WO2005061296A1 - Procede et systeme de fonction de conduite permettant de transferer des fonctions de conduite conformes a la securite d'un vehicule dans un etat de marche en toute securite - Google Patents

Procede et systeme de fonction de conduite permettant de transferer des fonctions de conduite conformes a la securite d'un vehicule dans un etat de marche en toute securite Download PDF

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Publication number
WO2005061296A1
WO2005061296A1 PCT/EP2004/014398 EP2004014398W WO2005061296A1 WO 2005061296 A1 WO2005061296 A1 WO 2005061296A1 EP 2004014398 W EP2004014398 W EP 2004014398W WO 2005061296 A1 WO2005061296 A1 WO 2005061296A1
Authority
WO
WIPO (PCT)
Prior art keywords
control unit
control device
downstream
safety
steering
Prior art date
Application number
PCT/EP2004/014398
Other languages
German (de)
English (en)
Inventor
Wilfried Huber
Alfred Lotter
Volker Maass
Martin Moser
Reinhold Schneckenburger
Original Assignee
Daimlerchrysler Ag
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
Priority claimed from DE102004058996A external-priority patent/DE102004058996A1/de
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2005061296A1 publication Critical patent/WO2005061296A1/fr

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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
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • 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
    • B60T2260/02—Active Steering, Steer-by-Wire
    • 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
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B60T2260/024—Yawing moment compensation during mu-split braking
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention relates to a method for converting safety-relevant driving functions of a vehicle into the safe state.
  • at least one setpoint is determined in a first control unit on the basis of sensor signals, and in a downstream control unit one or more actuating variables for actuators are determined from the at least one setpoint.
  • Intrinsically safe is considered synonymous with "fail-safe”.
  • a fail-safe property is the ability of a technical system to remain in a safe state when certain failures occur or to switch directly to another safe state.
  • Fail-stop An occurring error is recognized. If there is an error, the system is switched off. Fail-stop is an intrinsically safe case. Fail-silent: The property of a component or a system, which (which) is in communication with others, does not send any further information when an error is detected within the component or within the system. Fail-silent is an alternative to fail-stop and thus another sub-case of intrinsically safe.
  • Fault tolerant Ability of a system to perform its specified function even with a limited number of faulty subsystems.
  • the braking and steering system has a computing unit which is designed to be fault-tolerant.
  • the computing unit has either at least three identical arithmetic units or at least two arithmetic units that are fail-silent.
  • the arithmetic unit determines target values which are transmitted to a control unit in which manipulated variables for actuators are determined from the target values.
  • the object of the present invention is to provide a method by means of which safety-relevant driving functions can be transferred to the safe state in the event of an error.
  • the first control unit in particular is a control unit for an electronic stability program (ESP), which can intervene, for example, in the engine, the brakes, the steering and the suspension of the vehicle, in order to thereby set the yaw rate of the vehicle according to an associated setpoint.
  • ESP electronic stability program
  • EHL electro-hydraulic steering
  • ABS electro-hydraulic steering
  • a vehicle that is equipped with Active Body Control (ABC) generally has an active shock absorber for each wheel, by means of which the respective wheel is supported on a vehicle frame.
  • active struts are designed such that they can be adjusted at least with regard to spring preload and / or spring travel, a control system connected to the spring struts being provided which, depending on vehicle parameters, adjusts at least the spring preload and / or the spring travel of the spring struts.
  • active chassis which is also referred to as an ABC chassis, that is to say as an active body control chassis.
  • a driver-independent braking process can be carried out via a control unit for the electro-hydraulic brake (EMS).
  • the first control device can be connected to one or more of the control devices mentioned.
  • One or more can be used for each of the control units Setpoints are determined by the first control unit and transmitted to the respective control units.
  • Each of the downstream control units can in turn be connected to one or more actuators, to which one or more manipulated variables are fed.
  • the control units are connected to a data bus, for example a CAN bus, they can communicate with one another.
  • a current assignment rule is transferred in a defined time to a safety assignment rule and the manipulated variables are determined on the basis of the security assignment rule and the last received setpoints and / or additional information become.
  • the following can occur as errors in the first control unit, for example: the supply voltage fails; one of the processors fails; a circuit breakage occurs; an error occurs on a component of the peripheral electronics; an error occurs on an output / input unit. Several such errors can also occur at the same time. If such an error is detected, the driving function is taken over by the downstream control unit, in which a safety assignment rule is stored, which ensures that the overall system remains in a safe state.
  • While the setpoints specified by the first control unit are translated into a manipulated variable in accordance with a current assignment rule in the event of error-free operation, an assignment takes place in accordance with a security assignment rule in the event of an error.
