KR20170126990A - Method and apparatus for determining whether an error condition exists in an automobile - Google Patents

Abstract

The present invention relates to a method for the safe operation of an automobile (1) having an automobile control system including a propulsion regulating unit (98) for controlling a first part (31, 32, 33, 34, 40, 100) , The propulsion regulating unit 98 controls the first part 100 and the second part 100 so that the total yaw moment generated by the first part 100 and 40 as a whole is not greater than the total yaw moment limit value, , 40).

Description

Method and apparatus for determining whether an error condition exists in an automobile

The present invention relates to an apparatus for determining whether an error condition exists in an automobile. The invention also relates to an apparatus, particularly a control apparatus, configured to perform the method.

A method for controlling the drive output of a motor vehicle from DE 44 38 714 A1 is known, in which a microcomputer is provided for performing control and monitoring functions. The microcomputer determines two or more independent levels, the first level being a control function and the second level being a monitoring function.

By the presence of a new actuator for propulsion, such as can be implemented, for example, in an electric vehicle or a hybrid vehicle, errors can cause the generation of erroneous yaw moments. For example, this can be caused by asymmetric acceleration (or deceleration, i.e., negative acceleration) with errors in different wheels.

Thus, in a first aspect, there is provided a method for safer operation of an automobile, wherein the automobile comprises a vehicle control system. The vehicle control system may optionally include an automotive dynamics control unit (e.g., an ESP system) that controls the brakes and may brak, for example, independently and independently of the wheels of the vehicle, and a first component , Because the propulsion regulating unit can be used to generate propulsion, in particular. The brake used here is, for example, a friction brake. The propulsion regulating unit may be, for example, an engine control unit. The propulsion component includes an engine, in particular a combustion engine, and optionally a generator-driven electric machine, in particular a generator or starter-generator. When the propulsion control unit receives a warning from the yaw rate warning signal, for example from the yaw rate warning unit (for example, a yaw rate warning signal indicates that a warning exists, and "0" The propulsion control unit controls the propulsion components so that the total yaw moment applied from the propulsion component as a whole is no greater than the sum yaw moment limit (here and hereafter, the yaw moment Is referred to, this may in particular refer to the absolute value of the yaw moment).

This has the advantage that the safety concept for the throttle control unit can also be implemented for errors in the throttle control unit that can generate erroneous yaw moments, thereby responding appropriately to such errors. When the propulsion regulating unit receives a warning from the yaw rate warning signal, it is ensured that the propulsion regulating unit controls its self-controllable components such that these components generate a sufficiently small yaw moment overall. The driving dynamics control unit may continue to generate additional yaw moments through corresponding control of the brakes. Through the safety mechanism in the travel dynamics control unit, it can be ensured that this additional yaw moment does not cause a dangerous condition. Through the action of the propulsion regulating unit described above, it can be ensured that the propulsion regulating unit does not degrade the effectiveness of the safety mechanism of the traveling dynamics control unit.

This method is very effective when an error in yaw moment is caused by an error in the propulsion control unit, as compared with the compensation of yaw motion caused by an errory yaw moment.

Here, the travel dynamics control unit can be used to enable (in error) yawing, i.e., to allow the actual yaw rate to be recognized and detected as unfeasible. In parallel therewith, a configuration may be provided in which the running kinematic control unit tentatively compensates for yaw movement through corresponding controlled interference to the brakes, for example.

That is, the yaw rate warning signal received from the propulsion control unit includes a signal indicating whether the actual yaw rate of the vehicle takes an erroneous value.

Alternatively or additionally, the yaw rate warning signal may be provided with a configuration that includes a signal indicating whether or not the driving dynamics control unit controls its own controllable components to generate a yaw moment. That is, the yaw rate warning signal may include a signal indicating whether there is an adjustment interference of the traveling dynamics control unit.

