EP1037781A1 - Systeme de commande de vehicule - Google Patents

Systeme de commande de vehicule

Info

Publication number
EP1037781A1
EP1037781A1 EP99945878A EP99945878A EP1037781A1 EP 1037781 A1 EP1037781 A1 EP 1037781A1 EP 99945878 A EP99945878 A EP 99945878A EP 99945878 A EP99945878 A EP 99945878A EP 1037781 A1 EP1037781 A1 EP 1037781A1
Authority
EP
European Patent Office
Prior art keywords
component
resource
vehicle
components
coordinator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP99945878A
Other languages
German (de)
English (en)
Inventor
Rainer Bitzer
Juergen Bauer
Udo Diehl
Holger Bellmann
Martin-Peter Bolz
Rainer Mayer
Uwe Maienberg
Christian Grosse
Marko Poljansek
Torsten Heidrich
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1037781A1 publication Critical patent/EP1037781A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/08—Coordination of integrated systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0297—Control Giving priority to different actuators or systems

Definitions

  • the invention relates to a control system of a vehicle.
  • Such a control system is known for example from DE-A-41 11 023 (US Pat. No. 5,351,776).
  • a control of the entire vehicle, at least with regard to the drive train and brake, is proposed there, which has a hierarchical order structure for the control tasks.
  • the control structure described there comprises coordination elements which convert a command originating from a higher hierarchy level into commands for elements of a subordinate hierarchy level.
  • the contents of the commands passed from top to bottom in the hierarchy structure represent physical variables that determine the interfaces between the individual hierarchy levels.
  • the interfaces described here are based on the physical conditions of the vehicle movement, in particular the drive train and the brake. A consideration of a vehicle control going beyond this, for example taking into account the body electronics and the vehicle electrical system control, is not described.
  • a structure for a vehicle is known from the SAE paper 980200 "CARTRONIC - An Open Architecture for Networking the Control Systems of an Automobile" by Torsten Bertram, Rainer Bitzer, Rainer Mayer and Asmus Volkart.
  • the individual elements of a Vehicle controls are assigned to various components at predetermined levels of detail, between which information is exchanged within the framework of predetermined communication relationships.
  • a central coordinator and the components electrical system, vehicle movement, body and interior and drive are provided. These components are each in The drive component is divided into a coordinator, the engine, the clutch and the transmission, and the distribution and management of the resources available in the vehicle and the consumers consuming these resources is according to
  • consumers share the common resource on the same level as consumers and the coordinator responsible for the resource.
  • the drive resource which is a resource for both the vehicle movement component and the body and interior, is arranged on the first level.
  • resource is understood to mean a service that is made available for consumption by components, so-called sources, other components, so-called sinks or consumers.
  • resources are the resource "mechanical power", which is generated by the drive (motor,
  • Software component is installed, which monitors the performance and the power consumption of the vehicle components.
  • the strategy pursued is applied centrally there. If, for example, an excessive demand for power is determined at an operating point, vehicle-specific power limits for the individual consumers or consumer groups are determined in accordance with this applied strategy, depending on the operating point. Within this limit, the individual components will then initiate appropriate measures, such as switching off individual units, based on local criteria that the central component does not know. In other words, this means that the specific technical possibilities are applied locally, the central strategy is applied centrally, so that a non-retroactive exchange of software components is possible, for example in the event of a hardware change (use of other units, etc.).
  • the software component is added up and converted into physical manipulated variables, such as torque or speed, taking into account the existing boundary conditions. This means that larger software components remain autonomously functional, which leads to leaner programs with reduced or distributed functional scope and facilitates distributed development and testing of the individual components.
  • the consumer common resource eg motor-gear unit
  • the coordinator responsible for the administration and distribution of this resource (“coordinator overall vehicle") knows not the resource (only via the drive / brake component). This will make it easier, more vertical
  • the communication relationships in the first level of detail between the coordinator overall vehicle and the components arranged there can be reduced to request and query relationships, i.e. no measures for the formation of specific commands (orders) are to be provided in the coordinator.
  • the structure described below is invariant to new or dropped consumers, since the coordinator does not necessarily have to level as the source and the consumer must be arranged.
  • the resource management and distribution can be designed independently and thus offers the possibility of reusing software modules that have already been tested with standardized physical interfaces.
  • FIG. 1 shows, using the example for the “vehicle movement” component, the described resource management and distribution in general form, while in FIG. 2 the communication between individual levels is shown using the example of the “vehicle movement” component.
  • the solution described below is implemented in at least one computer element.
  • the individual components can be divided up among various computing elements or just one computing element.
  • the software shown In this sense, the goods structure is independent of the specific hardware implementation.
  • FIG. 1 shows the structure according to the invention for the control of motor vehicle components, which comprises all tasks in the vehicle area, using the exemplary embodiment of controlling the vehicle movement.
  • the structure takes into account the increased requirements for a motor vehicle control with regard to comfort, safety and consumption and the associated strong coupling of the individual components. It can be mapped to any hardware topology.
  • the example shown in FIG. 1 represents the control of the components of the drive train, which is an essential source of the mechanical power for the entire vehicle that is consumed by various systems. Therefore, requirements regarding vehicle-wide management of this energy source arise when controlling the drive train.
  • Figure 1 shows a software structure for resource management and distribution in a vehicle control.
  • the components of a vehicle are represented within the associated control software by corresponding components, so-called software objects. Examples of such components are the controls and the control elements for the engine, the converter, the gearbox, the chassis, the steering, etc.