  • the first control device is designed to be intrinsically safe, no further setpoints are transmitted to the downstream control devices.
  • the last received target values or additional information supplied to the downstream control unit a control variable can be determined.
  • the downstream control device is the control device of the electrohydraulic brake, information about a stop-and-go mode, an object detection or an activation of a cruise control must be supplied to it, for example.
  • the first control unit generally specifies values for normal forces and a roll moment distribution. In the event of a fault, for example, a currently set sporting roll moment distribution is reduced to a roll moment distribution that corresponds to comfort driving behavior.
  • the current assignment rule is transferred from the first control device to the downstream control device or that an assignment rule stored in the downstream control device is selected.
  • a driver can use this measure to specify whether the steering should be set to sporty or to comfort. The same applies to the roll moment distribution.
  • the downstream control unit recognizes whether new values are made available to it or not based on the first control unit. If no further values can be counted, an error has occurred and the first control unit has changed to the intrinsically safe state. In such a case, the function of the first control device must be transferred to the safe state. Provision can be made for a time-defined cross-fading process for a steering wheel torque to be carried out in the event of an error relating to the control of electrohydraulic steering.
  • the steering wheel torque is generated by a corresponding actuator on the steering wheel. This gives the driver the feeling of receiving a force feedback resulting from the steering movement of the wheels.
  • This cross-fading process takes place in a predetermined manner over a certain period of time, so that the driver does not suddenly see a change. If this were the case, the driver could be startled, which would lead to an unsafe condition.
  • a mechanical connection between the steering wheel and the steerable wheels is established both in the first and in the downstream control unit, in particular a mechanical clutch in the steering system is closed.
  • the downstream control unit is the control unit for the electro-hydraulic steering.
  • the first control unit specifies a setpoint for the wheel angle to be set, which is converted into a wheel angle by the control unit of the electro-hydraulic steering.
  • the steering system contains a clutch with which a mechanical connection between the steering wheel and the wheels to be steered can be established. This mechanical clutch is open as long as no error occurs, ie the driver has no direct mechanical access to the wheels to be steered.
  • the mechanical clutch in the steering system is closed by a defined time process. This gives the driver direct access to the steerable wheels.
  • the system is in a secure Status.
  • the transition from electrohydraulic steering with the clutch open to the steering by means of direct access, that is to say with the clutch closed, should be as little as possible noticeable to the driver in the steering wheel. For this reason, as mentioned above, the steering wheel torque is faded.
  • a driving function system with a first control unit which determines at least one setpoint on the basis of sensor signals and transmits it to at least one downstream control unit which determines one or more control variables from the at least one setpoint and forwards them to actuators, wherein the first control device is designed to be intrinsically safe and the downstream control device is designed to be fault-tolerant.
  • the system is brought into a safe state by the downstream control device or devices, which can be networked with one another. It is fundamentally conceivable to design the first control device and the control device (s) downstream in each case to be fault-tolerant. However, this solution is very expensive. A significantly more cost-effective solution is obtained if only the control device (s) downstream are fault-tolerant and the first control device is designed to be intrinsically safe.
  • the first control device has two or more computers, in particular processors, which are redundant to one another.
  • This measure allows the first control device to be designed to be intrinsically safe in a particularly simple manner. This means that when an error is detected in the first control unit, the control unit is either switched off or no further setpoints are transmitted to the downstream control unit. Switching off or not transferring the setpoints to the downstream control advises, however, does not lead to a shutdown of the overall system or to a shutdown of the driving function implemented by the first control unit. Rather, in the event that no further setpoints are received by the downstream control device, the overall system is brought into a safe state.
  • the downstream control device has three or more computers, in particular processors, which are redundant to one another.
  • the same algorithms are carried out in all computers. In correct operation, the determined manipulated variables match. If an error occurs in one of the computers, the results determined in this computer differ from the results determined in the other computers. It can thus be recognized whether and in which computer an error has occurred. The corresponding computer is no longer taken into account until a check or repair has been carried out. A short-term deviation of the results does not necessarily have to be counted as an error, provided that the results subsequently agree again over a longer period of time.