Through the limitation of the total yaw moment, the travel dynamics control unit can cause the coordinated interference to be terminated without a failure by the propulsion control unit. Thereby, the action of the propulsion regulating unit can be synchronized with the action of the traveling dynamics control unit so that the automobile control system is switched to the safe state. The total yaw moment limit value may be particularly zero. This ensures that the propulsion regulating unit is not capable of actively applying yaw moment to the vehicle, i. E., Providing a yaw moment neutral fallback level for cases in which an unfavorable yaw rate is determined.

The limitation of the total yaw moment applied by the propulsion components can be achieved by the propulsion regulating unit controlling the electric machine such that, when a warning is received, the maximum regenerative output of the electric machine is not greater than the regenerative limit value. This is based on the recognition that braking torques occur which, through the regeneration of kinetic energy in the deceleration processes, can cause the yaw rate to occur, particularly when asymmetry is present. It is possible to cause the yaw moment of the blocking degree of the rear axle of the vehicle to be generated in the deceleration processes. This blocking can be blocked by limiting the maximum regenerative output. At the same time, since this type of intervention is extremely rare, the energy shortcomings of the measures are minimized.

The regenerative limit value may be selected such that the total torque applied from the propulsion components onto the rear axle of the vehicle is positive. By this, blocking of the rear axle can be prevented very effectively, because it is ensured that the active deceleration is not adjusted through the rear axle. By this, regeneration is allowed as long as it is ensured that the engine applies a larger drive torque to the rear axle than the deceleration torque to apply the regeneration.

In another aspect, when a warning is present, the regenerative mode of the electric machine, which is controllable by the propulsion regulating unit, may be deactivated. This means that the regenerative mode is inhibited and terminated in some cases. Thereby, the generation of the yaw moment is very effectively suppressed through the engine control.

Particularly, it is possible to apply a different thrust torque to each wheel by the so-called torque vectoring function. The propulsive torque can be used for generating a desired yaw moment. Likewise, it is possible that the generators provided for each wheel apply different braking torques to the wheels.

Thus, in another aspect, when a warning is received, a configuration may be provided in which all wheels of the vehicle, which are controllable by the propulsion regulating unit, are subjected to the same total torque from the propulsion components. This may be done, for example, through interception of the torque vectoring function. In this way, it can be ensured, in particular, that a faulty yaw moment is not applied through differently applied torque for each wheel.

In another aspect, when a warning is received, the left total torque of the propulsion component applied to the left wheels of the automobile may be provided the same configuration as the right total torque of the propulsion component applied to the right wheels of the automobile. Thereby, it can be ensured that the error yaw moment is not applied, particularly by the asymmetry between the right side and the left side of the automobile.

In another aspect, a configuration may be provided in which, when a warning is received, shifting engagement of the transmission is not performed. This is particularly desirable in an automated manual transmission, because transmission interference likewise conveys torque to the wheels of the vehicle, which can generate yaw moments.

In another aspect, the control of the propulsion component may be provided with a configuration in which the target control of the propulsion part is determined in a determined manner, without first considering the yaw rate warning signal, i.e., independent of the yaw rate warning signal. When the propulsion control unit receives the warning, the expected total yaw moment corresponding to the target control is determined. This is the yaw moment that can be derived when the propulsion component may actually be controlled by the target control. If the estimated total yaw moment is greater than the total yaw moment limit value, the corrected target control is determined so that the estimated total yaw moment (i.e., the yaw moment derived when the propulsion component is controlled by the target control) Is not greater than the moment limit. That is, the modified target control replaces the target control. This makes it very simple to configure a monitoring system that monitors unacceptable yaw moments from being generated by propulsion components.