  • components (objects) that perform control tasks eg coordination of the engine-gearbox unit) , Coordination of vehicle movement, coordination of the entire vehicle, etc.
  • components (objects) that provide information of general interest e.g. sensors, estimators, etc.
  • Several components of any type can be combined into more abstract components (e.g. vehicle component movement, body and interior, etc.). This modularization is based on the mechanical and electrical components, assemblies and functional units present in the vehicle.
  • the component 10 for the control for the vehicle movement that for the elements of the body and interior (12) and a coordination component 14 (coordinator overall vehicle).
  • the latter monitors, among other things, the provision of power and the power requirement of resources required throughout the vehicle, for example the mechanical output of the engine and the electrical output of the electrical system. All communications at the highest level of detail lead to further communications and / or the execution of actions in the individual components.
  • This is shown in FIG. 1 on the basis of a detail of the “vehicle movement” component 10.
  • the next level of detail of this component comprises control systems 101 for the drive and the brake, for the chassis 102 and for the steering 103.
  • a coordinator is in this detail level 104 is provided for the vehicle movement, which, in accordance with the coordinator for the overall vehicle, manages the resources required for this level of detail, maintains communication with the coordinator for overall vehicle 14 and manages communication with components 101 to 103.
  • the drive / brake component is shown using the example of the motor-gearbox unit.
  • a coordinator 1011 and a control object 1012 for the motor, for the torque converter (1013) and for the gearbox (1014) Communica - Relationships between the control objects and the co- The ordinator or between the overall component and the coordinator vehicle movement 104 are shown.
  • the component "body and interior" is detailed accordingly.
  • the coordinator 14 which manages and distributes the mechanical power resource, is therefore not known. The resource and coordinator are therefore at different levels.
  • Orders for example between objects 101 to 103 and coordinator 104, are specified as communication relationships between individual components, by means of which the order recipient specifies the setting of a certain power or some other physical quantity.
  • query relationships are provided for obtaining information, via which the coordinator 14, for example, queries the power requirement for electrical power of the vehicle movement component.
  • a third communication relationship is the request relationship, via which desired setpoints are transmitted, which should be set by the requested component. Due to the suitable arrangement of the components, order relationships can be dispensed with in the first level of detail (see also below).
  • FIG. 2 the communication between the components of the top level of detail shown in FIG. 1 is described using an exemplary embodiment. It is the communication of the coordinator overall vehicle 14 with the components vehicle movement 10 and bodywork which are assigned in rie and interior 12.
  • the resource "mechanical power" is managed, which is arranged in the drive component on a lower level of detail.
  • the only source is assumed to be the engine or the drive train 101. Are further sources for the mechanical If there is power available, the communication is duplicated and the values added in the coordinator vehicle movement or overall vehicle.
  • the coordinator of each type of resource is a sub-component of the coordinator for the entire vehicle and coordinates the distribution of services as follows.
  • Each coordinator asks all components (10, 12) of the first level of detail about their current maximum contribution (Pmax) to the respective service provision (communication link 1). This query is forwarded to the drive 101 component in the vehicle movement detail level and is answered by it.
  • Each component e.g. brake component in the vehicle movement detail level
  • the coordinator of the overall vehicle asks each component of the first level of detail about their performance requirements
  • PV_Soll, PNA_Soll (communication link 2).
  • the corresponding power requirement value is made available by the respective collector and supplied to the coordinator of the overall vehicle.
  • the result is a power requirement value supplied by each component (10, 12) to the coordinator overall vehicle 14.
  • the coordinator checks whether the total power requirement, ie the sum of the power requirement values supplied by the components, exceeds the total power Pmax of the resource (communication relationship 3). In this case, it calculates from the operating state Priorities and a strategy specified in the specification for each component of its level of detail a maximum allowed consumption.
  • the component coordinators request this restriction from the resource coordinator (communication relationship 4) and, if necessary, reduce the local requirements using their own strategy (eg switching off the air conditioning compressor).
  • the coordinates of the components formulate the orders for the sources assigned to them in a physically unambiguous form, for example as the setpoint torque MV_Soll for the drive component (communication relationship 5).
  • the additional requirement from other components MNA_Soll may be queried and taken into account (see communication relationship 5).
  • the drive component then sets the requested torque so that the coordinator for the overall vehicle can distribute the resource according to the requirements of the components.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de commande de véhicule qui comporte plusieurs composants (10 à 1014) qui sont disposés dans des plans logiques différents, au moins un composant de coordination (14) qui surveille la mise à disposition de puissance et le besoin en puissance d'au moins un type de ressource dont au moins deux consommateurs ont besoin, au moins un des composants mettant à disposition la ressource (101, 1011-1013), au moins deux composants (10, 12) consommant la ressource, le composant de coordination et les composants consommateurs étant disposés dans un plan logique. Ce système de commande se caractérise en ce que le composant mettant la ressource à disposition est placé dans un plan subordonné d'un composant (10, 12) consommateur, et le composant de coordination (14) interroge le composant mettant au point la ressource sur sa capacité de puissance en ce qui concerne la ressource.
EP99945878A 1998-08-24 1999-07-01 Systeme de commande de vehicule Withdrawn EP1037781A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19838337 1998-08-24
DE19838337A DE19838337A1 (de) 1998-08-24 1998-08-24 Steuerungssystem eines Fahrzeugs
PCT/DE1999/002022 WO2000010850A1 (fr) 1998-08-24 1999-07-01 Systeme de commande de vehicule