  • a safety assignment rule is stored in the downstream control device, according to which manipulated variables are determined in the event of an error in the first control device. This measure allows the driving function system to be brought into a safe state in the event of a fault in the first control unit.
  • driver can select a current assignment rule in error-free operation via the first control device.
  • This measure can Driving behavior of the vehicle can be adapted particularly well to the needs of the driver.
  • the current assignment rule is preferably transferred to the safety assignment rule in a defined time.
  • Such a transition must not take place abruptly, for example in order not to trigger abrupt steering or braking maneuvers.
  • the time-defined transition enables the driver to take over control of the vehicle again completely after the transition has ended.
  • the assignment rules are characteristic curves and, in the event of an error, the time is changed from a current characteristic curve to a safety characteristic curve.
  • a current characteristic curve For example, the relationship between the steering wheel angle specified by the driver and the wheel steering angles to be set on the steerable wheels is seen as the characteristic curve.
  • the characteristic curve corresponds to a transmission ratio of these two angles.
  • the characteristic curve which was implemented with the EHL actuator in error-free operating state, is transferred to the safety characteristic curve, which is stored in the EHL control unit, using a defined time sequence. As soon as the stored characteristic curve is reached, the system has assumed the safe state. This measure is particularly important when braking is performed on a surface with a changing coefficient of friction. Braking on such a surface leads to a change due to the changing coefficient of friction. the yaw moment that acts on the vehicle. This yaw moment is normally corrected by the first control unit, in particular an ESP system, using the electro-hydraulic steering.
  • a steering angle is set on the steerable wheels independently of the driver. If the control systems were only switched off in the event of a fault, without a defined state being assumed, the vehicle would continue to travel according to the set wheel steering angle and possibly leave the road. To prevent this, the entire system, in particular the EHL system together with the ESP system, must be brought into a safe state.
  • the target values output by the first control device can be counted.
  • the message counter stops as soon as the first control unit no longer delivers new values. In this case, the first control unit has changed to the intrinsically safe state.
  • the signals from the message counter can be transmitted to the downstream control units via a CAN bus. Several message counters can also be provided for different target values.
  • a steering system which has a mechanical clutch which is closed in the event of a fault in both the first and the downstream control unit. This measure allows the driver direct access to the steerable wheels. This enables the driver to take control of the steering of the vehicle.
  • FIG. 1 shows a schematic illustration of a driving function system
  • Fig. 2 is a diagram showing the transition to a safe state.
  • the 1 shows a driving function system 1 which has a first intrinsically safe control unit 2 which is connected to downstream control units 4, 5, 6 via a data bus 3.
  • the downstream control units 4, 5, 6 are designed as fault-tolerant control units.
  • the first control device 2 has two computers 7, 8 which are designed as processors and which carry out the same algorithm.
  • the first control unit 2 is supplied with sensor signals, from which the computers 7, 8 calculate target values which are transmitted to the downstream control units 4, 5, 6.
  • the sensor signals supplied include, for example, the measured steering angle of the steering wheel, the position of the accelerator pedal, the position of the brake pedal, the wheel speeds, the vehicle speed, the lateral acceleration, the yaw angle speed etc.
  • a message counter 11 is connected to the data bus 3, which is designed as a CAN bus determines whether setpoints are sent from the first control unit 2 to the data bus 3. If this is no longer the case, a corresponding signal is sent to the downstream control units 4, 5, 6. It can be provided that the message counter, differentiated according to different target values, counts the target values, or that several message counters are available for the different target values. Correspondingly, a signal can only be given to an affected downstream control device 4, 5, 6 if the setpoint value relevant for this control device is no longer output.
  • the arrangement of the message counter 11 shown in FIG. 1 outside the control unit 2 is not intended to have any restrictive effect.
  • the message counter 11 can also be integrated in the control unit 2; it is also conceivable that each of the downstream control units 4, 5, 6 contains its own message counter.
  • the downstream control unit 4 is designed in the exemplary embodiment as a control unit for an electrohydraulic steering.
  • a manipulated variable for the actuators 15, 16 is determined in each of the computers 12-14 in accordance with a characteristic curve specified by the driver via the first control device 2.
  • Actuators 15, 16 can be provided for each steerable wheel or for a steerable axle.
  • the first control unit 2, which is designed as an ESP control unit, provides the downstream control unit 4 with a setpoint for the wheel angle to be set, which is converted in the downstream control unit 4 into a manipulated variable, which the actuators 15, 16 each convert into a wheel angle becomes. As soon as an error occurs on the first control unit 2, no more target values for the wheel angle are transmitted to the downstream control unit 4.