In another aspect, a method of checking the accuracy of the reaction of the propulsion regulating unit in the method can be provided. In this case, the yaw rate warning signal includes a test signal, and a test signal is provided to indicate whether or not the test mode is active. If a warning is received and the test signal indicates that the test mode is active, the propulsion control unit is provided with a configuration to preset the target control such that the corresponding expected total yaw moment is greater than the sum yaw moment limit value . Depending on the target control and the modified target control, it can be determined whether there is an error in the reaction of the propulsion control unit. Thereby, the safety of the automobile control system can be increased very simply because the error in the error response of the propulsion reaction can be covered and effectively processed.

In another improvement, in particular, a yaw rate warning signal indicative of a warning may be communicated by the travel dynamics control unit, the propulsion control unit of the travel dynamics control unit transmitting a signal for activation of the test mode, As a reaction, a warning with a test signal is received from the running dynamics control unit. Thereby, it is very simple to check the accuracy of the reaction of the propulsion regulating unit.

Through the measures introduced here, faulty alternate states are provided that do not implement limp home mode for faulty yaw rates. Rather, it is possible to change from such failure replacement state back to normal operation without any problem. Therefore, it is unnecessary to set a warning lamp, for example, in this type of interference.

In another aspect, the invention features a computer program configured to perform any one of the steps of any of the above-described aspects, an electronic storage medium having stored thereon a computer program, To a control device configured to execute any one of the steps.

 The drawings illustrate particularly preferred embodiments of the invention by way of example.

1 shows a driving train of a motor vehicle.
Figure 2 shows a structural graph for signal flow during monitoring.
Figure 3 shows a flowchart of a possible progression of a method for determining that an error is present.
Figure 4 shows a flow chart of possible progress of the method for response to the determined error.
Figure 5 shows a flow chart for a possible examination of the correct course of the method for yaw moment limitation.

Fig. 1 exemplarily shows a drive train of the automobile 1. Fig. The automobile (1) has four wheels (11, 12, 13, 14). The wheels are assigned wheel brakes 21, 22, 23 and 24, respectively, and are selectively assigned electric wheel hub motors 31, 32, 33 and 34, respectively. Also provided is a generator 40 (not shown) that is capable of applying a braking torque to the crankshaft 101. Generator 40 may be configured as a starter-generator. When the generator applies the braking torque, the generator generates energy that can be stored in an energy storage device (not shown). This process is referred to as regenerative braking (recuperation).

The combustion engine 100 generates drive torque transmitted to the drive shaft 102 and further to the rear axle drive shaft 103 via the crankshaft 101 and preferably the automatic transmission 110. [

An ESP control device 50 is provided to control the brakes 21, 22, 23, The ESP control device 50 receives a signal from the yaw rate sensor 60 indicating, for example, the current actual yaw rate of the automobile 1. If the actual yaw rate is unacceptable and can take an erroneous value, then the ESP control device 50 will generate the brakes 21, 22 < RTI ID = 0.0 > , 23, 24). This is referred to as ESP modulated interference.

The ESP control device 50 can communicate with the engine control device 98 via the communication connection part 51. [ The communication connection 51 can be configured via a suitable bus system such as, for example, CAN or FlexRay. Via the communication connection 51, the engine control unit 98 receives a yaw rate warning signal which encodes whether ESP control interference is present and / or whether the determined yaw rate is unreasonable or error.

This information may, of course, be provided in different forms, for example as a bit combination in a message or via transmission such as actual and target yaw rates. Preferably, the communication is time-controlled, for example, periodically via the communication connection 51. [ The period may be, for example, 10 ms or 20 ms. It is also desirable if the information is adequately protected. In addition to the inherent CAN- or player-specific protection already provided via communication protocols, the use of application CRC and / or message counters and / or other known end-to-end protection is desirable.