Publications (1)

Publication Number Publication Date
EP1037781A1 true EP1037781A1 (fr) 2000-09-27

Family

ID=7878491

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99945878A Withdrawn EP1037781A1 (fr) 1998-08-24 1999-07-01 Systeme de commande de vehicule

Country Status (6)

Country Link
US (1) US6263262B1 (fr)
EP (1) EP1037781A1 (fr)
JP (1) JP2002523283A (fr)
CZ (1) CZ296879B6 (fr)
DE (1) DE19838337A1 (fr)
WO (1) WO2000010850A1 (fr)

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US6971015B1 (en) * 2000-03-29 2005-11-29 Microsoft Corporation Methods and arrangements for limiting access to computer controlled functions and devices
DE10025493B4 (de) * 2000-05-23 2008-05-29 Daimler Ag Verfahren und Vorrichtung zur Koordination mehrerer Fahrsystemeinrichtungen eines Fahrzeugs
US6449541B1 (en) * 2000-10-17 2002-09-10 Microsoft Corporation Application-to-component communications helper in a vehicle computer system
JP3956693B2 (ja) * 2001-12-27 2007-08-08 トヨタ自動車株式会社 統合型車両運動制御装置
EP1355209A1 (fr) 2002-04-18 2003-10-22 Ford Global Technologies, LLC Système de contrôle de véhicule
US7212896B2 (en) * 2002-05-29 2007-05-01 Ford Global Technologies, Llc Vehicle control
JP2004106663A (ja) * 2002-09-17 2004-04-08 Toyota Motor Corp 総合駆動制御システムおよび総合駆動制御方法
FR2844750B1 (fr) * 2002-09-25 2005-10-14 Peugeot Citroen Automobiles Sa Vehicule automobile equipe d'un dispositif de pilotage de la liaison au sol
JP4225025B2 (ja) * 2002-09-30 2009-02-18 株式会社デンソー 車両統合制御システム
US6907337B2 (en) * 2003-09-11 2005-06-14 Ford Global Technologies, Llc Vehicle torque resolution
US6862511B1 (en) 2003-09-11 2005-03-01 Ford Global Technologies, Llc Vehicle torque coordination
US6915198B2 (en) * 2003-09-11 2005-07-05 Ford Global Technologies, Llc Vehicle fast torque coordination
JP4549738B2 (ja) * 2004-05-27 2010-09-22 株式会社日立製作所 車両の制御システム及び制御システム並びに制御方法
JP4385986B2 (ja) * 2005-04-15 2009-12-16 トヨタ自動車株式会社 車両統合制御装置
JP6408832B2 (ja) * 2014-08-27 2018-10-17 ルネサスエレクトロニクス株式会社 制御システム、中継装置、及び制御方法
DE102016214747A1 (de) 2016-08-09 2018-02-15 Volkswagen Aktiengesellschaft Zentraler Längsdynamik-Momentkoordinator und Kraftfahrzeugsteuerung
CN108255169B (zh) * 2016-12-29 2021-05-21 北京航空航天大学 车辆及多车辆网络的协调控制方法

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Also Published As

Publication number Publication date
WO2000010850A1 (fr) 2000-03-02
CZ20001444A3 (cs) 2001-03-14
US6263262B1 (en) 2001-07-17
DE19838337A1 (de) 2000-03-02
CZ296879B6 (cs) 2006-07-12
JP2002523283A (ja) 2002-07-30

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