  • the characteristic curve which is in the fault-free operating state with the downstream control unit 4 and the actuators 15, 16 was implemented in a safety assignment rule, in particular a safety characteristic curve, which is stored in the downstream control unit 4.
  • a safety characteristic curve which is stored in the downstream control unit 4.
  • system 1 has assumed the safe state. If an error occurs both in the first control unit 2 and in the downstream control unit 4, a mechanical coupling (not shown) of the steering system is closed, so that a mechanical connection is created between the steering wheel and the steerable wheels.
  • the mechanical coupling can be connected to the data bus 3 in order to receive the command to close, for example from the downstream control unit 4.
  • the downstream control unit 5 is designed as a fault-tolerant control unit for an ABC system.
  • the first control unit which is designed as an ESP control unit, specifies 2 setpoints for normal forces and a rolling moment distribution.
  • a set sporting roll moment distribution is traced back to a roll moment distribution that represents comfort driving behavior. This measure brings the system 1 into a safe state.
  • the actuators 17, 18 are each connected to an axle of the vehicle in the exemplary embodiment. However, it is also possible to provide an actuator for each wheel of the vehicle.
  • the downstream control unit 6 is designed as a control unit of an EMS. Values for target brake pressures are specified by the first control device 2. If the first control unit 2 fails, stabilization control is no longer carried out. guided. In order to be able to assume a safe state, further information is provided to the downstream control unit 6. With this information, for example about a stop-and-go mode, object detection or activation of a cruise control, a decision can be made about a further application of brake pressure.
  • the actuators 19 - 22 are each assigned to a braked wheel.
  • FIG. 2 shows a diagram which is intended to illustrate how it can be brought into a safe state.
  • a characteristic curve 30 is shown as an allocation pre-drift, by means of which, for example, a sporty setting for the determination of the wheel angle is identified.
  • This characteristic curve 30 was set, for example, by the driver via the first control device 2, wherein the characteristic curve 30 can be stored in a downstream control device. If an error occurs in the first control unit, a time-defined transition 31 is carried out along the time axis 32 from the characteristic line 30 to a characteristic line 33 which represents a safety assignment rule and is stored in the downstream control unit.
  • this is, for example, a characteristic curve that corresponds to a comfort level.
  • the characteristic curves 30, 33 describe the relationship between the steering wheel angle specified by the driver and the wheel steering angles to be set on the steerable wheels. It therefore corresponds to a gear ratio of these two angles.
  • the representation of the two characteristic curves 30, 33 chosen in FIG. 2 should not have any restrictive meaning, any other courses are also conceivable.
  • a method and a driving function system for transferring safety-relevant driving functions of a driving Stuff in the safe state in which at least one setpoint is determined in a first control unit 2 on the basis of sensor signals and in a downstream control unit 4, 5, 6 one or more actuating variables for actuators are determined from the at least one setpoint, leads when an error occurs in the first intrinsically safe control unit 2, the downstream fault-tolerant control unit 4, 5, 6 transfers the driving function controlled by the first control unit into a safe state. This measure enables the driver to safely take control of his vehicle in the event of malfunctions.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé et un système de fonction de conduite pour la transmission de fonctions de conduite conformes à la sécurité d'un véhicule dans un état de marche de sécurité, procédé consistant à déterminer, dans une première unité de commande (2) et sur la base de signaux de détecteurs, au moins une valeur de consigne et à déterminer, à partir d'au moins une valeur de consigne, dans une unité de commande associée (4, 5, 6), une ou plusieurs valeurs de réglage pour des actionneurs. L'invention est caractérisée en ce que lors de l'apparition d'un défaut dans une première unité de commande (2) à sécurité intrinsèque, l'unité de commande associée (4, 5, 6), tolérante d'erreurs, transfert la fonction de conduite commandée par la première unité de commande dans un état de marche en toute sécurité. Le conducteur est ainsi en mesure, grâce à l'invention, d'assurer le contrôle de son véhicule en cas de défaillances.
PCT/EP2004/014398 2003-12-20 2004-12-17 Procede et systeme de fonction de conduite permettant de transferer des fonctions de conduite conformes a la securite d'un vehicule dans un etat de marche en toute securite WO2005061296A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10360132.5 2003-12-20
DE10360132 2003-12-20
DE102004058996.8 2004-12-08
DE102004058996A DE102004058996A1 (de) 2003-12-20 2004-12-08 Verfahren und Fahrfunktionssystem zum Überführen von sicherheitsrelevanten Fahrfunktionen eines Fahrzeugs in den sicheren Zustand

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WO2005061296A1 true WO2005061296A1 (fr) 2005-07-07

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PCT/EP2004/014398 WO2005061296A1 (fr) 2003-12-20 2004-12-17 Procede et systeme de fonction de conduite permettant de transferer des fonctions de conduite conformes a la securite d'un vehicule dans un etat de marche en toute securite

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012031829A1 (fr) * 2010-09-06 2012-03-15 Robert Bosch Gmbh Procédé et dispositif de réglage d'un fonctionnement de secours, en cas d'un système défectueux pour la détection de préallumages dans un moteur à combustion interne

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