The engine control device 98 receives signals from the sensors such as the temperature sensor 71 and the air amount measuring device 72 about the actual operating conditions and the surroundings of the combustion engine 100 of the automobile 1. [ These signals are received from the input interface 96. At the input interface, the control device 98 may also receive a yaw rate warning signal. A computer program, for example, is stored in the electronic storage medium 99, and the method according to the present invention is executed when the computer program is executed. The target opening angle ZW of the target ignition angle ZW and / or the target opening angle alpha of the throttle valve (not shown) is transmitted to the combustion engine 100. [ This transfer is performed through the output interface 95. The generator 40 is, for example, delivered with torque M to be recovered, and the transmission control device 120, which controls the transmission 110, is informed of the necessity of changing the gear range, for example.

2, an information flow in the engine control device 98 is shown. The engine control unit 98 receives the input variable xi through the input interface 96. [ The input interface 96 passes the input variable xi to the function block 1000 and determines the output variable according to the input variable xi, for example in a conventional manner. These output variables are typically the values of the target control xs that control the combustion engine 100, the starter-generator 40 and the motors 31, 32, 33, The input variable xi and the target control xs can be understood as tuples of a plurality of values.

 The input interface 96 passes the received yaw rate warning signal 96 to the test block 1010. For example, in a manner such that a function block, i.e., a function performed by the function block 1000, is executed in another processing core of the control device 98, the check block 1010 preferably provides a free from interference RTI ID = 0.0 > (1000). < / RTI > Likewise, an arrangement may be provided in which the check block 1010 and the functional block 1000 utilize redundant storage for the data to be read and / or written upon their access to the electronic storage medium. Also, a configuration may be provided in which the monitoring block 1010 and / or the functional block 1000 are protected via a control flow checking mechanism.

An inspection block 1010 is configured to check whether the yaw rate warning signal gws is displayed or not. Preferably, the yaw rate warning signal comprises two bits. The first bit indicates whether the actual yaw rate determined by the yaw rate sensor 60 takes an erroneous value and the second bit indicates whether there is a coordinated interference of the ESP controller 50 . Instead of the first bit, it is also possible, for example, that the yaw rate warning signal gws carry the actual yaw rate. If the test block determines that an alert signal is present, a warning message wm is delivered to the response block 1020. [ A control block 1030 is also provided.

The control block 1030 and / or the reaction block 1020 may be shielded and protected within the functional block 1000 for errors, such as the inspection block 1010. The function block 1000 delivers the target control xs to the reaction block 1020. [ The function block 1000 and / or the inspection block 1010 and / or the reaction block 1020 and / or the control block 1030 are not necessarily located on the same engine control device 98 but in a separate control device Lt; / RTI >

When the response block 1020 receives the warning message wm, the function block 1000 receives the modified output variable xsm, i.e., the combustion engine 100, the starter-generator 40 and the motors 31, 32, 33, 34). The modified target control xsm is preferably determined in accordance with the target control xs and the target control xs is set such that the part controlled by the target control xs does not produce a yaw moment greater than the sum yaw moment limit value, ). The determination of the modified target control (xsm) may optionally be performed under fallback to the function block (1000). When the reaction block 1020 does not receive the warning message wm, the target control xs is not changed, i.e., the modified target control xsm is the same as the target control. The modified target control (xsm) is delivered to the output interface (95). The modified target control (xsm) can be understood as a tuple exactly as the target control (xs).

In addition, the yaw rate warning signal gws is also capable of providing a plurality of warning thresholds, rather than transmitting the corresponding messages at the erroneously recognized actual yaw rate, Which exceeds the actual yaw rate. The determination of the delivery of the warning message wm and the determination of the target control xsm preferably likewise involves a flexible switching of the vehicle 1 without any change of the target control xs in a given mode with a change of the target control xsm Is performed step by step.

A control block 1030 is provided to receive a yaw rate warning signal from the input interface 96 and a target control xs is received from the control block 1000 and a modified target control 1030 is received from the response block 1020 do. The control block 1030 examines the functions of the test block 1010 and the reaction block 1020. To this end, the control block delivers the interference signal ns to the functional block 1000. Once the control block 1030 confirms that there is an error, it can deliver the appropriate interfering signal (ns) to the function block 1000 and then the function block 1000 can take the appropriate action, for example, Can be activated.

