a auxiliary drive unit (2) is provided, comprising a auxiliary drive (30) with an associated auxiliary control (13), the main drive unit (1) and the auxiliary drive unit (2) being mechanically coupled directly or indirectly to the same vehicle wheel (25), and wherein the Secondary control (13) is connected to the central control (11) via a second communication line (15) and further to the main drive control (12) via a third communication line (16). Device according to Claim 1 , characterized in that the main drive unit (1) is connected to a first supply unit (26) as a power source and the auxiliary drive unit (2) is connected via a further supply unit (27) as a further power source, in particular one that is independent of the first supply unit (26). further supply unit (27). Device according to Claim 1 or 2 , characterized in that the first, second and third communication lines (14, 15, 16) belong to or form a common data bus system, in particular a CAN bus system or a CANopen system. Device according to one of the preceding claims, characterized in that the operating system - is a steering system (20) which is connected to at least one vehicle wheel (25), in particular two vehicle wheels (25) for the purpose of a steering process or - is a braking system (40). , which is connected to at least one vehicle wheel (25), in particular several vehicle wheels (25), for the purpose of a braking process. Device according to Claim 4 , characterized in that the steering system (20) comprises a steering axle (22) moved by the main drive unit (1), in particular moved in translation, and wherein the secondary drive unit (2) is coupled to the same steering axle (22). Device according to Claim 4 , characterized in that the brake system (40) is a hydraulic brake system (40), and wherein the main drive unit (1) and the auxiliary drive unit (30) are each a pressure generator unit and wherein the two pressure generator units have a common connecting line (41) and / or are hydraulically connected to a common connection space. Method for operating an operating system for a vehicle, characterized in that the operating system according to one of the previous Claims 1 until 6 is designed, with the central control unit (11) sending the same control data to the main drive unit (1) and to the auxiliary drive unit (2) at least at times. Procedure according to Claim 7 , characterized in that from the central control device (11) at least temporarily control data is sent to the auxiliary drive unit (2) in parallel via two data paths, - via the second communication line (15) and - via the first communication line (14), the main drive control (12) and the third communication line (16), which connects the main drive control (12) and the secondary control (13). Procedure according to one of the Claims 7 or 8th , characterized in that the auxiliary drive unit (2) only takes over the implementation of at least one setpoint, in particular the last recognized setpoint, in the event of an error affecting the main drive unit (1). Procedure according to one of the Claims 7 until 9 , characterized in that the main drive unit (1) continues the implementation of at least one setpoint, in particular the last recognized setpoint, in the event of an error affecting the auxiliary drive unit (2). Procedure according to one of the Claims 9 or 10 , characterized in that in the event of an error, the central control device (11) initiates a special control or special function for a connected overall system, in particular a power throttling and / or a controlled shutdown of the entire system and / or at least one warning message is sent, in particular to a connected information - and/or entertainment system.

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