Figure 3 illustrates a method for determining whether an alert is present. The method is preferably executed in test block 1010. In the first step 3000, the yaw rate warning signal gws is received. In a following step 3010, it is checked whether a yaw rate warning signal gws indicating whether there is ESP regulatory interference is displayed. If so, proceed to step 3020; otherwise continue to step 3030. In step 3030, it is checked whether or not the yaw rate warning signal gws indicating that the actual yaw rate of the vehicle 1 takes an erroneous value is displayed. If so, then step 3020 is followed; otherwise, step 3040 is continued.

It is determined in step 3020 whether there is a warning. Step 3050 branches, where a warning message wm is delivered to reaction block 1020. [ The method ends at step 3040.

Fig. 4 shows a flow chart for a method for performing a response to a warning message wm. This method is preferably performed within reaction block 1020. [ In a first step 4000, a signal is received that includes information as to whether or not a warning message wm is present. In the following step 4010, it is checked whether or not a warning message wm is present. If so, step 4020, where the modified target control xsm is determined, is continued. Otherwise, step 4030 where the method terminates is continued.

In step 4020, one or more of the following actions may be used in determining the modified target control (xsm). The modified target control xsm is determined so that the target regenerative output delivered from the output interface 95 of the electrical machine 40 can be limited to no greater than the regenerative limit value stored, for example, in the electronic storage medium 99 .

Alternatively or additionally, the modified target control xsm may be determined so as to derive a drive (plus) torque applied to the rear axle of the vehicle 1 from the electric motor 32, 34 or the combustion engine 100 have. The regeneration limit value can be selected such that the total torque as the sum of the drive torque and the braking torque is positive because the braking (negative) torque provided from the starter-generator 40 to the rear axle is not larger than the drive torque.

Alternatively, the modified target control xsm may be selected such that the regenerative mode of the starter-generator 40 is electrically deactivated.

Alternatively, or additionally, the modified target control xsm may be applied to the wheels 11, 12, 13, 14 (from the electric motors 31, 32, 33, 34, combustion engine 100 and starter- The same (total) torque may be applied.

Alternatively, or in addition, the modified target control xsm may be applied to the electric motor 33, 34, the starter-generator 40 and the combustion engine (not shown) applied to the left wheels 13, 100 are equal to the total torque of the electric motors 31, 32, the starter-generator 40 and the combustion engine 100 applied to the right wheels 11, 12 of the automobile 1 .

Alternatively or additionally, the modified target control xsm may be selected such that an instruction is sent to the transmission control device 120 to prevent the gearbox change in the transmission 110 from being performed.

The selection of the actions may be performed in accordance with the step of warning from the stepwise warning signal ws.

5 shows a flow chart for a method for checking whether the limit yaw moment applied by the propulsion components 31, 32, 33, 34, 40, 100 functions according to the regulations. This method is preferably performed in control block 1030. [

Step 5000 indicates the beginning of the method. In a subsequent optional step 5010, the engine control unit 98 sends a request to the ESP controller 50 to determine whether a test of the function for limiting yaw moment should be performed and whether ESP coordination interference is present ).

In a following step 5020, the engine control device 98 receives the yaw rate warning signal gws from the ESP control device 50 (e.g., as a response to the query sent in step 5010). In addition, a test signal indicating whether or not a test mode actually exists is included in the yaw rate warning signal gws. The test signal is not evaluated by the control block 1010. [

In a following step 5030, it is checked whether the test signal actually includes information as to whether a test mode is present, and whether the yaw rate warning signal includes information as to whether ESP control interference is present. If so, step 5040 is continued; otherwise, step 5080 is followed.

In step 5040, the control block 1030 passes a request to the function block 1000 to preset the target control xs such that a yaw moment may occur when switching the target control xs.

In a following step 5050, it is checked whether the target control xs actually takes a value that may generate a yaw moment, and whether the modified target control xsm is different from the target control. If so, step 5060 continues; otherwise, step 5070 continues.

In step 5060, it is determined if the monitoring block 1010 and the reaction block 1020 function according to the specification, and the method ends.

At step 5070, for example, an instruction is passed to function block 1000, and an error response is initiated in such a way that the lymph-home mode is initiated. Alternatively, the error counter may be incremented, and such an error response may be provided such that the error counter is only started until the error counter exceeds a preset error threshold value.

Claims (15)

A method for the safe operation of a vehicle (1) having an automotive control system including a propulsion regulating unit (98) for controlling a first part (31, 32, 33, 34, 40, 100) 98 receives the warning from the yaw rate warning signal ges so that the total yaw moment generated by the first part 100, 40 as a whole is not greater than the total yaw moment limit value, ) For the safe operation of the vehicle. 2. The method according to claim 1, wherein the yaw rate warning signal (gws) comprises a signal indicating whether the actual yaw rate of the vehicle (1) takes an erroneous value. The yaw rate warning signal gws according to claim 1 or 2, wherein the yaw rate dynamics control unit (50) for controlling the brakes (21, 22, 23, 24) 22, 23, 24) to cause them to produce a yaw moment. 4. A method according to any one of claims 1 to 3, wherein when a warning is received, the propulsion regulating unit (98) controls the electric machine (40) so that the maximum regenerative output of the electric machine (40) A method for safe operation of an automobile. The regeneration limit value is set such that the total torque applied to the rear axles (12, 14, 103) of the vehicle (1) from the first parts (32, 34, 40, 100) A method for safe operation of a vehicle, selected. 6. A method according to any one of claims 1 to 5, wherein the regenerative mode of the electric machine (40) controlled by the propulsion regulating unit (98) is deactivated when a warning occurs. 7. A control system according to any one of claims 1 to 6, wherein when a warning is received, all wheels (11, 12, 13, 14) of the vehicle (1) 31, 31, 33, 34, 40, 100). 8. The method according to any one of claims 1 to 7, wherein when a warning is received, the left sum torque of the first part (33, 34, 40, 100) applied to the left wheels (13, 14) Is the same size as the right total torque of the first parts (31, 32, 40, 100) applied to the right wheels (11, 12) of the vehicle (1). 9. A method according to any one of claims 1 to 8, wherein shifting of the transmission (110) is not performed when a warning is received. 10. A method according to any one of claims 1 to 9, characterized in that the control of the first part (31, 32, 33, 34, 40, 100) is carried out without first considering the yaw rate warning signal (gws) (Xs) of the target control (xs), 32, 33, 34, 40, 100 is determined and when the propulsion regulating unit 98 receives the warning, Wherein when the yaw moment is greater than the sum yaw moment limit, the modified target control (xsm) is determined such that the expected total yaw moment is not greater than the sum yaw moment limit value. 10. The method of claim 9, wherein the yaw rate warning signal (gws) comprises a test signal, the test signal indicating whether the test mode is active, and if an alert is received and the test signal indicates activation of the test mode, The propulsion control unit 98 may preset the target control xs such that the expected total yaw moment is greater than the sum yaw moment limit and the propulsion control unit 98 may adjust the propulsive yaw moment based on the target control xs and the modified target control xsm, A method for safe operation of an automobile, wherein it is determined whether there is an error in the response of the unit. 11. The apparatus according to claim 10, wherein the propulsion regulating unit (98) of the traveling dynamics control unit (50) transmits a signal for activating the test mode, and then transmits a test signal A method for safe operation of an automobile, wherein a warning is received. 12. A computer program configured to perform all of the steps of any one of the methods of any of claims 1 to 12. An electronic storage medium (99) in which a computer program according to claim 13 is stored. A control device (98) configured to perform all the steps of any one of the methods according to any one of the claims 1 to 12.

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